Patent Description:
As the key technology of modern trains, train network control technology can be used to ensure the effectiveness, safety and comfort of train control. It is indispensable for heavy freight trains, high-speed passenger trains, or urban rail transit vehicles.

Examples of a communication network for use in coupled rail vehicles are disclosed in <CIT> and <CIT>.

At present, the breakthrough of industrial real-time Ethernet technology has profoundly affected the development of the rail transit industry. The data signal communication network adopted by the train on-board network control system has gradually transitioned from the traditional bus communication network in the past to the current Ethernet communication network. Compared with the traditional bus communication network in the past, the real-time Ethernet communication network has various advantages including high bandwidth, strong real-time, and high redundancy.

As the most widely used communication network technology in the world, Ethernet has been well promoted and applied in many product technical fields such as civil and industrial products. With the widespread application of Ethernet technology, the product cost of the components required to establish a communication network is greatly reduced. The common standardized Ethernet communication protocol has also been widely and maturely used, and has been proved to be safe and reliable in actual use.

However, in order to improve the usability of the multi-group Ethernet ring-shaped communication network, the existing multi-group vehicle's Ethernet communication network often adopts a single fixed area location of the network equipment, and the ring-shaped network wire is directly connected across the carriages without separation or cross-connected across the carriages with separation. These two types of ring-shaped Ethernet communication networks inevitably have the disadvantages of high networking and wiring costs, or high costs for network protection design wiring.

Therefore, when the Ethernet communication network of multi-group vehicles is networked, how to maximize the availability of the communication network while taking into account the cost factor, which has become a technical problem in this field. There is an urgent need in the art for a train network control technology to solve the above-mentioned shortcomings in the prior art.

A brief overview of one or more aspects is provided below to provide a basic understanding of these aspects. The summary is not an extensive overview of all of the aspects that are contemplated, and is not intended to identify key or decisive elements in all aspects. The sole purpose of the summary is to present some concepts of one or more aspects in a simplified form as a prelude to the more detailed description that is presented later.

In order to overcome the above-mentioned shortcomings in the prior art, the present invention provides a communication network for rail vehicles, and a rail vehicle, which is used to reduce the networking cost of the Ethernet communication network of multi-group vehicles while to furthest improve the availability of communication networks.

In the above-mentioned communication network for rail vehicles provided by the present invention, according to claim <NUM>.

In the above-mentioned communication network for rail vehicles provided by the present invention, the first area of each carriage in every other carriage can be provided with the first network component, and the second area of each carriage in every other carriage can be provided with the first network component.

In the above-mentioned communication network for rail vehicles provided by the present invention, the first network components can be sequentially arranged in each carriage in such a way that the first area and the second area are alternated.

Furthermore, in the above-mentioned communication network for rail vehicles provided by the present invention, the first communication wire and the second communication wire may form the first communication loop through the first network components arranged in a first lead vehicle and a second lead vehicle.

The above-mentioned communication network for rail vehicles provided by the present invention, further includes :.

Furthermore, in the above-mentioned communication network for rail vehicles provided by the present invention, the first area of each carriage in every other carriage may be provided with the first network component, and the second area of each carriage in every other carriage may be provided with the first network component, and the third area of each carriage in every other carriage may be provided with the second network component, and the fourth area of each carriage in every other carriage may be provided with the second network component.

In the above-mentioned communication network for rail vehicles provided by the present invention, the first network components may be sequentially arranged in each carriage in such a way that the first area and the second area are alternate, and the second network components may be sequentially arranged in each carriage in such a way that the third area and the fourth area are alternate.

In the above-mentioned communication network for rail vehicles provided by the present invention, the first area and the third area may be arranged in an upper area of each carriage and are isolated from each other, and the second area and the fourth area may be arranged in a lower area of each carriage and are isolated from each other, the first network component and the second network component in the same carriage may be arranged in the upper area and the lower area of the carriage respectively.

