JP2006197114A - Information transmission system, railway vehicle information transmission system, and vehicle information transmission terminal device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a high-speed and high-reliability network capable of continuing transmission promptly even when multiple failures occur and having a short transmission processing time and adaptable to a high-speed transmission path.
In a system comprising a plurality of transmission terminal stations capable of transmitting information to each other through a transmission line, the plurality of transmission terminal stations are connected by a plurality of transmission lines, and the transmission terminal station is connected to another transmission terminal station. Transmission relay function means for transmitting received data to another transmission terminal station is further provided. The transmission relay means receives the same information through a plurality of transmission paths 21 and 22, and selects one of the paths. It is configured to have a route selection means for relaying.
[Selection] Figure 1

Description

  The present invention relates to an information transmission system suitable for information transmission in a railway vehicle, and an information transmission terminal device for a vehicle used in the information transmission system, and more particularly to transmission even in the case of multiple failures on a transmission line. It relates to technology that can be continued.

  With the development of network technology in recent years, information transmission over networks has been put into practical use in various fields. Some of these include fields such as railway vehicles that have a very large impact at the time of failure and require high levels of reliability and safety. Therefore, there is a need for a highly reliable information transmission system that does not interrupt transmission even when multiple failures occur.

  As a transmission technique that can continue transmission even for multiple failures, there is a routing technique in the general-purpose network technology Ethernet. Further, there is a technique described in Patent Document 1 as a network technique for a railway vehicle.

In the routing technique, routers that select transmission routes exchange information with each other and select an appropriate route as needed according to the communication partner. Therefore, if a redundant transmission path is prepared, a communication path can be selected and transmission can be continued even if a failure occurs.
In the technique described in Patent Document 1, two transmission stations are provided in each vehicle, the transmission stations of each vehicle are connected in a loop as a first transmission path, and between the two terminal stations in the vehicle. It is connected as a second transmission line. As a result, if a failure occurs in the first transmission line, transmission is continued by forming a detour along the second transmission line.
Japanese Patent Laid-Open No. 11-154891

  Since routing was developed as a general-purpose technology, it is an excellent technology that can operate even in a complex network configuration or in a large-scale network. Moreover, since it is widespread, a network can be configured at low cost. However, the router is usually implemented by software, and the transmission path is selected by identifying the contents of each received data. For this reason, there is a problem that the processing time from receiving one data to outputting it to the correct path is relatively long. This is particularly affected when the transmission speed is increased. Also, in order to select a new route when a failure occurs, it takes several tens of seconds to several minutes for the routers to exchange information. However, in equipment control networks such as railway in-vehicle information transmission systems, it is required that transmission delay is small and that a transmission path is changed instantaneously (for example, 100 ms or less) when a failure occurs. For this reason, it is difficult to apply the routing technique as it is to the above application.

  The technique described in Patent Document 1 is also a technique similar to routing in that a redundant path is prepared and a path is selected when a failure occurs. In this technique, because of the loop configuration, there are two information transmission paths, clockwise and counterclockwise. Therefore, even if a failure occurs at one location, transmission is possible via either route. When a failure occurs at a plurality of locations, information is transmitted via a detour for the first time. Considering a failure due to disconnection, it is necessary to operate detours on both sides of the disconnection point, and four detours operate in two disconnections (three detours in adjacent disconnections). The terminal stations connected to the detour to be operated need to share failure information, and information exchange is necessary between these terminal stations. Also, it operates in the case of multiple failures. When a failure occurs, it is necessary to confirm whether it is a single failure or multiple failures. For this reason, even with this technology, it takes time to recover from a failure.

  An object of the present invention is to provide a high-speed and highly-reliable network that can continue transmission promptly even if multiple failures occur, and that can cope with a high-speed transmission path with a short transmission processing time.

  The present invention is a system comprising a plurality of transmission terminal stations capable of transmitting information to each other through a transmission line, wherein a plurality of transmission terminal stations are connected by a plurality of transmission lines, and the transmission terminal station is connected to another transmission terminal station. A transmission relay function means for transmitting the received data to another transmission terminal station. The transmission relay means receives the same information through a plurality of transmission paths, and selects and relays one of the paths. It has a selection means.

