CN106686737B - Resource management method based on train position and throughput maximization - Google Patents
Resource management method based on train position and throughput maximization Download PDFInfo
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- H—ELECTRICITY
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- H04W72/00—Local resource management
- H04W72/04—Wireless resource allocation
- H04W72/044—Wireless resource allocation based on the type of the allocated resource
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- H—ELECTRICITY
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- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04W—WIRELESS COMMUNICATION NETWORKS
- H04W72/00—Local resource management
- H04W72/20—Control channels or signalling for resource management
- H04W72/21—Control channels or signalling for resource management in the uplink direction of a wireless link, i.e. towards the network
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- H04W—WIRELESS COMMUNICATION NETWORKS
- H04W72/00—Local resource management
- H04W72/50—Allocation or scheduling criteria for wireless resources
- H04W72/54—Allocation or scheduling criteria for wireless resources based on quality criteria
- H04W72/541—Allocation or scheduling criteria for wireless resources based on quality criteria using the level of interference
Abstract
A resource management method based on the maximization of train position and throughput is characterized in that the interference condition existing when a train-train communication multiplexing vehicle-ground communication train is used for uplink or downlink frequency spectrum resources is analyzed; selecting a proper train-ground communication train, and making the train-ground communication multiplex the uplink or downlink frequency spectrum resources; for train-ground communication trains in the selectable range, sequentially judging whether the multiplexing condition is met or not according to the signal to interference and noise ratio threshold of the train-ground communication uplink or downlink receiving signals and the signal to interference and noise ratio threshold of the train-ground communication link receiving signals, and determining the train with the train-ground communication frequency spectrum resources multiplexed; the total throughput of the system is maximized through power control on the basis of the uplink or downlink spectrum resources of vehicle-vehicle communication multiplexing vehicle-ground communication. The invention reduces/eliminates interference between vehicle-to-vehicle communication and vehicle-to-ground communication, maximizes the number/success rate of vehicle-to-vehicle communication connection establishment, and maximizes the overall throughput of the system.
Description
Technical Field
The invention relates to a wireless spectrum resource management method based on train position and throughput maximization, and belongs to the technical field of spectrum resource management of urban rail transit train control information transmission.
Background
The frequency spectrum resources of the vehicle-vehicle communication are distributed in two modes, one mode is that partial frequency spectrum resources of the vehicle-ground communication are distributed to be special for the vehicle-vehicle communication, and the other mode is that the vehicle-vehicle communication realizes direct communication by multiplexing the frequency spectrum resources of the vehicle-ground communication train. In urban rail transit, in order to improve spectrum efficiency and enable more resources to be used for transmitting train control integrated services such as CCTV, PIS and the like, it is desirable that the implementation of vehicle-vehicle communication does not burden precious wireless resources while improving the performance of a train control system. Therefore, research is being conducted to achieve vehicle-to-vehicle direct communication by reusing wireless resources of existing vehicle-to-ground communication.
The vehicle-to-vehicle and vehicle-to-ground communication share the same wireless spectrum resource, which causes mutual interference. For interference cancellation, the existing research focuses on reducing or eliminating mutual interference when end-to-end (D2D) communication and cellular communication (D2C) share the same spectrum resource in the public network. The interference elimination method in the public network mainly comprises the following steps:
1. on the basis of spectrum resource management, interference elimination is realized by adopting an optimization algorithm;
2. interference elimination is realized through D2D or D2C communication mode selection or combination of mode selection and resource allocation, and system performance is improved;
3. interference is reduced/eliminated by power control;
4. dividing an interference limiting area, wherein cellular users are not allowed to occupy the same frequency spectrum resources as D2D, so as to avoid interference;
5. the interference to D2D users is reduced/eliminated by using rate splitting (rate splitting) techniques.
However, few studies have been made on the interference problem caused by the fact that the vehicle-ground communication in urban rail transit shares the same spectrum resource. Therefore, it is necessary and meaningful to research a resource management method suitable for urban rail transit by combining the urban rail transit environment specificity and aiming at a train control system combining vehicle-ground communication and vehicle-vehicle communication, and eliminating interference between the vehicle-ground communication and the vehicle-ground communication.
Disclosure of Invention
In order to overcome the defects of the prior art, the invention provides a frequency spectrum resource management method based on the maximization of train position and throughput.