Furthermore, in the above-mentioned communication network for rail vehicles provided by the present invention, the first communication wire and the second communication wire may form the first communication loop through the first network components arranged in a first lead vehicle and a second lead vehicle, the third communication wire and the fourth communication wire may form the second communication loop through the second network components arranged in the first lead vehicle and the second lead vehicle.

Furthermore, in the above-mentioned communication network for rail vehicles provided by the present invention, the area where the first network component is arranged and the area where the second network component is arranged in the first lead vehicle and the second lead vehicle may be isolated from each other.

Furthermore, in the above-mentioned communication network for rail vehicles provided by the present invention, the areas where the first network component and the second network component are arranged in each carriage and the first lead vehicle and the second lead vehicle may include protective isolation area.

Furthermore, in the above-mentioned communication network for rail vehicles provided by the present invention, the first network component and the second network component may include one or more of repeaters, switches, hubs, bridges and routers.

Furthermore, in the above-mentioned communication network for rail vehicles provided by the present invention, the communication network may include Ethernet communication network.

According to another aspect of the present invention, this article also provides a rail vehicle.

The above-mentioned rail vehicle provided by the present invention includes a plurality of carriages, wherein the rail vehicle may include any one of the above-mentioned communication networks for rail vehicles.

Furthermore, the above-mentioned rail vehicle provided by the present invention may include railway vehicles or urban rail transit vehicles.

The above features and advantages of the present invention will be better understood after reading the detailed description of the embodiments of the present disclosure in conjunction with the following figures. In the figures, components are not necessarily drawn to scale, and components having similar related features may have the same or similar reference numerals.

The embodiments of the present invention are described in the following detailed description. Other advantages and effects of the present invention will be readily apparent to those skilled in the art from this disclosure.

In the description of the present invention, it should be noted that the terms "installation", "connecting", and "connected" should be understood broadly unless explicitly stated and defined otherwise. For example, the terms "installation", "connecting", and "connected" may be either a fixed connection, a detachable connection, or an integral connection; the terms may be either a mechanical connection or an electrical connection; the terms also may be either a direct connection, an indirect connection through an intermediate medium, or an internal connection between two components. The specific meaning of the above terms in the present invention can be understood in a specific case by those skilled in the art.

Understandably, although the terms "first", "second", "third", etc. may be used to describe various components, regions, layers and/or portions to distinguish different components, regions, layers and/or portions, the order of these components, regions, layers and/or portions described above should not be limited by the terms.

In order to overcome the above-mentioned shortcomings in the prior art, the present invention provides an embodiment of a communication network for rail vehicles, and an embodiment of a rail vehicle, which is used to reduce the networking cost of the Ethernet communication network of multi-group vehicles, and to maximize improving the availability of the communication network at the same time.

Please refer to <FIG>, which shows a schematic structural diagram of a communication network for rail vehicles.

As shown in <FIG>, in the above-mentioned communication network for rail vehicles provided in this embodiment, rail vehicles include but are not limited to railway vehicles or urban rail transit vehicles, may include lead vehicles in two driving directions and a plurality of carriages. The communication network for rail vehicles may include a first communication wire <NUM> and a second communication wire <NUM>.

The above-mentioned first communication wire <NUM> may extend through the first area <NUM> of each carriage of the rail vehicle, so as to communicatively connect the lead vehicle areas <NUM> located in the two lead vehicles of the rail vehicle.

The above-mentioned second communication wire <NUM> may extend the second area <NUM> of each carriage of the rail vehicle parallel to the first communication wire <NUM>, so as to communicatively connect the lead vehicle areas <NUM> of the two lead vehicles of the rail vehicle and to form the first communication loop of the rail vehicle with the first communication wire <NUM> together.

In one embodiment, in order to avoid power outages, technical failures, or fire accidents from interfering with the first communication wire <NUM> and the second communication wire <NUM>, the first area <NUM> and the second area <NUM> may be arranged in protective isolation areas located in concealed positions in carriages of the rail vehicle (for example: at the top or bottom of the carriage), so as to avoid man-made or accidental interference factors. The above-mentioned protective isolation areas may refer to isolation areas enclosed in space, so as to prevent the first communication wire <NUM> and the second communication wire <NUM> from physical damage and interference such as man-made or accidental collisions and pulls.

