CN1805299A - Information transmission system, information transmission system for railway vehicle and information transmission terminal device for vehicle - Google Patents

Abstract

Translated fromChinese

在由通过传输路径可以互相传输信息的多个传输终端站构成的系统中，在多个传输终端站之间用多个传输路径连接，传输终端站具有将从其它的传输终端站接收的数据，再发送给其它的传输终端站的传输中继功能单元；传输中继单元，具有通过多条传输路径(21、22)接收同一个信息，选择某一个路径后中继的路径选择单元。提供即使出现多重障碍也继续迅速传输、而且传输处理时间短、可以适应传输路径的高速化的高速、高可靠的网络。

In a system composed of a plurality of transmission terminal stations that can transmit information to each other through transmission paths, a plurality of transmission path connections are used between the plurality of transmission terminal stations having data to be received from other transmission terminal stations, Then send to the transmission relay function unit of other transmission terminal stations; the transmission relay unit has a path selection unit that receives the same information through multiple transmission paths (21, 22), selects a certain path, and relays. Provides a high-speed, high-reliability network that continues to transmit rapidly even if multiple obstacles occur, has a short transmission processing time, and can adapt to high-speed transmission routes.

Description

Translated fromChinese

信息传输系统、铁道车辆用信息传输系统及车辆用信息传输终端装置Information transmission system, information transmission system for railway vehicles, and information transmission terminal device for vehicles

技术领域technical field

本发明涉及在铁道车辆内传输信息而使用的适当的信息传输系统及该信息传输系统中使用的车辆用信息传输终端装置，特别涉及即使在传输路径上出现多重故障时，也能继续传输的技术。The present invention relates to an appropriate information transmission system used for transmitting information in a railway vehicle and an information transmission terminal device for a vehicle used in the information transmission system, and particularly relates to a technique for continuing transmission even when multiple faults occur on a transmission path .

背景技术Background technique

伴随着近几年的网络技术的发展，在各种领域中利用网络进行的信息传输，已经实用化。其中，还包含如铁道车辆那样，出现障碍时的影响非常大、要求具有高度的可靠性及安全性的领域。因此，迫切需要即使出现多重障碍也不会中断传输、可靠性高的信息传输系统。With the development of network technologies in recent years, information transmission using networks has been put into practical use in various fields. Among them, there are also fields such as railway vehicles, where the impact of failure is very large and high reliability and safety are required. Therefore, there is an urgent need for an information transmission system that does not interrupt transmission even if multiple obstacles occur and has high reliability.

作为面对多重障碍也能继续传输的传输技术，有通用的网络技术以太网络中的路径选择技术。另外，作为铁道车辆用的网络技术，还有专利文献1记述的技术。As a transmission technology that can continue transmission in the face of multiple obstacles, there is a routing technology in Ethernet, a general-purpose network technology. In addition, there is also a technology described in Patent Document 1 as a network technology for railway vehicles.

在路径选择技术中，选择传输路径的路由器彼此互相交换信息，按照通信对象，随时选择适当的路径。因此，如果预先准备富余的传输路径，那么即使出现障碍，也能选择可以通信的路径，继续传输。In path selection technology, routers that select a transmission path exchange information with each other, and select an appropriate path at any time according to the communication object. Therefore, if a spare transmission path is prepared in advance, even if a failure occurs, a communication-capable path can be selected and transmission can be continued.

在专利文献1记述的技术中，在各车辆内分别设置2个传输站，将各车辆的传输站作为第1传输路径，环路连接的同时，还将车辆内的2台终端站间作为第2传输路径连接。这样，如果在第1传输路径中出现障碍，就可以利用第2传输路径形成迂回路径，继续传输。In the technology described in Patent Document 1, two transmission stations are installed in each vehicle, and the transmission stations of each vehicle are used as the first transmission path. 2 transmission path connection. In this way, if an obstacle occurs in the first transmission path, the second transmission path can be used to form a detour and continue the transmission.

[专利文献1]特开平11-154891号公报[Patent Document 1] JP-A-11-154891

路径选择技术，因为是作为通用技术而开发的，所以是在构成复杂的网络时以及在大规模的网络中也能动作的优异的技术。而且，由于广泛普及，所以能够用低成本构成网络。可是，路由器通常用软件实现，而且需要在识别各个接收数据的内容之后选择传输路径。因此，存在着接收一个数据后，直到将它向正确的路径输出为止的处理时间较长的问题。在传输速度高速化之际，它影响特别大。另外，在出现障碍之际，为了寻找新的路径，路由器彼此交换信息，需要数十秒到数分钟的时间。可是，在铁道的车内传输系统等的机器控制网络中，要求其传输延迟小，出现障碍时的传输路径的变更也必须在瞬时(例如100ms以下)中进行。因此，难以将路径选择技术原封不动地应用于上述用途。Since the routing technology is developed as a general-purpose technology, it is an excellent technology that can operate even in a complex network and a large-scale network. Furthermore, since it is widespread, it is possible to configure a network at low cost. However, routers are generally implemented in software, and need to select a transmission path after recognizing the contents of each received data. Therefore, there is a problem that it takes a long time to process one piece of data until it is output to the correct path after receiving one piece of data. It has a particularly large impact when the transmission speed is increased. Also, when a failure occurs, it takes tens of seconds to several minutes for routers to exchange information with each other in order to find a new route. However, in equipment control networks such as railway in-vehicle transmission systems, transmission delays are required to be small, and transmission route changes must be performed instantaneously (for example, 100 ms or less) when a failure occurs. Therefore, it is difficult to apply the routing technology as it is to the above-mentioned application.

专利文献1记述的技术，也在准备富余的路径、出现障碍时选择路径的这一点上，与路径选择技术是同样的技术。在该技术中，由于采用环路结构，所以信息的传输路径，存在右旋和左旋的两个。这样，即使1处出现障碍，也能用某个路径传输。在多处出现障碍时，才经由迂回路径传递信息。考虑到断线引起的障碍后，需要使断线部位的两侧的迂回路径动作，两处断线时，就得使4处的迂回路径动作(是邻接的断线时，为3处迂回路径)。与使其动作的迂回路径连接的终端站，需要共享障碍信息，需要在这些终端站之间交换信息。另外，进行动作是在出现多重障碍时，出现障碍后还要确认是单个障碍还是多重障碍。因此，该技术在障碍的复原上也相当费时。The technique described in Patent Document 1 is the same technique as the route selection technique in that a surplus route is prepared and a route is selected when a failure occurs. In this technology, since a loop structure is adopted, there are two transmission paths of information, right-handed and left-handed. In this way, even if an obstacle occurs at one point, a certain path can be used for transmission. Information is delivered via detours only when there are obstacles in multiple places. Considering the obstacle caused by the disconnection, it is necessary to operate the detours on both sides of the disconnection, and when two disconnections are made, four detours must be activated (three detours in the case of adjacent disconnections) ). The terminal stations connected to the detour route to make it operate need to share the obstacle information, and it is necessary to exchange information between these terminal stations. In addition, when there are multiple obstacles in the action, it is necessary to confirm whether it is a single obstacle or multiple obstacles after the obstacle appears. Therefore, this technique is also quite time-consuming in restoration of obstacles.

发明内容Contents of the invention

本发明的目的在于，提供即使出现多重障碍也能继续迅速传输、而且传输处理时间短、可以适应传输路径的高速化的高速、高可靠的网络。An object of the present invention is to provide a high-speed, highly reliable network that can continue rapid transmission even if multiple failures occur, has a short transmission processing time, and can adapt to high-speed transmission routes.