A frequency spectrum resource management method based on train position and throughput maximization aims at uplink resource multiplexing and comprises the following steps:
step 1: analyzing the interference condition existing when the frequency spectrum resource of the vehicle-vehicle communication multiplexing vehicle-ground communication train is uplink;
step 2: selecting a suitable train based on the train location such that the train-to-train communication multiplexes spectrum resources of its train-to-ground communication uplink;
and step 3: for the trains in the optional range, sequentially judging whether the multiplexing condition is met according to the signal to interference and noise ratio threshold value of the train-ground communication uplink receiving end and the signal to interference and noise ratio threshold value of the train-train communication link receiving end, and finally determining the trains with the train-ground communication uplink frequency spectrum resources multiplexed;
and 4, step 4: the overall throughput of the system is maximized through power control on the basis of the vehicle-vehicle communication multiplexing vehicle-ground communication uplink spectrum resources.
In the step 1, there are two main types of interference existing when uplink spectrum resources of the train-train communication multiplexing train-ground communication train exist, one type is interference caused by a train-train communication sending end to a receiving end (base station) of train-ground communication uplink transmission, and the other type is interference caused by an uplink transmission process of the train-ground communication train to the train-train communication receiving end.
In the step 2, two interference conditions existing when the frequency spectrum resources of the train-train communication multiplexing train-ground communication uplink are considered, and the characteristic that the positions of trains running on the line can be known is combined, and according to the positions of all trains, a proper train is selected for the train-train communication link, and the frequency spectrum resources of the train-ground communication uplink are multiplexed. The location-based uplink spectrum resource selection mainly considers the following points:
1) in order to reduce interference, the train-train communication does not allow the reuse of train-train communication uplink frequency spectrum resources of a train at a transmitting end and a train at a receiving end;
2) the position of each train can be known at any time, and the distance from the train-train communication transmitting end to the base station is a calculable constant; at the moment, the interference caused by the vehicle-vehicle communication to the receiving end (base station) of the vehicle-ground communication uplink transmission can be calculated through the distance from the vehicle-vehicle communication transmitting end to the base station and the transmitting power of the vehicle-vehicle communication transmitting end;
3) in order to reduce interference caused by uplink frequency spectrum resource reuse and ensure the quality of train-ground communication and train-vehicle communication, the distance from a train-ground communication train to a train-vehicle communication receiving end, the distance from a train-vehicle communication transmitting end to a base station and the distance from the train-ground communication train to the base station are comprehensively considered based on the position of the train, the train which is far away from the train-vehicle communication receiving end and close to the base station is selected, and the frequency spectrum resource of the train-ground communication uplink is reused.
In the step 3, the train-ground communication trains are sequenced according to the distance from the train-ground communication train to the train-train communication receiving end and the distance from the train-ground communication train to the base station, and on the basis, the signal to interference and noise ratio of the train-ground communication uplink receiving end and the signal to interference and noise ratio of the train-train communication receiving end are sequentially calculated in sequence when the uplink frequency spectrum resource of a certain train-ground communication train is reused, and whether the signal to interference and noise ratio threshold of the train-ground communication and the signal to interference and noise ratio threshold of the train-train communication are met is judged. And if the number of the trains is not equal to the preset value, allowing the train-train communication to multiplex the uplink resources of the train-ground communication train, if the number of the trains is not equal to the preset value, continuing to select the next train-ground communication train, and repeating the calculation and judgment processes until all the trains are judged to be finished.
In the step 4, on the basis of the step 3, if the reusable uplink spectrum resource is found, the vehicle-to-ground communication uplink throughput and the vehicle-to-vehicle communication link throughput are respectively calculated under the condition of spectrum reuse. On the premise of meeting the signal-to-interference-and-noise ratio threshold, the total throughput of the system is maximized by adjusting the transmitting power of the train-ground communication train and the transmitting power of the train-train communication transmitting end.
A frequency spectrum resource management method based on train position and throughput maximization aims at downlink resource reuse and comprises the following steps:
step 1: analyzing the interference condition existing when the frequency spectrum resource is transmitted by the train-train communication multiplexing train-ground communication train;
step 2: selecting a suitable train based on the train position, so that the train-to-train communication multiplexes the frequency spectrum resources of the train-to-ground communication downlink of the train-to-train communication;
and step 3: for the trains in the optional range, sequentially judging whether the multiplexing condition is met according to the signal to interference and noise ratio threshold value of the train-ground communication downlink receiving end and the signal to interference and noise ratio threshold value of the train-train communication link receiving end, and finally determining the trains with the train-ground communication downlink frequency spectrum resources multiplexed;
and 4, step 4: the overall throughput of the system is maximized through power control on the basis of the downlink spectrum resources of vehicle-vehicle communication multiplexing vehicle-ground communication.