Furthermore, the above-mentioned protective isolation areas may also be preferably isolation areas with fire prevention and electromagnetic shielding functions, so as to avoid damage and interference from sudden situations such as fire and strong electromagnetic interference. one embodiment, the lead vehicle area <NUM> may be a space protection area provided on a side in the lead vehicle of the rail vehicle close to the carriage. By arranging the lead vehicle area <NUM> on the side close to the carriage in the lead vehicle, the length of the communication network can be effectively shortened, thereby reducing the wiring cost of the communication network and reducing signal interference in the communication network.

As shown in <FIG>, in one embodiment, the first area <NUM> and the second area <NUM> of each carriage of the rail vehicle can be respectively arranged at the top and bottom of the carriage, thereby realizing that the first communication wire <NUM> and the second communication wire <NUM> are isolated from each other. By arranging the first communication wire <NUM> and the second communication wire <NUM> for data communication in different areas of the carriage, the two communication wires can be extended in the multiple carriages of the rail vehicle with isolation from each other, thereby avoiding power outages, technical faults or fire accidents to interfere with two communication wires at the same time, so as to improve the basic usability of the overall communication network.

Those skilled in the art can understand, the above-mentioned solution of arranging the first communication wire <NUM> in the first area <NUM> at the top of the carriage and arranging the second communication wire <NUM> in the second area <NUM> at the bottom of the carriage is only a specific case provided by this embodiment. In other embodiments, those skilled in the art can also reverse the positions of the first area <NUM> and the second area <NUM> on basis of the conception of the present invention, or simply increase or decrease the number of space protection areas to obtain the same technical effect as the above embodiments.

Since the first communication wire <NUM> and the second communication wire <NUM> are respectively wired in the first area <NUM> and the second area <NUM> that are isolated from each other, and are communicatively connected in the lead vehicle area <NUM> of the two lead vehicles of the rail vehicle to form a ring-shaped communication network, when any communication wire is interfered or damaged, the two lead vehicles of the rail vehicle can still communicate data through the other communication wire.

In addition, since the first communication wire <NUM> and the second communication wire <NUM> are separately arranged at the top and bottom of the carriage in any two carriages of the rail vehicle, this separate networking method can further avoid interference of the two communication wires at the same time when strong electromagnetic interference or fire accidents occur at the connection of the carriages, so as to further improve the basic usability of the overall communication network.

Therefore, in the above-mentioned separated ring-shaped network topology provided by this embodiment, any one of the communication wires is interfered or damaged without affecting the basic usability of the overall communication network. Only when interferences or faults occur in the first area <NUM> and the second area <NUM> at the same time, the network communication will be affected, so that better anti-interference ability can be obtained.

In one embodiment, in the first area <NUM> of part of the carriages of the rail vehicle, a first network component <NUM> for updating the communication data transmitted by the first communication wire <NUM> may be provided. In the second area <NUM> of part of the carriages of the rail vehicle, a first network component <NUM> for updating the communication data transmitted by the second communication wire <NUM> may be provided. The first communication wire <NUM> and the second communication wire <NUM> may form a first communication loop through the first network components <NUM> arranged respectively in the first lead vehicle and the second lead vehicle.

The above-mentioned communication network for rail vehicles provided in this embodiment may be constituted by the above-mentioned first communication loop, which includes but is not limited to an Ethernet communication network.

Correspondingly, the first network component <NUM> may be an Ethernet switch for the communication data transmitted by the first communication wire <NUM> and the second communication wire <NUM>. The first network component <NUM> includes, but is not limited to, one or more of a repeater, a switch, a hub, a bridge, or a router, and can be used to transmit, enhance, and shunt the communication data in the above-mentioned Ethernet communication network.