本发明，在由通过传输路径可以互相传输信息的多个传输终端站构成的系统中，在多个传输终端站之间用多个传输路径连接，传输终端站具有将从其它的传输终端站接收的数据，再发送给其它的传输终端站的传输中继功能单元；传输中继单元，具有通过多条传输路径接收同一个信息，选择某一个路径后中继的路径选择单元。According to the present invention, in a system composed of a plurality of transmission terminal stations that can transmit information to each other through transmission paths, a plurality of transmission path connections are used between the plurality of transmission terminal stations, and the transmission terminal stations have information to receive from other transmission terminal stations. The data is sent to the transmission relay function unit of other transmission terminal stations; the transmission relay unit has a path selection unit that receives the same information through multiple transmission paths, selects a certain path, and relays.

采用本发明后，能够实现面对传输路径及传输终端站的多处故障也能继续传输的高可靠性的网络。After adopting the present invention, it is possible to realize a high-reliability network that can continue to transmit in the face of multiple failures of the transmission path and the transmission terminal station.

附图说明Description of drawings

图1是本发明的第1实施方式中的1节车辆的传输终端站的结构图。FIG. 1 is a configuration diagram of a transmission terminal station for one vehicle in the first embodiment of the present invention.

图2是本发明的第1实施方式中的1车辆内的机器的连接结构图。Fig. 2 is a connection configuration diagram of devices in a vehicle in the first embodiment of the present invention.

图3是本发明的第1实施方式中的铁道车辆用信息传输系统的结构图。Fig. 3 is a configuration diagram of an information transmission system for railway vehicles in the first embodiment of the present invention.

图4是本发明的第1实施方式中的传输终端站内的路径切换部的结构图。4 is a configuration diagram of a path switching unit in a transmission terminal station in the first embodiment of the present invention.

图5是本发明的第1实施方式中的来自路径切换部的基干传输路径的接收状态与向交换集线器(switching hub)的输出的关系图。5 is a diagram showing the relationship between the reception state of the backbone transmission path from the path switching unit and the output to the switching hub (switching hub) in the first embodiment of the present invention.

图6是本发明的第1实施方式中的分离车辆时的结构图。Fig. 6 is a configuration diagram at the time of separation of vehicles in the first embodiment of the present invention.

图7是本发明的第2实施方式中的1节车辆的传输终端站的结构图。Fig. 7 is a configuration diagram of a transmission terminal station of one vehicle in a second embodiment of the present invention.

图8是本发明的第2实施方式中的铁道车辆用信息传输系统的结构图。Fig. 8 is a configuration diagram of an information transmission system for railway vehicles in a second embodiment of the present invention.

图9是本发明的第2实施方式中的传输终端站内的路径切换部的结构图。9 is a configuration diagram of a path switching unit in a transmission terminal station in a second embodiment of the present invention.

图10是本发明的第2实施方式中的路径切换部的判定部的结构图。10 is a configuration diagram of a determination unit of a path switching unit in a second embodiment of the present invention.

图11是传输数据的结构图。Fig. 11 is a structural diagram of transmission data.

图12是本发明的第3实施方式中的1节车辆的传输终端站的结构图。Fig. 12 is a configuration diagram of a transmission terminal station of one vehicle in a third embodiment of the present invention.

图13是本发明的第3实施方式中的铁道车辆用信息传输系统的结构图。Fig. 13 is a configuration diagram of an information transmission system for railway vehicles in a third embodiment of the present invention.

图14是本发明的第3实施方式中的传输终端站内的路径切换部的结构图。14 is a configuration diagram of a path switching unit in a transmission terminal station in a third embodiment of the present invention.

具体实施方式Detailed ways

下面，参照图1～图6，讲述本发明的第1实施方式。在本例中，是讲述铁道车辆用的信息传输系统的情况。图2表示本例中的一个车辆内的机器的连接结构。车辆内设置的传输终端站112、122，通过基干传输路径21、22互相连接，可以交换信息。具有2个传输终端站112、122和2个基干传输路径21、22，为了确保对于机器故障而言的富余性而双重化。在车辆内，配置着多个机器41～46，它们通过支线网络31、32与传输终端站112、122连接。在本实施方式中，考虑到机器的设置场所，用2条支线网络31、32连接车辆内的机器41～46。1条连接安装在地板下的逆变器41及制动器42等机器，另一个连接安装在地板上的显示器43、广播装置44、车门45、空调46等机器。在各自的支线传输路径31、32中，在支线网络31、32的两端，配置双重化的传输终端站112、122，在其中间设置各机器。这是为了即使在支线传输路径31、32中出现断线等故障时，也能和某一个传输终端站112、122进行通信。采用上述结构后，车辆内的机器经由支线网络31、32和基干网络112、122，可以互相传输指令值及状态信息等。Next, a first embodiment of the present invention will be described with reference to FIGS. 1 to 6 . In this example, the case of an information transmission system for railway vehicles is described. Fig. 2 shows the connection structure of machines in a vehicle in this example. Thetransmission terminal stations 112, 122 installed in the vehicle are connected to each other through thebackbone transmission lines 21, 22, and can exchange information. There are twotransmission terminal stations 112, 122 and twobackbone transmission paths 21, 22, and they are duplexed to ensure redundancy against equipment failure. In the vehicle, a plurality ofdevices 41 to 46 are arranged, and they are connected totransmission terminal stations 112 and 122 viabranch lines 31 and 32 . In this embodiment, twobranch lines 31 and 32 are used to connect theequipment 41 to 46 in the vehicle in consideration of the installation place of the equipment. One line is connected to the equipment such as theinverter 41 and thebrake 42 installed under the floor, and the other Connect to devices such asmonitors 43,broadcasting devices 44,car doors 45, andair conditioners 46 installed on the floor. In each branchline transmission path 31, 32, at both ends of thebranch line network 31, 32, dualizedtransmission terminal stations 112, 122 are arranged, and each device is installed in between. This is to enable communication with any of thetransmission terminal stations 112 , 122 even when a failure such as disconnection occurs in thebranch transmission lines 31 , 32 . After adopting the above structure, the devices in the vehicle can transmit command values and status information to each other via thebranch networks 31 and 32 and thebackbone networks 112 and 122 .

此外，本实施方式的结构，并不依赖车辆内的特定机器及支线网络的结构。所以，与图2没有示出的机器连接，或者没有与图2示出的机器连接，或者以不同的结构连接传输终端站和机器，也同样能够适用。In addition, the structure of this embodiment does not depend on the structure of a specific device in a vehicle and a branch network. Therefore, connection to a device not shown in FIG. 2, or connection to a device not shown in FIG. 2, or connection of a transmission terminal station and a device in a different structure are also applicable.