  ADVANTAGE OF THE INVENTION According to this invention, the reliable network which can continue transmission with respect to the failure of several places of a transmission line or a transmission terminal station can be constructed | assembled.

  Hereinafter, a first embodiment of the present invention will be described with reference to FIGS. In this example, an information transmission system for railway vehicles is used. FIG. 2 shows a connection configuration of devices in one vehicle in this example. The transmission terminal stations 112 and 122 installed in the vehicle are connected to each other via trunk transmission lines 21 and 22 so that information can be exchanged. Two transmission terminal stations 112 and 122 and two basic transmission lines 21 and 22 are provided, and are duplexed to ensure redundancy against equipment failure. A plurality of devices 41 to 46 are arranged in the vehicle, and these are connected to the transmission terminal stations 112 and 122 through branch line networks 31 and 32. In the present embodiment, the devices 41 to 46 in the vehicle are connected by the two branch networks 31 and 32 in consideration of the installation location of the devices. One is connected to devices such as an inverter 41 and a brake 42 disposed under the floor, and the other is connected to devices such as a display 43, a broadcasting device 44, a door 45, and an air conditioner 46 disposed on the floor. In each branch line transmission path 31, 32, duplex transmission terminal stations 112, 122 are arranged at both ends of the branch line networks 31, 32, and each device is installed in the middle. This is to enable communication with either one of the transmission terminal stations 112 and 122 even when a failure such as disconnection occurs in the branch transmission lines 31 and 32. With the above configuration, devices in the vehicle can transmit command values, status information, and the like to each other via the branch networks 31 and 32 and the backbone networks 112 and 122.

  Note that the configuration of the present embodiment does not depend on the configuration of a specific device or branch network in the vehicle. Accordingly, the present invention can be similarly applied even when a device not shown in FIG. 2 is connected, the device shown in FIG. 2 is not connected, or the transmission terminal station and the device are connected in a different configuration. .

  FIG. 1 shows the configuration of a transmission terminal station in the present embodiment. FIG. 1 shows the configuration for one vehicle, which is duplexed with two transmission terminal stations 121 and 122. The 1-system transmission terminal station 121 is a 1-system backbone transmission path 21 and the 2-system transmission terminal station 122 is a 2-system backbone transmission path, and is connected to adjacent vehicles. The interiors of the transmission terminal stations 112 and 122 include path switching units 213, 224, 223, and 224, switching hubs 211 and 221 and control units 212 and 222. The communication between the transmission terminal stations and between each part in the transmission terminal station is a full-duplex communication capable of simultaneously processing transmission and reception using Ethernet, which is a general-purpose communication method. In FIG. 1, transmission and reception are represented by separate lines, and arrows indicate the information transmission direction. In FIG. 2, the transmission line for transmitting and receiving is simplified and shown by one line. Although omitted in FIG. 1, the control units 212 and 222 are connected to each device in the vehicle through a branch line transmission path.

  The control units 212 and 222 collect information from each device in the vehicle and transmit it to the other vehicle, and transmit information from the other vehicle to each device. The switching hubs 211 and 221 are normally used in Ethernet (registered trademark) as a transmission repeater, and have a function of transmitting data received from a certain port (input / output unit) to a plurality of other ports. ing. The path switching units 213, 214, 223, and 224 are installed between the switching hubs 211 and 221 and the core transmission paths 21 and 22, and the switching hub receives data from any of the 1 or 2 system paths (core transmission paths). Switch between. Each of the path switching units 213, 214, 223, and 224 receives data from its own trunk transmission line, and exchanges the received data between the 1 and 2 system path switching units. Then, either one is transmitted to the switching hubs 211 and 221. The transmission data from the switching hubs 211 and 221 to the main transmission lines 21 and 22 transmits the data from the own switching hubs 211 and 221 to the main transmission lines 21 and 22 without switching the path.