Specifically, the above-mentioned Ethernet switches <NUM> may be sequentially arranged in each carriage of the rail vehicle in such a way that the first area <NUM> and the second area <NUM> are alternated. That is to say, in the first area <NUM> of each carriage of the rail vehicle, the Ethernet switches <NUM> of the first communication wire <NUM> can be arranged in every other carriage in the odd-numbered carriages. Correspondingly, in the second area <NUM> of each carriage of the rail vehicle described above, the Ethernet switches <NUM> of the second communication wire <NUM> can also be arranged in every other carriage in the even-numbered carriages.

Those skilled in the art can understand that the solution shown in <FIG> in which the Ethernet switches <NUM> are arranged one by one in manner of alternating first area <NUM> and second area <NUM> is only a specific case provided in this embodiment.

By arranging the Ethernet switches <NUM> of the first communication wire <NUM> and the second communication wire <NUM> at intervals in the first area <NUM> or the second area <NUM> of different carriages, when accidents such as power outages, fires, etc. occur in any carriage of the rail vehicle, the first communication wire <NUM> and the second communication wire <NUM> are effectively prevented from being interfered at the same time, thereby further improving the basic usability of the overall communication network.

In other embodiments, those who skilled in the art can also according to the actual requirements of the transmitted communication data, in a manner of spaced apart any number of carriages, arrange the Ethernet switch <NUM> of the first communication wire <NUM> and the second communication wire <NUM> in different carriages, so as to prevent the first communication wire <NUM> and the second communication wire <NUM> from being interfered at the same time.

In order to further improve the overall basic availability of the rail vehicle communication network, thereby ensuring the safety of the lives and property of broad passengers, the present invention further provides a preferred embodiment of a dual-loop communication network for rail vehicles.

Please further refer to <FIG>, which shows a schematic structural diagram of a dual-loop communication network for rail vehicles according to an embodiment of the present invention.

As shown in <FIG>, in the above-mentioned dual-loop communication network for rail vehicles provided in this embodiment, rail vehicles include but are not limited to railway vehicles or urban rail transit vehicles, and may include lead vehicles in two driving directions and a plurality of carriages. The dual-loop communication network for rail vehicles may not only include a first communication wire <NUM> and a second communication wire <NUM>, but also may further include a third communication wire <NUM> and a fourth communication wire <NUM>.

The above-mentioned first communication wire <NUM> may extend through the first area <NUM> of each carriage of the rail vehicle, so as to communicatively connect the first lead vehicle areas <NUM> located in the two lead vehicles of the rail vehicle.

The above-mentioned second communication wire <NUM> may extend through the second area <NUM> of each carriage of the rail vehicle parallel to the first communication wire <NUM>, so as to communicatively connect the first lead vehicle areas <NUM> located in the two lead vehicles of the rail vehicle, and to form the first communication loop of the rail vehicle with the first communication wire <NUM> together.

The above-mentioned third communication wire <NUM> may extend through the third area <NUM> of each carriage of the rail vehicle, so as to communicatively connect the second lead vehicle areas <NUM> located in the two lead vehicles of the rail vehicle.

The above-mentioned fourth communication wire <NUM> may extend through the fourth area <NUM> of each carriage of the rail vehicle parallel to the third communication wire <NUM>, so as to be communicatively connect the second lead vehicle areas <NUM> located in the two lead vehicles of the rail vehicle, and to form the second communication loop of the rail vehicle with the third communication wire <NUM> together.

In one embodiment, in order to avoid power outages, technical faults or fire accidents to interfere with the first communication wire <NUM>, the second communication wire <NUM>, the third communication wire <NUM> and the fourth communication wire <NUM> simultaneously, the first area <NUM> and the third area <NUM> may be protective isolation areas arranged at the top of the rail vehicle carriages, and the second area <NUM> and the fourth area <NUM> may be protective isolation areas arranged at the bottom of the rail vehicle carriages, so as to avoid man-made or accidental interference factors. The above-mentioned protective isolation areas may refer to isolation areas enclosed in space, so as to prevent the first communication wire <NUM>, the second communication wire <NUM>, the third communication wire <NUM>, and the fourth communication wire <NUM> from physical damage and interference such as man-made or accidental collisions and pulls.