图1表示本实施方式中的传输终端站的结构。图1表示1节车辆的结构，通过具有2个传输终端站121、122后被双重化。而且，1系的传输终端站121用1系的基干传输路径21、2系的传输终端站122用2系的基干传输路径22，分别与邻接的车辆连接。传输终端站121、122的内部，由路径切换部213、214、223、224、交换集线器211、221、控制部212、222构成。传输终端站之间及传输终端站内的各部间的通信，使用通用通信方式——以太网络，形成可以同时处理收发的完全双重通信。在图1中，分别用不同的线条表示接收和发送，用箭头表示信息的传输方向。此外，在图2中，将进行收发的传输路径简化成用1条线表示。另外，虽然在图1中省略，但控制部212、222，通过支线传输路径与车辆内各机器连接。FIG. 1 shows the configuration of a transmission terminal station in this embodiment. FIG. 1 shows the configuration of one vehicle, which is duplexed by having twotransmission terminal stations 121 and 122 . Furthermore, the first-seriestransmission terminal station 121 is connected to the adjacent vehicles through the first-seriesbackbone transmission path 21 and the second-seriestransmission terminal station 122 is connected to the adjacent vehicles through the second-seriesbackbone transmission path 22 . The interior oftransmission terminal stations 121 and 122 is constituted bypath switching units 213 , 214 , 223 , and 224 , switchinghubs 211 and 221 , andcontrol units 212 and 222 . The communication between the transmission terminal stations and between the various parts in the transmission terminal station uses the general communication method - Ethernet, and forms a complete dual communication that can process both sending and receiving at the same time. In Figure 1, different lines are used to indicate receiving and sending, and arrows are used to indicate the direction of information transmission. In addition, in FIG. 2 , the transmission path for transmitting and receiving is simplified and represented by a single line. In addition, although omitted in FIG. 1 , thecontrol units 212 and 222 are connected to various devices in the vehicle through branch transmission lines.

控制部212、222，收集来自车辆内各机器的信息，传输给其它车辆，或者将来自其它车辆的信息，传输给各机器。交换集线器211、221，作为传输中继器，是在以太网络(注册商标)中常用的，具有将从某个端口(输出入部)接收的数据向其它多个端口发送的功能。路径切换部213、214、223、224，设置在交换集线器211、221和基干传输路径21、22之间，切换交换集线器从1、2系中的哪个路径(基干传输路径)接收数据。各路径切换部213、214、223、224，从自系的基干传输路径接收数据，将接收的数据在1、2系的路径切换部之间交换。而且，将其中的一方发送给交换集线器211、221。由交换集线器211、221发送给基于传输路径21、22的发送数据，不切换路径地将来自自系的交换集线器211、221的数据发送给自系的基干传输路径21、22。Thecontrol units 212 and 222 collect information from each device in the vehicle and transmit it to other vehicles, or transmit information from other vehicles to each device. The switchinghubs 211 and 221 are commonly used in Ethernet (registered trademark) as transmission repeaters, and have a function of transmitting data received from a certain port (I/O unit) to other plural ports.Path switching units 213, 214, 223, and 224 are provided between the switchinghubs 211, 221 and thebackbone transmission paths 21, 22, and switch which path (the backbone transmission path) of the 1st and 2nd series the switching hub receives data from. Each of thepath switching units 213, 214, 223, and 224 receives data from the backbone transmission line of its own system, and exchanges the received data between the path switching units of the 1st and 2nd lines. And, one of them is sent to the switching hub 211,221. The data transmitted from the switchinghub 211, 221 to thetransmission path 21, 22 is transmitted from theown switching hub 211, 221 to the ownbackbone transmission path 21, 22 without switching paths.

采用这种结构后，在各车辆之间进行如下的数据传输。首先，控制部212、222通过支线传输路径收集来自车辆内的机器的数据。接着，按照需要加工收集的数据，发送给两系统的交换集线器211、221。交换集线器211、221，将数据发送给左右的路径切换部213、214、223、224，路径切换部213、214、223、224再将该数据原封不动地发送给基干传输路径21、22。这样，在相邻的车辆之间，就从两系统的基干传输路径21、22接收相同的数据。路径切换部213、214、223、224，将从两系统的基干传输路径21、22接收的数据中、按照数据的接收状态预先选择的一方发送给交换集线器211、221。交换集线器211、221将接收的数据，发送给控制部212、222及邻接的车辆。控制部212、222按照需要加工该数据，通过支线传输路径，传输给各机器。After adopting this structure, the following data transmission is performed between each vehicle. First, thecontrol units 212 and 222 collect data from equipment in the vehicle through the branch line transmission path. Next, the collected data is processed as required and sent to theswitching hubs 211 and 221 of the two systems. The switchinghubs 211, 221 send data to the left and rightpath switching units 213, 214, 223, 224, and thepath switching units 213, 214, 223, 224 send the data to thebackbone transmission lines 21, 22 intact. In this way, the same data is received from thebackbone transmission lines 21 and 22 of the two systems between adjacent vehicles.Path switching units 213 , 214 , 223 , and 224 transmit the data received from thebackbone transmission lines 21 , 22 of the two systems to theswitching hub 211 , 221 , one of which is preselected according to the reception state of the data. The switchinghubs 211 and 221 transmit the received data to thecontrol units 212 and 222 and adjacent vehicles. Thecontrol units 212 and 222 process the data as needed, and transmit the data to each machine through the branch line transmission path.

路径切换部213、214、223、224，采用下述方法选择接收数据的路径。在初始状态下，选择自系统，同时一直监视来自两系统的接收状态。然后，在正在从自系接收数据时，选择自系统。由于传输路径的障碍等，来自自系统的接收中断、而且正在从它系统接收时，选择它系统。在来自两系统的接收中断时，选择初始状态的自系统。这样，来自双重化的基干传输路径的某一方的接收即使中断，只要能从另一方接收，控制部就能够接收数据，另外还能通过基干传输路径将数据发送给其相邻的车辆。Thepath switching units 213, 214, 223, and 224 select a path for receiving data by the following method. In the initial state, select the self system, and monitor the receiving status from the two systems at the same time. Then, when receiving data from your own system, select your own system. When the reception from the own system is interrupted due to an obstacle in the transmission path, etc., and the other system is being received, the other system is selected. When reception from both systems is interrupted, the own system in the initial state is selected. In this way, even if reception from one of the dual backbone transmission paths is interrupted, the control unit can receive data as long as the other can receive data, and can also transmit data to its adjacent vehicle through the backbone transmission path.

此外，被双重化的控制部212、222的动作，可以是某一个动作而当出现异常时进行切换的待机双重系统、或两系统同时进行动作的并列双重系统中的某一种方式。这也可以根据作为系统整体的要求规格决定。采用并列双重系统时，因为两系统发送相同的数据，所以各自的控制部212、222不必向两系统发送，只向自系统发送即可。In addition, the operations of theduplexed control units 212 and 222 may be either a standby dual system in which one of them operates and switches when an abnormality occurs, or a parallel dual system in which both systems operate simultaneously. This can also be determined according to the required specification of the system as a whole. When a parallel dual system is used, since the two systems transmit the same data, therespective control units 212 and 222 do not need to transmit to the two systems, but only to the own system.

另外，各自的控制部212、222从两系统的交换集线器211、221接收数据，但既可以使用单个，也可以使用双方。如果只接收自系统的数据、始终丢弃其它系统等的数据，就可以将控制部的处理简化。如果从双方接收，按照接收状态切换后使用，就能够提高可靠性。In addition, eachcontrol unit 212, 222 receives data from the switchinghubs 211, 221 of the two systems, but either one or both may be used. The processing of the control unit can be simplified by only receiving data from one system and always discarding data from other systems. Reliability can be improved by receiving from both parties and using it after switching according to the receiving state.

如果将上述的控制部212、222的动作组合，并列进行双重系统的动作，只接收自系统，也只发送自系统，就不必将控制部212、222与它系统的交换集线器211、221连接，可以使结构简化。If the actions of the above-mentionedcontrol sections 212, 222 are combined, and the actions of the dual systems are performed in parallel, only receiving from the system and only sending from the system, it is not necessary to connect thecontrol sections 212, 222 to theswitching hubs 211, 221 of other systems. The structure can be simplified.