  With this configuration, data transmission is performed between the vehicles as follows. First, the control units 212 and 222 collect data from the devices in the vehicle through the branch line transmission path. Next, the collected data is processed as necessary and transmitted to the switching hubs 211 and 221 of both systems. The switching hubs 211 and 221 transmit data to the left and right route switching units 213, 214, 223, and 224, and the route switching units 213, 214, 223, and 224 transmit the data to the trunk transmission lines 21 and 22 as they are. As a result, the adjacent vehicle receives the same data from the main transmission lines 21 and 22 of both systems. The path switching units 213, 214, 223, and 224 transmit one of the data received from the main transmission paths 21 and 22 of both systems in advance according to the data reception state to the switching hubs 211 and 221. . The switching hubs 211 and 221 transmit the received data to the control units 212 and 222 and adjacent vehicles. The control units 212 and 222 process this data as necessary and transmit the data to each device through the branch line transmission path.

The route switching units 213, 214, 223, and 224 select the received data route as follows. In the initial state, the local system is selected, and simultaneously the reception status from both systems is constantly monitored. If data is received from the own system, the own system is selected. If reception from the local system is interrupted due to a transmission path failure or the like and reception is from another system, the other system is selected. If reception from both systems is interrupted, the initial system is selected. As a result, even if reception from one of the duplexed trunk transmission lines is interrupted, the control unit can receive data as long as it is received from the other, and also transmits data to the adjacent vehicle via the trunk transmission path. It becomes possible.
Note that the operation of the duplexed 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 may be determined from the required specifications of the entire system. In the case of a parallel duplex system, both systems transmit the same data, so it is not necessary for the respective control units 212 and 222 to transmit to both systems, and it is only necessary to transmit only to the own system.

The control units 212 and 222 receive data from the switching hubs 211 and 221 of both systems, but either one or both may be used. If only the data of the own system is received and the data of the other system is always discarded, the processing of the control unit can be simplified. Reliability can be improved by receiving from both and switching and using in accordance with the reception state.
As a combination of the operations of the control units 212 and 222 described above, if the operation of the duplex system is parallel, the transmission is only the own system, and the reception is only the own system, the control units 212 and 222 are switched to the switching hubs 211, It is not necessary to connect with 222, and the configuration can be simplified.

  In this embodiment, a switching hub that relays data after being received once is used as a transmission relay. However, a repeater hub that only relays signals electrically may be used. However, if a repeater hub is used, there is a limit to the number of connections in Ethernet, and if multiple nodes transmit data at the same time, a collision occurs and data is delayed, so care must be taken. In particular, as in this embodiment, when used for train control, a data delay is not allowed, so a mechanism for avoiding a collision is required.

  FIG. 3 shows a configuration diagram of the railway information transmission system of the present embodiment. FIG. 3 shows a case where the vehicle has a four-car train. The transmission terminal stations 111 to 114 and 121 to 124 of each vehicle are duplexed, the first transmission terminal stations 111 to 114 are the first transmission line 21, and the second transmission transmission stations 121 to 124 are the second transmission system. Are connected by the basic transmission line 22. In this figure, the transmission / reception transmission path is represented by a single solid line. The transmission terminal station of each vehicle periodically transmits data to the main transmission paths 21 and 22 of both systems. Here, the transmission cycle is set to 10 ms in consideration of responsiveness of device control. The dotted arrows in the figure indicate the transmission path of data transmitted by the transmission terminal station 111 of the first car 1 system when a failure occurs in the transmission path. The fault location is indicated by a cross in the figure. In this figure, the branch line transmission line and the equipment in the vehicle are omitted.

  In this example, a failure has occurred in the main transmission paths 21 and 21 of both systems. In a simple duplex network, 1 is in the transmission terminal station of the second system of the second car and the transmission terminal station of both systems of the third and fourth cars. Car data cannot be transmitted. However, in this embodiment, each of the transmission terminal stations 111 to 114 and 121 to 124 receives data from both systems, and depending on the reception state, either of the data is transmitted to the control unit and the adjacent vehicle in the own transmission terminal station. It has a function to transmit to. In the case of FIG. 3, the second transmission terminal station 122 of the second car and the first transmission terminal station 113 of the third car detect from the left side that reception is interrupted in the own system and continued in the other system. At this time, the No. 3 car No. 2 system, No. 4 car No. 1 and No. 2 system cannot receive data from the No. 1 car. However, since the data from the No. 2 car or the No. 3 car is received, the reception interruption is not detected. The transmission terminal station that has detected the reception interruption switches the reception path to another system, and thereafter relays data received from the other system to the vehicle on the right side. As a result, the data is transmitted along the path indicated by the dotted arrow in FIG. 3, and all the transmission terminal stations 111 to 114 and 121 to 124 can receive the data.