Furthermore, the above-mentioned protective isolation areas may also be preferably isolation areas with fire prevention and electromagnetic shielding functions, so as to avoid damage and interference from sudden situations such as fire and strong electromagnetic interference.

Those who are skilled in the art may understand that the above-mentioned top and bottom of the carriages are only a relative conception. The above-mentioned top of the carriages may further include the upper area of each carriage of the rail vehicle. Correspondingly, the above-mentioned bottom of the carriages may further include the lower area of each carriage of the rail vehicle.

In one embodiment, the first lead vehicle area <NUM> and the second lead vehicle area <NUM> may be both a space protection area provided on a side in the lead vehicle of the rail vehicle close to the carriage. By arranging the first lead vehicle area <NUM> and the second lead vehicle area <NUM> on the side close to the carriage in the lead vehicle, the length of the communication network can be effectively shortened, thereby reducing the wiring cost of the communication network and reducing signal interference in the communication network.

Those skilled in the art can understand that by arranging the first area <NUM> of each carriage of the rail vehicle at the top of the carriage, and arranging the second area <NUM> of each carriage of the rail vehicle at the bottom of the carriage, it can realize that the first communication wire <NUM> and the second communication wire <NUM> are isolated from each other. By arranging the third area <NUM> of each carriage of the rail vehicle at the top of the carriage, while arranging the fourth area <NUM> of each carriage of the rail vehicle on the bottom of the carriage, it can realize that the third communication wire <NUM> and the fourth communication wire <NUM> are isolated from each other. By arranging the first communication wire <NUM>, the second communication wire <NUM>, the third communication wire <NUM>, and the fourth communication wire <NUM> for data communication in different areas of the carriage, the four communication wires can be extended in the multiple carriages of the rail vehicle with isolation from each other, thereby avoiding power outages, technical faults or fire accidents to interfere with four communication wires at the same time, so as to improve the basic usability of the overall communication network.

Those skilled in the art can understand, the above-mentioned solution of arranging the first communication wire <NUM> and the third communication wire <NUM> in the first area <NUM> and the third area <NUM> at the top of the carriage and arranging the second communication wire <NUM> and the fourth communication wire <NUM> in the second area <NUM> and the fourth area <NUM> at the bottom of the carriage, is only a specific case provided by this embodiment, which is mainly used to show the conception of the present invention more clearly, and to provide a specific solution that is convenient for the public to implement, instead of limiting the protection scope of the present invention. In other embodiments, those skilled in the art can also reverse the positions of the first area <NUM> and the second area <NUM>, or the third area <NUM> and the fourth area <NUM> on basis of the conception of the present invention, or simply increase or decrease the number of space protection areas to obtain the same technical effect as the above embodiments.

Since the first communication wire <NUM> and the second communication wire <NUM> are respectively wired in the first area <NUM> and the second area <NUM> that are isolated from each other, and are communicatively connected in the first lead vehicle areas <NUM> of the two lead vehicles of the rail vehicle to form a first communication loop, when any communication wire of the first communication wire <NUM> and the second communication wire <NUM> is interfered or damaged, the two lead vehicles of the rail vehicle can still communicate data through the other communication wire of the first communication loop.

Similarly, since the third communication wire <NUM> and the fourth communication wire <NUM> are respectively wired in the third area <NUM> and the fourth area <NUM> that are isolated from each other, and are communicatively connected in the second lead vehicle areas <NUM> of the two lead vehicles of the rail vehicle to form a second communication loop, when any communication wire of the third communication wire <NUM> and the fourth communication wire <NUM> is interfered or damaged, the two lead vehicles of the rail vehicle can still communicate data through the other communication wire of the second communication loop.

By adopting the above-mentioned separated dual-loop network topology structure provided by this embodiment, even if the first communication wire <NUM> and the second communication wire <NUM> of the first communication loop are interfered or damaged at the same time in extreme cases, the two lead vehicles of the rail vehicle can still communicate data through the second communication loop, thereby further improving the overall basic usability of the rail vehicle communication network.