另外，在本实施方式中，作为传输中继机，使用了先接收数据之后再中继的交换集线器。但也可以使用只电性地中继信号的中继集线器。但是，使用中继集线器时，在以太网中连接的台数有限制，另外多个节点同时发送数据时还会产生冲突，使数据产生延迟，所以必须注意。特别如本实施方式这样，在列车的控制中使用时，由于不容许数据的延迟，所以需要采用避免冲突的结构。In addition, in this embodiment, a switching hub which receives data and then relays is used as a transmission relay unit. But it is also possible to use repeating hubs that only relay signals electrically. However, when using a repeater hub, there is a limit to the number of devices that can be connected to the Ethernet, and when multiple nodes send data at the same time, conflicts may occur, causing data delays, so care must be taken. In particular, as in the present embodiment, when used for train control, since data delay is not tolerated, it is necessary to adopt a configuration to avoid collisions.

图3表示本实施方式的铁道车辆用信息传输系统的结构图。在图3中，示出4辆车辆编组的情况。各车辆的传输终端站111～114、121～124，被双重化，1系统的传输终端站111～114，用1系统的基干传输路径21连接；2系统的传输终端站121～124，用2系统的基干传输路径22连接。在该图中，用1条实线表示收发的传输路径。各车辆的传输终端站，周期性地将数据发送给两系统的基干传输路径21、22。在这里，考虑到机器控制的应答性，将发送周期定为10ms。图中的虚线箭头，表示传输路径中出现障碍时，1号车1系统的传输终端站111发送的数据的传输路径。障碍部位，定为图中的“×”处。此外，在该图中省略了支线传输路径及车辆内的机器。FIG. 3 is a configuration diagram of an information transmission system for railway vehicles according to this embodiment. In FIG. 3 , the case where four vehicles are formed is shown. The transmission terminal stations 111-114, 121-124 of each vehicle are doubled, the transmission terminal stations 111-114 of one system are connected by thebackbone transmission path 21 of one system; the transmission terminal stations 121-124 of two systems are connected by two Thebackbone transmission path 22 of the system is connected. In this figure, a transmission path for transmission and reception is indicated by a single solid line. The transmission terminal station of each vehicle periodically transmits data to thebasic transmission lines 21 and 22 of the two systems. Here, considering the responsiveness of machine control, the sending cycle is set to 10ms. The dotted arrow in the figure indicates the transmission path of the data sent by the transmission terminal station 111 of the No. 1 vehicle 1 system when an obstacle occurs in the transmission path. The obstacle position is defined as the “×” in the figure. In addition, the branch line transmission path and the equipment in the vehicle are omitted in this figure.

在该例中，两系统的基干传输路径21、22出现障碍，用单纯的双重化网络，不能将1号车的数据传输给2号车2系的传输终端站、3、4号车的两系统的传输终端站。可是，在本实施方式中，各传输终端站111～114、121～124，具有从两系统接收数据，按照其接收状态，将某个数据传输给本传输终端站内的控制部及邻接车辆的功能。在图3中，2号车的2系的传输终端站122和3号车的1系统的传输终端站113，检知到从图的左侧用自系统的接收中断而用它系统的接收正在继续的情况。这时，3号车2系、4号车1、2系，也不能接收来自1号车的数据，但因为接收来自2号车或3号车的信息，所以没有检知到接收中断。检知到接收中断的传输终端站，将接收路径切换成他系，以后将从他系接收的数据向右侧的车辆中继。这样，数据按照图3中的虚线的箭头所示的路径传输，所有的传输终端站111～114、121～124都能接收数据。In this example, thebackbone transmission paths 21 and 22 of the two systems have obstacles, and the data of No. 1 car cannot be transmitted to the transmission terminal station of No. The transmission terminal station of the system. However, in this embodiment, each transmission terminal station 111 to 114, 121 to 124 has the function of receiving data from the two systems and transmitting certain data to the control unit in the transmission terminal station and adjacent vehicles according to the reception status. . In FIG. 3, thetransmission terminal station 122 of the 2nd system of the No. 2 car and thetransmission terminal station 113 of the 1st system of the No. 3 car detect that the reception of the own system is interrupted from the left side of the figure and the reception of the other system is in progress. continue the situation. At this time, the No. 3 car 2 series and the No. 4 car 1 and 2 series cannot receive data from the No. 1 car, but because they receive the information from the No. 2 car or the No. 3 car, the reception interruption is not detected. The transmission terminal station that detects the interruption of reception switches the receiving path to another line, and then relays the data received from the other line to the vehicle on the right. In this way, data is transmitted along the path indicated by the dotted arrows in FIG. 3 , and all transmission terminal stations 111-114, 121-124 can receive the data.

车辆数量不同时，以及故障部位更多时，也同样能够继续传输。而且不是断线，是在传输终端站111～114、121～124中出现故障时，也同样能够收发数据。例如：在图3中，即使1、2号车之间的2系基干传输路径22没有断线，1号车2系的传输终端站出现故障，2号车2系的传输终端站切换接收路径后，也同样能够继续传输。When the number of vehicles is different, and when there are more faulty parts, the transmission can also be continued. In addition, it is not a disconnection, but when a failure occurs in the transmission terminal stations 111 to 114, 121 to 124, data can be transmitted and received in the same manner. For example: in Fig. 3, even if the 2-seriesbackbone transmission path 22 between No. After that, the transmission can also continue.

这样，在本实施方式中，如果从各传输终端站被双重化的基干传输路径的一方接收数据，就能正常传输，即使在传输路径及传输终端站中出现多重故障时，也能够继续传输。出现故障之际的路径的切换，由各传输终端站单独进行，所以在传输终端站之间的故障信息不需要传输。因此，出现故障后，能够迅速用新的路径开始传输。In this way, in this embodiment, when data is received from one of the main transmission paths in which transmission terminal stations are duplicated, normal transmission is possible, and transmission can be continued even when multiple failures occur in the transmission path and transmission terminal stations. Since the switching of the path when a failure occurs is performed independently by each transmission terminal station, it is not necessary to transmit failure information between transmission terminal stations. Therefore, after a failure occurs, transmission can be quickly started using a new path.

图4表示本实施方式中的传输终端站内的路径切换部的结构。路径切换部213，具有3个端口(输出入部)，分别与交换集线器、他系的路径切换部、自系的基干传输路径连接。通信方式采用以太网，各端口由以太网用变压器310、以太网用物理层IC320构成。变压器310，将通信路径与电路电性绝缘。物理层IC320，进行根据传输路径上的电压信号抽出通信数据的接收处理和将通信数据变换成传输路径上的电压信号的发送处理。3个物理层IC320与逻辑部连接，逻辑部330监视各端口的接收状态，进行数据的路径的切换。FIG. 4 shows the configuration of the path switching unit in the transmission terminal station in this embodiment. Thepath switching unit 213 has three ports (input/output units), and is connected to a switching hub, a path switching unit of another system, and a backbone transmission line of its own system, respectively. The communication method adopts Ethernet, and each port is composed of atransformer 310 for Ethernet and aphysical layer IC 320 for Ethernet. Thetransformer 310 electrically isolates the communication path from the circuit. Thephysical layer IC 320 performs reception processing of extracting communication data from the voltage signal on the transmission path and transmission processing of converting the communication data into a voltage signal on the transmission path. The threephysical layer ICs 320 are connected to the logic unit, and thelogic unit 330 monitors the reception status of each port and switches the data path.