The transmission can be continued in the same manner when the number of vehicles is different or when the number of failure points increases. Even when the transmission terminal stations 111 to 114 and 121 to 124 are not broken, data can be transmitted and received in the same manner. For example, in FIG. 3, even if the transmission terminal station of Car 1 and System 2 fails instead of disconnection of System 2 transmission line 22 between Cars 1 and 2, the transmission terminal station of Car 2 and System 2 switches the reception path in the same way. Transmission can be continued.
In this way, in this embodiment, normal transmission is possible if each transmission terminal station receives data from one of the duplexed trunk transmission lines, and transmission is possible even when there are multiple failures in the transmission line or transmission terminal station. Can continue. Since each transmission terminal station independently switches the path when a failure occurs, it is not necessary to transmit failure information between the transmission terminal stations. For this reason, after a failure occurs, transmission on a new route can be started immediately.

  FIG. 4 shows the configuration of the path switching unit in the transmission terminal station in the present embodiment. The path switching unit 213 has three ports (input / output units), and is connected to a switching hub, another system path switching unit, and a local trunk transmission line. Ethernet is used as a communication method, and each port includes an Ethernet transformer 310 and an Ethernet physical layer IC 320. The transformer 310 electrically insulates the communication path and the circuit. The physical layer IC 320 performs a reception process for extracting communication data from a voltage signal on the transmission line and a transmission process for converting communication data into a voltage signal on the transmission line. The three physical layer ICs 320 are connected to the logic unit, and the logic unit 330 monitors the reception state of each port and switches the data path.

  Here, the connection interface between the physical layer IC 320 and the logic unit 330 is an MII interface standardized as an Ethernet standard. In the MII interface, received data from the transmission path is represented by RXD, which is the received data itself, and a receive enable signal RXEN indicating the presence of data. Transmission data to the transmission path is represented by TXD that is transmission data itself and a transmission enable signal TXEN that indicates the presence of data. The reception data RXD and transmission data TXD are 4-bit parallel data. Therefore, the operation speed of the logic unit 330 can be made lower than the data transmission speed in the transmission path.

  The logic unit 330 includes a selector 331, timers 332 and 333, and an AND operation unit 334, and exchanges data between the ports. The data received from the switching hub is transmitted as it is to the local trunk transmission line. The data received from the local trunk transmission line is branched into two, one being sent to the selector 331 and the other being sent to the other path switching unit. Data from other systems is also input to the selector 331. The timers 332 and 333 and the AND operation unit 334 determine the communication state, and one of the two inputs is transmitted from the selector to the switching hub according to the result.

  One timer 332 monitors the reception state from the own-system trunk transmission path, and the other timer 333 monitors the reception state from the other-system path switching unit. The reception enable signal RXEN of each port is input to the timers 332 and 333 as a reset signal. The timer is reset when data is received and the reception enable signal RXEN becomes valid, but a timeout occurs when data is not received for a certain period of time. The timers 332 and 333 output a signal indicating a timeout occurrence state, that is, a reception state of the port. The timeout times of the timers 332 and 333 are set longer than the data reception interval so that transmission interruption can be reliably detected. In this example, the transmission cycle of data from each vehicle is 10 ms, and the timeout time of the timer is 30 ms. As a result, when transmission is interrupted, rapid detection is possible.

The AND operation unit 334 determines a signal output from the selector from the output signals of the timers 332 and 334. FIG. 5 shows the relationship between the reception state of the path switching unit from the trunk transmission line and the output to the switching hub in this embodiment. When data from the own system is received, the own system data is output. When reception from the own system is interrupted and reception is from the other system, the output of the selector 331 is switched and data of the other system is output. In a case where any of the paths is interrupted and in an initial state such as immediately after the power is turned on, the reception data of the own system can be output.
As a result, the data received from the own system is output to the switching hub during normal operation. Even if a failure occurs and reception from the own system is interrupted, data from another system is output to the switching hub by path switching, so that transmission as a whole system is not interrupted. In addition, when the reception that has been interrupted is a temporary malfunction and the reception is resumed, data from the own system is output to the switching hubs 221 and 221 again according to FIG. Depending on the failure state, reception from the local system may frequently repeat the communication state and the interruption state. In this case, path switching frequently occurs, and the entire system may become unstable. In order to prevent this, when reception from the own system is resumed, it is only necessary to return the path to the own system after confirming that communication has continued for a certain period of time.