Therefore, in the above-mentioned separated ring-shaped network topology structure provided by this embodiment, interference or damage to any communication loop will not affect the basic usability of the overall communication network, thereby ensuring the safety of the lives and property of broad passengers.

In addition, in this embodiment, in any two carriages of the rail train, the first communication wire <NUM>, the second communication wire <NUM>, the third communication wire <NUM>, and the fourth communication wire <NUM> can be separately arranged at the top and bottom of the carriage. This separate networking method can further avoid interference of the four communication wires at the same time when strong electromagnetic interference or fire accidents occur at the connection of the carriages, so as to further improve the basic usability of the overall communication network.

Similarly, in the third area <NUM> of part of the carriages of the rail vehicle, a second network component <NUM> for updating the communication data transmitted by the third communication wire <NUM> may be provided. In the fourth area <NUM> of part of the carriages of the rail vehicle, a second network component <NUM> for updating the communication data transmitted by the fourth communication wire <NUM> may be provided. The third communication wire <NUM> and the fourth communication wire <NUM> may form a second communication loop through the second network components <NUM> arranged respectively in the first lead vehicle and the second lead vehicle.

The above-mentioned dual-loop communication network for rail vehicles provided in this embodiment may be constituted of the above-mentioned first communication loop and the above-mentioned second communication loop. The dual-loop communication network for rail vehicles includes but is not limited to an Ethernet communication network.

Correspondingly, the first network component <NUM> may be an Ethernet switch for the communication data transmitted by the first communication wire <NUM> and the second communication wire <NUM>, and the second network component <NUM> may be an Ethernet network switch for the communication data transmitted by the third communication wire <NUM> and the fourth communication wire <NUM>. The first network component <NUM> and the second network component <NUM> include, but are not limited to, one or more of repeaters, switches, hubs, bridges, or routers, and can be used to transmit, enhance, and shunt the communication data in the above-mentioned Ethernet communication network.

Specifically, the above-mentioned first network component <NUM> may be sequentially arranged in each carriage of the rail vehicle in such a way that the first area <NUM> and the second area <NUM> are alternated. That is to say, in the first area <NUM> of each carriage of the rail vehicle, the first network components <NUM> of the first communication wire <NUM> can be arranged in every other carriage in the odd-numbered carriages. Correspondingly, in the second area <NUM> of each carriage of the rail vehicle described above, the first network components <NUM> of the second communication wire <NUM> can also be arranged in every other carriage in the even-numbered carriages.

Correspondingly, the above-mentioned second network components <NUM> may be sequentially arranged in each carriage of the rail vehicle in such a way that the third area <NUM> and the fourth area <NUM> are alternated. That is to say, in the third area <NUM> of each carriage of the rail vehicle, the second network components <NUM> of the third communication wire <NUM> can be arranged in every other carriage in the even-numbered carriages. Correspondingly, in the fourth area <NUM> of each carriage of the rail vehicle described above, the second network components <NUM> of the fourth communication wire <NUM> can also be arranged in every other carriage in the odd-numbered carriages.

Those skilled in the art can understand that the solution shown in <FIG> in which the first network components <NUM> are arranged one by one in manner of alternating first area <NUM> and second area <NUM>, and the second network components <NUM> are arranged one by one in manner of alternating third area <NUM> and fourth area <NUM>, is only a specific case provided in this embodiment, and is mainly used to show the conception of the present invention more clearly, and to provide a specific solution that is convenient for the public to implement, instead of limiting the protection scope of the present invention.

By arranging the first network components <NUM> and the second network components <NUM> at intervals in the first area <NUM>, the second area <NUM>, the third area <NUM> and the fourth area of different carriages, when accidents such as power outages, fires, etc. occur in any carriage of the rail vehicle, the first communication loop and the second communication loop are effectively prevented from being interfered at the same time, thereby further improving the basic usability of the overall communication network.