物理层IC320和逻辑部330的连接接口，在这里，采用作为以太网标准被规格化的MII接口。在MII接口中，来自传输路径的接收数据，用接收数据的本身——RXD和表示数据的存在的接收启动信号RXEN表示。另外，向传输路径的发送数据，用发送数据的本身——TXD和表示数据的存在的发送启动信号TXEN表示。接收数据RXD和发送数据TXD是4bit的并行数据。因此，逻辑部330的动作速度可以比传输路径中的数据的传输速度低。As the connection interface between thephysical layer IC 320 and thelogic unit 330 , the MII interface standardized as the Ethernet standard is used here. In the MII interface, received data from the transmission path is indicated by RXD itself, which is the received data, and a reception enable signal RXEN indicating the existence of the data. In addition, the transmission data to the transmission path is indicated by TXD which is the transmission data itself and a transmission enable signal TXEN indicating the existence of the data. The received data RXD and the transmitted data TXD are 4-bit parallel data. Therefore, the operation speed of thelogic unit 330 may be lower than the transmission speed of data in the transmission path.

逻辑部330由选择器331、计时器332、333、逻辑积运算部334构成，进行各端口之间的数据交换。来自交换集线器的接收数据，被原封不动地向自系基干传输路径发送。从自系基干传输路径接收的数据，分作两路，一路发送给选择器331，另一路发送给他系路径切换部。来自他系统的数据，也被输入选择器331。计时器332、333和逻辑积运算部334，判定通信状态，根据其结果，由选择器将2个输入中的某一个发送给交换集线器。Thelogic unit 330 is composed of aselector 331,timers 332, 333, and a logicalproduct operation unit 334, and performs data exchange between the ports. The received data from the switching hub is sent as it is to the self-connected backbone transmission line. The data received from the main transmission path of the own system is divided into two paths, one path is sent to theselector 331, and the other path is sent to the other path switching unit. Data from other systems are also input toselector 331 . Thetimers 332 and 333 and the logicalproduct operation unit 334 judge the communication state, and according to the result, one of the two inputs is sent to the switching hub by the selector.

一个计时器322监视来自自系基干传输路径的接收状态，另一个计时器323监视来自他系路径切换部的接收状态。在计时器332、333中，作为复位信号，输入各自的端口的接收启动信号RXEN。接收数据且接收启动信号RXEN成为有效后，计时器就被复位，但一定时间以上不接收数据时，就出现时间中断(time out)。由计时器332、333输出表示时间中断的发生状态、即该端口的接收状态的信号。计时器332、333的时间中断时间，设定得比数据的接收间隔长，以便能切实检出传输中断。在本实施例中，将来自各自车辆的数据的发送周期定为10ms，将计时器的时间中断时间定为30ms。这样，在传输中断时就能迅速检知。One timer 322 monitors the reception status from the own-system backbone transmission path, and the other timer 323 monitors the reception status from the other-system path switching unit. In thetimers 332 and 333, a reception enable signal RXEN of each port is input as a reset signal. After data is received and the reception start signal RXEN becomes valid, the timer is reset, but when no data is received for a certain period of time, a time out (time out) occurs. Thetimers 332 and 333 output signals indicating the state of occurrence of a timer interrupt, that is, the reception state of the port. The time interruption time of thetimers 332 and 333 is set to be longer than the data reception interval so that transmission interruption can be reliably detected. In the present embodiment, the data transmission period from each vehicle is set to 10 ms, and the time interruption time of the timer is set to 30 ms. In this way, when the transmission is interrupted, it can be detected quickly.

逻辑积运算部334，根据计时器332、333的输出信号，决定选择器输出的信号。图5表示本实施方式中的来自路径切换部的基干传输路径的接收状态与向交换集线器的输出的关系。接收来自自系的数据时，输出自系数据。来自自系的接收中断、从他系接收数据时，切换选择器331的输出，输出他系的数据。所有的路径都中断或在刚投入电源后等的初始状态中，作为能够输出自系的接收数据的状态。The logicalproduct calculation unit 334 determines the signal output from the selector based on the output signals of thetimers 332 and 333 . FIG. 5 shows the relationship between the reception state of the backbone transmission path from the path switching unit and the output to the switching hub in this embodiment. When data from the own system is received, the data of the own system is output. When reception from the own system is interrupted and data is received from another system, the output of theselector 331 is switched to output the data of the other system. In the initial state such as when all paths are interrupted or immediately after power-on, the received data of the own system can be output.

这样，正常时，将来自自系的接收数据向交换集线器输出，出现障碍时，即使来自自系的接收中断，也能通过路径切换，将来自他系的接收数据向交换集线器输出，所以作为整个系统，传输不会中断。另外，中断的接收，是暂时的毛病，在重新开始接收时，如图5所示，再次将来自自系的接收数据向交换集线器221、221输出。根据障碍的状态，还可以使来自自系的接收在通信状态与中断状态之间频繁反复地变化。这时，路径的切换频繁反复地进行，整个系统有时变得不稳定。为了防止这种情况，可以在重新接收来自自系的信号时，确认通信继续一定时间以上后，再将路径返回自系。In this way, normally, the received data from the own system is output to the switching hub, and when a failure occurs, even if the reception from the own system is interrupted, the received data from other systems can be output to the switching hub through path switching, so as the whole system, the transmission will not be interrupted. In addition, the interrupted reception is a temporary failure, and when the reception is resumed, as shown in FIG. 5, the received data from the own system is output to theswitching hub 221, 221 again. Depending on the state of the failure, the reception from the own system may be frequently and repeatedly changed between the communication state and the interruption state. In this case, the switching of paths is frequently repeated, and the entire system may become unstable. To prevent this, when the signal from the own system is received again, it is possible to return the route to the own system after confirming that the communication has continued for a certain period of time or longer.

在本实施方式中，用硬件或逻辑电路构成传输路径的切换。因此可以进行高速的动作，还可以适应传输速度的高速化。另外，在逻辑部中，由于不必识别数据的内容，所以处理简单，可以用低成本实现。In this embodiment, switching of transmission paths is configured by hardware or logic circuits. Therefore, high-speed operation is possible, and it is also possible to adapt to an increase in transmission speed. In addition, since it is not necessary to identify the contents of the data in the logic part, the processing is simple and can be realized at low cost.

图6表示在本实施方式的铁道用信息传输系统中，分离车辆后的结构图。各车辆的机器结构基本相同，分离后的状态网络的结构也相同。所以，分离后，也能进行可靠性很高的数据传输。FIG. 6 is a diagram showing a structure in which vehicles are separated in the information transmission system for railways according to this embodiment. The machine structure of each vehicle is basically the same, and the structure of the separated state network is also the same. Therefore, even after separation, highly reliable data transmission can be performed.

另外，在车辆被分离的部位，由于来自两系统的接收中断，所以路径切换部成为按照图5接收来自自系统的数据的设定。在这种状态下，将车辆再次合并后，合并部成为各自系统彼此连接的结构，从刚合并后起就能够继续正常的传输。In addition, since the reception from the two systems is interrupted at the location where the vehicle is separated, the route switching unit is set to receive data from the own system as shown in FIG. 5 . In this state, after the vehicles are merged again, the merging unit becomes a structure in which the respective systems are connected to each other, and normal transmission can be continued immediately after the merging.

这样，在本实施方式中，传输终端站向2个基干传输路径的双方发送数据，即使由于故障而来自自系统的数据中断时，也能通过传输路径的切换功能，使用他系统的数据继续传输。而且，即使出现多重故障时也能够不中断地继续通信。另外，如上所述，故障时的中断处理，不需要在传输终端站之间交换信息等，全部自律性地进行。In this way, in this embodiment, the transmission terminal station transmits data to both of the two basic transmission paths, and even if the data from the own system is interrupted due to a failure, the transmission can continue using the data of the other system through the switching function of the transmission path. . Furthermore, communication can be continued without interruption even when multiple failures occur. In addition, as described above, the interrupt processing at the time of failure does not need to exchange information or the like between transmission terminal stations, and all of them are performed autonomously.