  In this embodiment, transmission path switching is configured by a logic circuit that is hardware. Therefore, high-speed operation is possible, and it is possible to cope with an increase in transmission speed. In addition, since the contents of the data are not identified in the logic unit, the processing is simple and can be realized at low cost.

FIG. 6 shows a configuration diagram when the vehicle is divided in the railway information transmission system according to the present embodiment. The equipment configuration of each vehicle is basically the same, and the network configuration is the same even in a divided state. Therefore, highly reliable data transmission is possible even after the division.
Further, since the reception from both systems is interrupted at the place where the vehicle is divided, the route switching unit is set to receive data from the own system according to FIG. When the vehicles are merged again in this state, the merged portion is connected to each other, and normal transmission can be continued immediately after merging.

As described above, in this embodiment, the transmission terminal station transmits data to both of the two basic transmission lines, and even if data from the own system is interrupted due to a failure, the transmission path switching function allows the data of other systems to be transmitted. Can be used to continue transmission. Therefore, even if multiple failures occur, communication can be continued without interruption. Further, as described above, relay processing at the time of failure does not require information exchange between transmission terminal stations, and is all performed autonomously.
In the present embodiment, Ethernet widely used as a general-purpose technology is applied to the network, but the same effect can be obtained with other communication methods.

  Next, a second embodiment of the present invention will be described with reference to FIGS. 7 to 11, the description of the same parts as those of the first embodiment already described is omitted. In this example as well, an information transmission system for railway vehicles is used. FIG. 7 shows the configuration of a transmission terminal station for one car in the railway information transmission system of the present embodiment. Similar to the first embodiment described above, equipment in the vehicle is connected to the transmission terminal station via a branch transmission line, and transmission terminal stations are connected to each other via trunk transmission lines 21 and 22. The configuration of the transmission terminal station is almost the same, but the control units 215 and 225 specify the addresses of other vehicles, and the route switching units 216, 217, 226, and 227 monitor the reception status of data from the specified addresses. Thus, the configuration for switching the route is different from that of the first embodiment.

  FIG. 8 shows a block diagram of a railway information transmission system according to the present embodiment. The configuration of the vehicle and the configuration and connection of the transmission terminal station are the same as those in the first embodiment. In this embodiment, the vehicles that each transmission terminal station monitors the reception state are adjacent to each other and further to the next, and the route when data reception from one of the vehicles is interrupted in the own system and continues in the other system Switch.

  Here, the state in which data is transmitted in FIG. 8 is indicated by a dotted line, and a transmission path of data transmitted by the transmission terminal station 111 of the first car 1 system when a failure occurs at two locations indicated by x marks Will be explained. In the second transmission terminal station 122 of the second car, since the reception from the first car is interrupted in both the own system and the other system, the data of the first car cannot be transmitted to the third car side. The transmission terminal station 123 of the third car No. 2 system monitors the reception from the first car and the second car, detects that the reception from the first car is interrupted in the own system and continues in the other system, and switches the reception route. As a result, the data of car 1 can be transmitted to car 4.

  In the case of such a failure, the transmission terminal station of the No. 3 car 2 system can normally receive the data from the No. 2 car. For this reason, in the first embodiment described above, the transmission terminal station 123 of the third car No. 2 system determines that the reception is continued, so that the switching of the route does not occur. Therefore, data transmission through the 2 system backbone transmission path 22 cannot be continued. On the other hand, in this embodiment, the reception state is monitored for each transmission source, and transmission can be continued by path switching. That is, this embodiment can deal with more failures such as failures between the 1st and 2nd systems in the same vehicle.