In other embodiments, those who skilled in the art may also arrange the first network components <NUM> of the first communication loop and the second network components <NUM> of the second communication loop in different carriages in manner of spaced apart by any number of carriages, according to the actual requirements for the transmitted communication data, so as to prevent the first communication loop and the second communication loop from being interfered at the same time.

In one embodiment, by arranging the first area <NUM> and the third area <NUM> in the protective isolation area at the top of the rail vehicle carriage, and arranging the second area <NUM> and the fourth area <NUM> in the protective isolation area at the bottom of the rail vehicle carriage, the first network components <NUM> of the first communication loop and the second network components <NUM> of the second communication loop may be arranged in the upper area and the lower area of the carriages, respectively, so as to realize the isolation of the first network component <NUM> and the second network component <NUM> from each other, so as to prevent the first communication loop and the second communication loop from being damaged and interfered at the same time.

Furthermore, the first area <NUM> and the third area <NUM> arranged at the top of the rail vehicle carriage may preferably be isolated from each other. The second area <NUM> and the fourth area <NUM> arranged at the bottom of the rail vehicle carriage may preferably be isolated from each other. The first lead vehicle area <NUM> and the second lead vehicle area <NUM> arranged in the two lead vehicles of the rail vehicle may also be preferably isolated from each other. The above-mentioned isolation includes, but is not limited to, spatial isolation, fire isolation, waterproof isolation, and electromagnetic shielding isolation.

By adopting this mutually isolated double-loop network topology, the first communication wire <NUM> and the third communication wire <NUM> in the same carriage can be further isolated from each other, and the second communication wire <NUM> and the fourth communication wire <NUM> can be isolated from each other, thereby realizing the effect of isolating the first communication loop and the second communication loop, so as to prevent the first communication loop and the second communication loop from being interfered or damaged at the same time, so as to further improve the basic usability of the overall communication network.

Although the method is illustrated and described as a series of actions for the purpose of simplifying the explanation, it should be understood and appreciated that these methods are not limited by the order of the actions. Those skilled in the art may understand that some actions may occur in different orders and/or concurrently with other actions that are illustrated and described herein or that are not illustrated and described herein, in accordance with one or more embodiments.

According to another aspect of the present invention, the present disclosure also provides an embodiment of a rail vehicle.

As shown in <FIG> and <FIG>, the above-mentioned rail vehicles provided in this embodiment include but are not limited to railway vehicles or urban rail transit vehicles, which may include lead vehicles in two driving directions and a plurality of carriages, as well as the communication network for rail vehicles provided by any one of the above-mentioned embodiments, so as to reduce the networking cost of the Ethernet communication network of multi-group vehicles, and to maximize the availability of the communication network at the same time.

Claim 1:
A communication network for a rail vehicle, the rail vehicle includes a plurality of carriages, the communication network comprises:
a first communication wire, the first communication wire extends through a first area of each carriage;
a second communication wire, the second communication wire extends, in parallel with the first communication wire, through a second area of each carriage, and forms a first communication loop with the first communication wire;
a third communication wire, the third communication wire extends through a third area of each carriage; and
a fourth communication wire, the fourth communication wire extends, in parallel with the third communication wire, through a fourth area of each carriage, and forms a second communication loop with the third communication wire,
wherein, the first area and the second area of each carriage are isolated from each other, and the third area and the fourth area of each carriage are isolated from each other,
the first area of at least part of the carriages and the second area of at least part of the carriages are respectively provided with a first network component for updating communication data transmitted by the first communication wire and the second communication wire,
the third area of at least part of the carriages and the fourth area of at least part of the carriages are respectively provided with a second network component for updating the communication data transmitted by the third communication wire and the fourth communication wire
the first network components are sequentially arranged in each carriage in such a way that the first area and the second area are alternated, and the second network components are sequentially arranged in each carriage in such a way that the third area and the fourth area are alternated,
the first area and the third area are arranged in an upper area of each carriage and are isolated from each other, and the second area and the fourth area are arranged in a lower area of each carriage and are isolated from each other,
the first network component and the second network component in the same carriage are arranged in the upper area and the lower area of the carriage respectively.