此外，在本实施方式中，对网络采用作为通用技术而被广泛使用的以太网，但在其它方式中也能获得同样的效果。In addition, in this embodiment, Ethernet, which is widely used as a general-purpose technology, is used for the network, but similar effects can be obtained in other systems.

下面，参照图7～图11，讲述本发明的第2实施方式。在图7～图11中，对于和已经讲述的第1实施方式相同的部分，不再赘述。在本例中，也是讲述铁道车辆用的信息传输系统的情况。图7表示本实施方式的铁道车辆用的信息传输系统中的1节车辆的传输终端站的结构。和前文讲述的第1实施方式一样，利用支线传输路径将传输终端站与车辆内的机器连接，还利用基干传输路径21、22将传输终端站彼此连接。传输终端站的结构也大致相同。但在控制部215、225指定其他车辆的地址的这一点和路径切换部216、217、226、227采用监视来自指定的地址的数据的接收状态进行路径的切换的结构的这一点上，与第1实施方式不同。Next, a second embodiment of the present invention will be described with reference to FIGS. 7 to 11 . In FIGS. 7 to 11 , the same parts as those of the first embodiment already described will not be described again. In this example, too, the case of an information transmission system for railway vehicles will be described. FIG. 7 shows the configuration of a transmission terminal station of one vehicle in the information transmission system for railway vehicles according to this embodiment. As in the first embodiment described above, the transmission terminal stations are connected to devices in the vehicle by the branch transmission lines, and the transmission terminal stations are also connected to each other by themain transmission lines 21 and 22 . The structure of the transmission terminal station is also substantially the same. However, thecontrol units 215, 225 designate the addresses of other vehicles and theroute switching units 216, 217, 226, 227 adopt a structure in which the data received from the designated addresses is monitored to switch routes. 1 The implementation is different.

图8表示本实施方式的铁道车辆用信息传输系统的结构图。车辆的结构以及传输终端站的结构及连接，和第1实施方式一样。在本实施方式中，各传输终端站监视接收状态的车辆，为相邻车辆进而再相邻车辆，当来自某个车辆的数据的接收，在自系统中断而用它系统继续时，切换路径。FIG. 8 is a configuration diagram of an information transmission system for railway vehicles according to this embodiment. The structure of the vehicle and the structure and connection of the transmission terminal station are the same as those of the first embodiment. In this embodiment, each transmission terminal station monitors the vehicles in the receiving state for adjacent vehicles and further adjacent vehicles, and switches paths when the reception of data from a certain vehicle is interrupted by its own system and continued by another system.

在这里，在图8中，用虚线表示数据被传输的状态，讲述在用×表示的2处发生障碍时，1号车1系的传输终端站111发送的数据的传输路径。在2号车2系的传输终端站222中，由于来自1号车的接收自系他系均中断，所以不能将1号车的数据传输给3号车。在3号车2系的传输终端站123中，监视来自1号车和2号车的接收，检知到来自1号车的接收自系中断、他系继续的情况，切换接收路径。这样，将1号车的数据传输给4号车。Here, in FIG. 8 , the state of data transmission is indicated by a dotted line, and the transmission path of data transmitted from the transmission terminal station 111 of the 1st car 1 series when a failure occurs at two places indicated by an X will be described. In the transmission terminal station 222 of the 2nd car of the No. 2 car, the data from the No. 1 car cannot be transmitted to the No. 3 car because the reception from the No. 1 car is interrupted. In thetransmission terminal station 123 of the No. 3 car and the No. 2 car, the reception from the No. 1 car and the No. 2 car is monitored, and the reception from the No. 1 car is detected to be interrupted by the own system and continued by the other system, and the receiving path is switched. In this way, the data of No. 1 car is transmitted to No. 4 car.

出现这种障碍时，3号车2系的传输终端站能够正常接收来自2号车的数据。因此，在前文所述的第1实施方式中，3号车2系的传输终端站123判断接收继续，所以不进行路径的切换。这样，通过2系基干传输路径22的数据传输就不能继续进行。与此不同，在本实施方式中，可以对各信源的接收状态都进行监视，通过路径切换，可以使传输继续。就是说，本实施方式可以适应在同一车辆内的1、2系之间的障碍等较多的情况。When this obstacle occurs, the transmission terminal station of the 2nd series of car No. 3 can normally receive the data from car No. 2. Therefore, in the first embodiment described above, thetransmission terminal station 123 of the 2nd series of the No. 3 car judges that the reception is continued, and therefore does not switch the route. Thus, the data transmission through the 2-seriesbackbone transmission path 22 cannot be continued. On the other hand, in this embodiment, the reception status of each source can be monitored, and the transmission can be continued through path switching. In other words, the present embodiment can be adapted to situations where there are many obstacles between the 1st and 2nd series in the same vehicle.

在图8中，假设2号车的1系与2系之间没有障碍，2号车和3号车的2系的传输终端站122、123都切换路径。在这种状态下，来自2号车2系的传输终端站122的数据，在3号车2系的传输终端站123中被丢弃，所以不会出现数据的重复等，没有什么问题。可是，在这种状态下，本来3号车2系的传输终端站123最好不切换路径。因此，离得越远的车辆，直到检知通信中断为止的时间中断的时间就设得越大。具体地说，将来自相邻车辆的时间中断时间定为30ms，将来自相离2辆车辆的时间中断时间定为50ms。这样，在上例中，2号车2系的传输终端站122就先切换路径。于是，在3号车2系的传输终端站中，由于来自1号车的数据的自系的接收重新开始，所以不进行路径切换。In FIG. 8 , assuming that there is no obstacle between the 1st series and the 2nd series of the No. 2 car, thetransmission terminal stations 122 and 123 of the 2nd series of the No. 2 car and the No. 3 car both switch paths. In this state, the data from thetransmission terminal station 122 of the 2nd car No. 2 is discarded at thetransmission terminal station 123 of the 3rd car 2nd series, so there is no problem such as duplication of data. However, in this state, originally thetransmission terminal station 123 of the 2nd series of the No. 3 car preferably does not switch routes. Therefore, the farther the vehicle is, the longer the period of time until the communication interruption is detected is set to be larger. Specifically, the time interruption time from an adjacent vehicle is set to 30 ms, and the time interruption time from two vehicles away from each other is set to 50 ms. Like this, in the last example, thetransmission terminal station 122 of No. 2 car 2 series just switches the path first. Then, in the transmission terminal station of the 2nd series of the No. 3 car, since the reception of the data from the No. 1 car is resumed by the own system, the route switching is not performed.

在本实施方式中，将监视接收状态的车辆的数量定为2辆，但这个数字取多少也行。监视车辆的数量越多，系统的富余性就越高。但为了监视而进行的处理就越复杂。因此，应该考虑两者的利弊后决定车辆的数量。In the present embodiment, the number of vehicles monitoring the receiving state is set to two, but this number may be any number. The higher the number of monitored vehicles, the higher the redundancy of the system. But processing for surveillance is more complex. Therefore, the number of vehicles should be determined after considering the pros and cons of both.