  In FIG. 8, when there is no obstacle between the first and second systems of the second car, the transmission terminal stations 122 and 123 of the second system of the second car and the third car both switch routes. Even in this state, since the data from the transmission terminal station 122 of the second car # 2 system is discarded at the transmission terminal station 123 of the third car # 2 system, data duplication does not occur and no particular problem occurs. However, in such a state, it is desirable that the transmission terminal station 123 of the No. 3 car 2 system originally does not switch the route. For this reason, the larger the vehicle is, the longer the time-out time until the communication interruption is detected. Specifically, the time-out time from the adjacent vehicle is 30 ms, and the time-out time from two vehicles away from each other is 50 ms. Thereby, in the above example, the transmission terminal station 122 of the second car No. 2 system switches the route first. Then, in the transmission terminal station of Car No. 3 and the 2 system, the route switching does not occur because the reception of the data from Car 1 in the local system resumes.

  In this embodiment, the number of vehicles whose reception state is monitored is two, but any number may be used. As the number of vehicles to be monitored increases, the redundancy of the system is improved, but the processing for monitoring becomes complicated. For this reason, what is necessary is just to determine the number of vehicles to monitor in consideration of both balance.

  FIG. 9 shows a configuration of a path switching unit in the transmission terminal station in the present embodiment. The basic configuration is the same as that of the first embodiment, except that the reception state is monitored by the determination unit 340, and the input of the determination unit 340 is received from the physical layer IC to the reception data RXD, the reception enable signal RXEN, and the control unit. The point that the address is from is different.

  FIG. 10 shows the configuration of the determination unit of the route switching unit in the present embodiment. Two determination units 350 for each vehicle that monitor a reception state from a specific vehicle are provided in the same number as the number of vehicles to be monitored. In the determination unit 350 for each vehicle, the address comparison units 354 and 355 first determine for each reception port whether the transmission source of the received data matches the address set by the control unit. FIG. 11 shows a configuration of transmission data in the Ethernet. Here, an IP address is used as an address for identifying the transmission source. The IP address is 4 bytes from the first 29 bytes of the transmission data. When receiving the data, the address comparison unit compares the 4 bytes from the 29th byte with the address set by the control unit. When the transmission source addresses match, the timers 351 and 352 are reset. A timeout occurs when data from the set address is not received for a certain period of time. Thus, it is detected that reception from the vehicle at the address is interrupted at the port. The logical product 353 determines whether reception is interrupted on the own system side and reception is continued on the other system. The output from the determination unit 350 for each vehicle is input to the logical sum 341. The logical sum 341 outputs a signal for switching the route to the selector when reception is interrupted on the own system side and reception is continued on the other system in any vehicle.

  In the determination unit 350 for each vehicle, the time-out setting time is set to be larger for a nearby vehicle so that unnecessary route switching does not occur. Here, the time-out time of the adjacent vehicle is 30 ms, and the time-out time of the two vehicles away from each other is 50 ms.

In the present embodiment, the switching of the transmission path is determined by looking at the contents of the received data, and the processing of the logic unit is more complicated than in the first embodiment. However, since processing is performed by hardware, the processing speed does not decrease. Therefore, the transmission speed can be increased.
In addition, the address of a nearby vehicle is set from the control unit to the logic unit so that it can cope with changes in the address. However, when the address of each vehicle does not change, it may be set in advance in the logic unit without setting from the control unit. In this case, the process can be simplified.

Next, a third embodiment of the present invention will be described with reference to FIGS. 12 to 11, the description of the same parts as those of the first and second embodiments already described is omitted. In this example as well, an information transmission system for railway vehicles is used.
FIG. 12 shows the configuration of one transmission terminal station in the present embodiment. As in the first embodiment described above, equipment in the vehicle is connected to the transmission terminal station via a branch transmission line, and transmission terminal stations are connected to each other via trunk transmission lines 21 and 22. In this embodiment, the transmission terminal station is configured as a single system, and the basic transmission path is configured as a dual system.

  The data transmission method in the present embodiment is as follows. The control unit 212 collects information from each device in the vehicle, processes it as necessary, and transmits it to the switching hub 211. The switching hub 211 transmits the data to the path switching units 218 and 219. The path switching unit transmits this data to both the 1-system and 2-system trunk transmission lines 21 and 21.