图9表示本实施方式中的传输终端站内的路径切换部的结构。基本结构与第1实施方式相同，但在用判定部340进行接收状态的监视的这一点和将判定部340的输入作为来自物理层IC的接收数据RXD和来自接收启动信号RXEN及控制部的地址的这一点上不同。FIG. 9 shows the configuration of the path switching unit in the transmission terminal station in this embodiment. The basic structure is the same as that of the first embodiment, but thedetermination unit 340 is used to monitor the receiving state and the input of thedetermination unit 340 is the reception data RXD from the physical layer IC, the reception enable signal RXEN and the address of the control unit. different on this point.

图10表示本实施方式中的路径切换部的判定部的结构。将监视来自特定的车辆的接收状态的每个车辆的判定部350，与监视的车辆的数量相同地设置2个。在每个车辆的判定部350中，首先地址比较部354、355判定每个接收端口接收的数据的信源是否与控制部设定的地址一致。图11表示以太网中传输数据的结构。在这里，作为信源识别地址，使用IP地址。IP地址是从传输数据的前头第29字节数起的4字节。在地址比较部中，接收数据后，将从第29字节数起的4字节与控制部设定的地址进行比较。信源的地址一致时，将计时器351、352复位。一定时间以上未接收到来自设定的地址的数据时，产生时间中断。这样，就检知到来自该地址的车辆的接收在该端口中断的情况。逻辑积353判断是不是自系侧接收中断而他系侧接收继续的状态。来自各车辆的判定部350的输出，被输入逻辑和341。逻辑和341在某个车辆中自系侧接收中断而他系侧接收继续时，向选择器输出切换路径的信号。FIG. 10 shows the configuration of the determination unit of the path switching unit in this embodiment. Two judgingunits 350 for each vehicle that monitor the reception state from a specific vehicle are provided, which is equal to the number of monitored vehicles. In thedetermination unit 350 of each vehicle, first, theaddress comparison units 354 and 355 determine whether the source of the data received by each receiving port matches the address set by the control unit. Fig. 11 shows the structure of transmission data in Ethernet. Here, an IP address is used as the source identification address. The IP address is 4 bytes counting from the 29th byte at the head of the transmission data. After receiving data, the address comparing section compares the 4 bytes counted from the 29th byte with the address set in the control section. When the addresses of the sources match, thetimers 351 and 352 are reset. When no data is received from the set address for a certain period of time, a timer interrupt is generated. In this way, it is detected that the reception of the vehicle from this address is interrupted at this port. Thelogical product 353 judges whether or not the reception of the own system is interrupted and the reception of the other system is continued. The output from thedetermination unit 350 of each vehicle is input to alogical sum 341 . Thelogical sum 341 outputs a signal to switch the route to the selector when the reception of the own system is interrupted and the reception of the other system is continued in a certain vehicle.

在各车辆的判定部350中，时间中断的设定时间，离得越近的车辆，设定得越大，以免出现不必要的路径切换。在这里，将来自相邻车辆的时间中断的时间定为30ms，将来自相离2辆车辆的时间中断的时间定为50ms。In thejudging unit 350 of each vehicle, the setting time of the time interruption is set to be larger as the vehicle is closer to avoid unnecessary route switching. Here, the time of a time interruption from an adjacent vehicle is set to 30 ms, and the time of a time interruption from two vehicles away from each other is set to 50 ms.

在本实施方式中，根据接收数据的内容判定传输路径的切换，逻辑部的处理比第1实施方式复杂。可是，用硬件进行处理，处理速度不会降低。这样，也能适应传输速度的高速化。另外，近处的车辆的地址，采用从控制部设定成逻辑部的结构，在地址变更时也能适应。可是，在各车辆的地址不变化等时，也可以不由控制部设定，在逻辑部的内部预先设定。这时，可以实现处理的简略化。In this embodiment, the switching of the transmission path is determined based on the content of the received data, and the processing of the logic unit is more complicated than that of the first embodiment. However, processing with hardware does not reduce the processing speed. In this way, it is also possible to cope with an increase in transmission speed. In addition, the address of the nearby vehicle is set from the control unit to the logic unit, so it can be adapted when the address is changed. However, when the address of each vehicle does not change, etc., it may not be set by the control unit, but may be preset inside the logic unit. In this case, simplification of processing can be realized.

下面，参照图12～图14，讲述本发明的第3实施方式。在图12～图14中，对于和已经讲述的第1、第2实施方式相同的部分，不再赘述。在本例中，也是讲述铁道车辆用的信息传输系统的情况。Next, a third embodiment of the present invention will be described with reference to FIGS. 12 to 14 . In FIGS. 12 to 14 , the same parts as those of the first and second embodiments already described will not be described again. In this example, too, the case of an information transmission system for railway vehicles will be described.

图12表示本实施方式的铁道车辆用的信息传输系统中的1节车辆的传输终端站的结构。和前文讲述的第1实施方式一样，利用支线传输路径将传输终端站与车辆内的机器连接，还利用基干传输路径21、22将传输终端站彼此连接。在本实施方式中，传输终端站用单重系构成，将基干传输路径用双重系统构成。FIG. 12 shows the configuration of a transmission terminal station of one vehicle in the information transmission system for railway vehicles according to this embodiment. As in the first embodiment described above, the transmission terminal stations are connected to devices in the vehicle by the branch transmission lines, and the transmission terminal stations are also connected to each other by themain transmission lines 21 and 22 . In this embodiment, the transmission terminal station is configured with a single system, and the backbone transmission path is configured with a dual system.

本实施方式中的数据传输方法如下。控制部212，从车辆内的各机器收集信息，按照需要加工，发送给交换集线器211。交换集线器211将该数据发送给路径切换部218、219。路径切换部再将该数据发送给1系和2系的基干传输路径21、22的双方。The data transmission method in this embodiment is as follows. Thecontrol unit 212 collects information from each device in the vehicle, processes it as necessary, and sends it to theswitching hub 211 .Switching hub 211 sends the data topath switching units 218 and 219 . The path switching unit then transmits the data to both theprimary transmission paths 21 and 22 of the 1st and 2nd series.

这样，邻接的车辆从两系统的基干传输路径21、22接收相同的数据，路径切换部213、214按照数据的接收状态，将从两系统的基干传输路径21、22接收的数据中预先选择的一方发送给交换集线器211。交换集线器211将接收的数据发送给控制部212及邻接的车辆。控制部212按照需要加工该数据后，通过支线传输路径，发送给各机器。In this way, adjacent vehicles receive the same data from thebackbone transmission paths 21, 22 of the two systems, and thepath switching units 213, 214 switch the preselected data from thebackbone transmission paths 21, 22 of the two systems according to the receiving state of the data. One side sends to theswitching hub 211.Switching hub 211 transmits the received data to controlunit 212 and adjacent vehicles. After thecontrol unit 212 processes the data as required, it sends the data to each machine through the branch transmission path.

路径切换部218、219，采用下述方法选择接收数据的路径。在初始状态下，选择1系的数据，同时一直监视来自两系统的接收状态。然后，在正在从1系接收数据时，选择1系。由于传输路径的障碍等使来自1系的接收中断而且正在从2系接收时，选择2系。在来自两系统的接收中断时，选择初始状态的1系。Thepath switching units 218 and 219 select a path for receiving data by the following method. In the initial state, the data of the first system is selected, and the receiving status from the two systems is constantly monitored. Then, when data is being received from the 1-series, select the 1-series. When the reception from the 1-series is interrupted due to an obstacle in the transmission path or the like and the 2-series is being received, the 2-series is selected. When reception from both systems is interrupted, the 1st system in the initial state is selected.