  As a result, the adjacent vehicle receives the same data from the main transmission lines 21 and 22 of both systems. The path switching units 213 and 214 transmit one of the data received from the main transmission paths 21 and 22 of both systems, which has been previously selected according to the data reception state, to the switching hub 211. The switching hub 211 transmits the received data to the control unit 212 and the adjacent vehicle. The control unit 212 processes this data as necessary and transmits it to each device through the branch line transmission path.

The route switching units 218 and 219 select the route of received data as follows. In the initial state, the data of system 1 is selected and the reception status from both systems is monitored at the same time. If data is received from system 1, system 1 is selected. If reception from the first system is interrupted due to a transmission path failure or the like and reception from the second system is being performed, the other system is selected. When reception from both systems is interrupted, one system in the initial state is selected.
As a result, even if reception from one of the duplexed trunk transmission lines is interrupted, the control unit can receive data as long as it is received from the other, and also transmits data to the adjacent vehicle via the trunk transmission path. It becomes possible.

  FIG. 13 shows a configuration of a railway information transmission system according to the present embodiment. Each vehicle is provided with one transmission terminal station 111, 112, 113, 114, and is connected by duplexed basic transmission lines 21, 22. The dotted arrows in FIG. 13 indicate the transmission path of data transmitted by the transmission terminal station 111 of the first car 1 system when a failure occurs in the transmission path. The fault location is indicated by a cross in the figure.

  The first car transmits data to both trunk transmission lines 21 and 22. Cars 2 and 4 receive data from system 1, so this data is transmitted to the following car. In the third car, the reception of the first system is interrupted, but since the second system is receiving, the data from the second system is transmitted to the following vehicle. As described above, in this embodiment, even if a failure occurs in the transmission path, data transmission can be continued if one of the duplexed transmission paths 21 and 22 is normal.

  FIG. 14 shows the configuration of the path switching unit of the transmission terminal station in the present embodiment. The basic configuration is the same as that of the path switching unit of the first embodiment, except that one of the ports is connected to the second-system trunk transmission line 22 instead of the other-system path switching unit. Another difference is that the data received from the switching hub side is connected not only to one system but also to the trunk transmission line side of both systems. As a result, both data from the switching hub can be output to the main transmission lines 21 and 22. As for the reception data from the main transmission lines 21 and 22, one is output to the switching hub according to the reception state, as in the first embodiment.

  In this embodiment, since the transmission terminal station of each vehicle is a single system, the apparatus configuration is simpler than that of the first embodiment. Although the reliability with respect to the failure of the transmission terminal station is inferior due to the fact that it is not multiplexed, the transmission path is a duplex system, and the transmission path failure is highly reliable as in the first embodiment. .

  In each of the embodiments described so far, the example applied to the railway vehicle information transmission system has been described. However, the present invention is also applied to information transmission for other systems in which data transmission is performed with a similar connection configuration. Is possible.

It is a block diagram of the transmission terminal station for one vehicle in the 1st Embodiment of this invention. It is a connection block diagram of the apparatus in 1 vehicle in the 1st Embodiment of this invention. BRIEF DESCRIPTION OF THE DRAWINGS It is a block diagram of the railway information transmission system which is the 1st Embodiment of this invention. It is a block diagram of the path | route switching part in the transmission terminal station in the 1st Embodiment of this invention. FIG. 5 is a relationship diagram between a reception state from a trunk transmission line of a path switching unit and an output to a switching hub in the first embodiment of the present invention. It is a block diagram at the time of the vehicle division | segmentation in the 1st Embodiment of this invention. It is a block diagram of the transmission terminal station for 1 both in the 2nd Embodiment of this invention. It is a block diagram of the information transmission system for railroads which is the 2nd Embodiment of this invention. It is a block diagram of the path | route switching part in the transmission terminal station in the 2nd Embodiment of this invention. It is a block diagram of the determination part of the path | route switching part in the 2nd Embodiment of this invention. It is a block diagram of transmission data. It is a block diagram of the transmission terminal station for 1 both in the 3rd Embodiment of this invention. It is a block diagram of the information transmission system for railways which is the 3rd Embodiment of this invention. It is a block diagram of the path | route switching part of the transmission terminal station in the 3rd Embodiment of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 11-14 ... Vehicle, 21, 22 ... Core network, 31, 32 ... Branch line transmission path, 41-46 ... In-vehicle apparatus, 111-114, 121-124 ... Transmission terminal station. 211, 221 ... switching hub, 212, 222 ... control unit, 213, 214, 223, 224 ... path switching unit, 310 ... transformer, 320 ... physical layer IC, 330 ... logic unit, 331 ... selector, 332, 333, 351 , 352 ... Timer, 334, 353 ... AND operation unit, 340 ... Determination unit, 341 ... Logical sum operation unit, 350 ... Determination unit for each vehicle, 354, 355 ... Address comparison unit