这样，即使来自双重化的基干传输路径的某一个的接收中断，只要能从另一个接收，控制部就能够接收数据，另外还能通过基干传输路径将数据发送给其相邻的车辆。In this way, even if reception from one of the dualized backbone transmission paths is interrupted, the control unit can receive data as long as it can receive data from the other, and can also transmit data to its adjacent vehicle through the backbone transmission path.

图13表示本实施方式的铁道用信息传输系统的结构图。在各车辆中，传输终端站111、112、113、144各设置1台，被双重化的基干传输路径21、22连接。图13的虚线箭头，表示传输路径中出现障碍时，1号车1系统的传输终端站111发送的数据的传输路径。障碍部位，定为图中的“×”处。FIG. 13 is a configuration diagram of an information transmission system for railways according to this embodiment. In each vehicle, onetransmission terminal station 111 , 112 , 113 , and 144 is provided each, and is connected by duplexedbackbone transmission lines 21 , 22 . The dotted arrows in FIG. 13 indicate the transmission path of data transmitted from the transmission terminal station 111 of the No. 1 vehicle 1 system when an obstacle occurs in the transmission path. The obstacle position is defined as the “×” in the figure.

1号车向两基干传输路径21、22发送数据。2、4号车由于从1系接收数据，所以将该数据向后续车传输。在3号车中，虽然1系的接收中断，但由于从2系接收，所以将来自2系的数据向后续车传输。这样，在本实施方式中，即使传输路径出现障碍，只要被双重化的传输路径21、22中有一个正常，就可以继续传输。Car No. 1 sends data to the twobackbone transmission paths 21 and 22 . Since cars 2 and 4 receive data from series 1, they transmit the data to subsequent cars. In the No. 3 car, although the reception of the 1 series is interrupted, the data from the 2 series is transmitted to the subsequent car because it is received from the 2 series. In this way, in this embodiment, even if there is a failure in the transmission path, as long as one of theduplexed transmission paths 21 and 22 is normal, the transmission can be continued.

图14表示本实施方式中的传输终端站内的路径切换部的结构。基本结构与第1实施方式的路径切换部相同，但端口中的一个不是与他系的路径切换部连接，而是与2系基干传输路径22连接。另外，还在将来自交换集线器的接收数据，不是与一个系统而是与两个系统的基干传输路径连接的这一点上不同。这样，就可以向来自交换集线器的数据的两个基干传输路径21、22输出。关于来自基干传输路径21、22的接收数据，和第1实施方式一样，按照接收状态将一方向交换集线器输出。FIG. 14 shows the configuration of the path switching unit in the transmission terminal station in this embodiment. The basic configuration is the same as that of the path switching unit in the first embodiment, but one of the ports is not connected to the path switching unit of another line, but is connected to the 2-seriesbackbone transmission line 22 . In addition, there is a difference in that the received data from the switching hub is connected to the backbone transmission lines of not one system but two systems. In this way, data from the switching hub can be output to the twobackbone transmission paths 21 and 22 . Regarding the received data from thebackbone transmission lines 21 and 22, as in the first embodiment, one direction is output to the switching hub according to the received state.

在本实施方式中，由于将各车辆的传输终端站作为单重系，所以比第1实施方式的装置结构简单。虽然对于没有被多重化的部分的传输终端站的故障的可靠性差，但由于传输路径是双重化，所以对传输路径的障碍而言，可以获得和第1实施方式相同的高可靠性。In this embodiment, since the transmission terminal station of each vehicle is a simple system, the device structure is simpler than that of the first embodiment. Although the reliability against the failure of the transmission terminal station in the part that is not multiplexed is poor, since the transmission path is duplexed, the same high reliability as in the first embodiment can be obtained against the failure of the transmission path.

此外，在以上讲述的各实施方式中，讲述了在铁道车辆用信息传输系统中应用的例子。但在用同样的连接结构进行数据传输的其它系统用的信息传输中，也能应用本发明。In addition, in each embodiment described above, the example of application to the information transmission system for railway vehicles was described. However, the present invention can also be applied to information transmission for other systems that perform data transmission using the same connection structure.

Claims (15)

1, a kind of information transmission system is made of a plurality of transmission terminals station that can transmit information by transmission path mutually, it is characterized in that:

Between described a plurality of transmission terminals station, connect with a plurality of transmission paths;

Described transmission terminal station has the data that the transmission terminal station from other is received, and sends to the transmission trunking functional unit at other transmission terminal station again;

Described transmission trunking unit has by many transmission paths and receives same information, selects some paths to carry out the path selection unit of relaying.

2, the information transmission system as claimed in claim 1 is characterized in that: described path selection unit, according to each accepting state of described a plurality of transmission paths, select the path.

3, the information transmission system as claimed in claim 1 is characterized in that: described path selection unit, according to from each the accepting state of specific information source, select the path by described a plurality of transmission paths.

4, the information transmission system as claimed in claim 3 is characterized in that: described path selection unit, according to the reception that has or not within a certain period of time from described specific information source, select the path;

Described specific information source has a plurality of, and the described certain hour difference of each information source.

5, the information transmission system as claimed in claim 1 is characterized in that: described transmission terminal when sending the information at this transmission terminal station, sends to a plurality of transmission paths.

6, a kind of rail truck information transmission system has: connect the transmission path between the vehicle in the railway train and is connected also and can transmits the transmission of Information terminal station mutually between vehicle with described transmission path in each vehicle, it is characterized in that:

Transmission path between the described vehicle has independently two transmission paths;

The described transmission terminal station of each vehicle has path selection unit, and described path selection unit receives via the information in abutting connection with vehicle from two transmission paths, selects some transmission paths, to other in abutting connection with the vehicle relaying.

7, the rail truck information transmission system as claimed in claim 6 is characterized in that: in each vehicle, 2 described transmission terminal stations are set, the transmission path between a described vehicle sends information respectively separately.

8, the rail truck information transmission system as claimed in claim 6 is characterized in that: described path selection unit, according to each accepting state of the transmission path between the described vehicle, select the path.

9, the rail truck information transmission system as claimed in claim 6 is characterized in that: described path selection unit, according to from each the accepting state of specific vehicle, select the path by the transmission path between the described vehicle.

10, the rail truck information transmission system as claimed in claim 9 is characterized in that: described path selection unit, according to the reception that has or not within a certain period of time from described specific vehicle, select the path;

Described specific vehicle has a plurality of, and the described certain hour difference of each vehicle.

11, the rail truck information transmission system as claimed in claim 6 is characterized in that: described transmission terminal, when sending the information at this transmission terminal station, a plurality of transmission paths between described vehicle send.

12, a kind of Vehicular information transmission terminal device carries out message transmission by the transmission path that connects between the vehicle, it is characterized in that:

Have the data that will be by described transmission path receive from other transmission terminal device, again the transmission trunking functional unit that sends to other transmission terminal device;

Described transmission trunking unit has by a plurality of transmission paths and receives same information, selects some paths to carry out the path selection unit of relaying.

13, Vehicular information transmission terminal device as claimed in claim 12 is characterized in that: described path selection unit, according to each accepting state of described a plurality of transmission paths, select the path.

14, Vehicular information transmission terminal device as claimed in claim 12 is characterized in that: described path selection unit, according to from each the accepting state of specific information source, select the path by described a plurality of transmission paths.

15, Vehicular information transmission terminal device as claimed in claim 14 is characterized in that: described path selection unit, according to the reception that has or not within a certain period of time from described specific information source, select the path;

Described specific information source has a plurality of, and the described certain hour difference of each information source.

Images