Claims (15)

In an information transmission system consisting of a plurality of transmission terminal stations capable of transmitting information to each other through a transmission line,
A plurality of transmission lines are connected between the plurality of transmission terminal stations,
The transmission terminal station includes transmission relay function means for transmitting data received from another transmission terminal station to another transmission terminal station,
The transmission relay means includes route selection means for receiving the same information through a plurality of transmission paths, and selecting and relaying one of the paths. The information transmission system according to claim 1,
The information transmission system, wherein the route selection means selects a route according to a reception state of each of the plurality of transmission channels. The information transmission system according to claim 1,
The information transmission system, wherein the route selection means selects a route according to a reception state from a specific transmission source through each of the plurality of transmission paths. The information transmission system according to claim 3,
The route selecting means selects a route according to the presence or absence of reception from the specific transmission source within a predetermined time;
An information transmission system, wherein there are a plurality of the specific transmission sources, and the predetermined time is different for each transmission source. The information transmission system according to claim 1,
An information transmission system for transmitting information to a plurality of transmission paths when the transmission terminal transmits information of its own transmission terminal station. In a railway vehicle information transmission system comprising a transmission line connecting vehicles in a railway train, and a transmission terminal station connected to the transmission path in each vehicle and capable of transmitting information between the vehicles,
The transmission path between the vehicles comprises two independent transmission paths,
The transmission terminal station of each vehicle has route selection means for receiving information passing through one adjacent vehicle from two transmission routes, selecting one of the routes and relaying it to the other adjacent vehicle, Information transmission system for railway vehicles. The information transmission system for a railway vehicle according to claim 6,
In each vehicle, two transmission terminal stations are installed, and each transmits information to a transmission path between the one vehicle. The information transmission system for a railway vehicle according to claim 6,
The information transmission system for a railway vehicle, wherein the route selection means selects a route according to a reception state of each transmission route between the vehicles. The information transmission system for a railway vehicle according to claim 6,
The railway vehicle information transmission system, wherein the route selection means selects a route according to a reception state from a specific vehicle through each of the transmission paths between the vehicles. The information transmission system for a railway vehicle according to claim 9,
The route selection means selects a route according to the presence or absence of reception from a specific vehicle within a fixed time,
The railway vehicle information transmission system, wherein there are a plurality of the specific vehicles, and the predetermined time is different for each vehicle. An information transmission system for a railway vehicle according to claim 6,
The railway vehicle information transmission system, wherein when the transmission terminal transmits information of its own transmission terminal station, the transmission terminal transmits the information to a plurality of transmission paths between the vehicles. In an information transmission terminal device for a vehicle that performs information transmission via a transmission path connecting between vehicles,
Transmission relay function means for transmitting data received from another transmission terminal device via the transmission path to another transmission terminal device,
The vehicle information transmission terminal device, wherein the transmission relay means includes route selection means for receiving the same information through a plurality of transmission paths, and selecting and relaying any one of the paths. The vehicle information transmission terminal device according to claim 12,
The vehicle information transmission terminal device, wherein the route selection means selects a route according to a reception state of each of the plurality of transmission routes. The vehicle information transmission terminal device according to claim 12,
The vehicle information transmission terminal device, wherein the route selection means selects a route according to a reception state from a specific transmission source through each of the plurality of transmission paths. The vehicle information transmission terminal device according to claim 14,
The route selecting means selects a route according to the presence or absence of reception from the specific transmission source within a predetermined time;
The vehicular information transmission terminal device, wherein there are a plurality of the specific transmission sources, and the predetermined time is different for each transmission source.

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