In the step 1, there are two main types of interference existing when the train-vehicle communication multiplexing vehicle-ground communication train downlink resources exist, one type is interference generated by a vehicle-vehicle communication sending end to a vehicle-ground communication downlink receiving end, and the other type is interference caused by downlink transmission (base station) of the vehicle-ground communication to the vehicle-vehicle communication receiving end.
In the step 2, two interference conditions existing when the frequency spectrum resources of the vehicle-vehicle communication multiplexing vehicle-ground communication downlink are considered, and the characteristic that the positions of running trains on the line can be known is combined, and according to the positions of all trains, a proper train is selected for the vehicle-vehicle communication link, and the frequency spectrum resources of the vehicle-ground communication downlink are multiplexed. Location-based downlink spectrum resource selection mainly considers the following points:
1) in order to reduce interference, the train-train communication does not allow the reuse of train-train communication downlink frequency spectrum resources of a train at a transmitting end and a train at a receiving end;
2) the position of each train can be known at any time, and the distance from the base station to the train-train communication receiving end is a calculable constant; at the moment, the interference generated by the downlink transmission of the vehicle-ground communication base station to the vehicle-vehicle communication receiving end can be calculated through the distance from the base station to the vehicle-vehicle communication receiving end and the transmitting power of the base station;
3) in order to reduce interference caused by multiplexing of downlink frequency spectrum resources and ensure the quality of train-ground communication and train-vehicle communication, the distance from a train-vehicle communication transmitting end to a train-ground communication train, the distance from a train-vehicle communication receiving end to a base station and the distance from the base station to the train-ground communication train are comprehensively considered on the basis of the train position, the train which is far away from the train-vehicle communication transmitting end and close to the base station is selected, and the frequency spectrum resources of the train-ground communication downlink are multiplexed.
In the step 3, the train-ground communication trains are sequenced according to the distance from the train-ground communication train to the train-train communication sending end and the distance from the train-ground communication train to the base station, and on the basis, the signal to interference and noise ratio of the train-ground communication downlink receiving end and the signal to interference and noise ratio of the train-train communication receiving end are sequentially calculated in sequence when the downlink frequency spectrum resources of a certain train-ground communication train are multiplexed, and whether the signal to interference and noise ratio threshold of the train-ground communication and the signal to interference and noise ratio threshold of the train-train communication are met is judged. And if the frequency spectrum resources of the train are not satisfied, continuing to select the next train-ground communication train, and repeating the calculation and judgment processes until all the trains are judged to be finished.
In the step 4, on the basis of the step 3, if the reusable downlink spectrum resource is found, under the condition of spectrum reuse, the vehicle-ground communication downlink throughput and the vehicle-vehicle communication link throughput are respectively calculated. On the premise of meeting the signal-to-interference-and-noise ratio threshold, the total throughput of the system is maximized by adjusting the transmitting power of the train-ground communication base station and the transmitting power of the train-train communication transmitting end.
The invention has the advantages that the problem of mutual interference caused by multiplexing the same frequency spectrum resources in the train-vehicle-ground communication is effectively solved aiming at the problem of wireless frequency spectrum resource management of a train operation control system combining the train-vehicle-ground communication. The proposed frequency spectrum resource management algorithm can not only reduce/eliminate the interference between vehicle-vehicle communication and vehicle-ground communication, but also maximize the number/success rate of vehicle-vehicle communication connection establishment on the basis of ensuring the transmission requirement of train-ground communication service of the train control system, so that the total throughput of the system is maximum.
The industrial applicability of the present invention is as follows:
the invention provides a resource management method based on train position and throughput maximization, which is suitable for an urban rail transit environment and aims at the problem that mutual interference can be caused by vehicle-vehicle communication multiplexing existing vehicle-ground communication resources in an urban rail transit train operation control system, and the characteristics of railway environment particularity and train on-line operation position awareness are considered. Firstly, an uplink resource selection strategy based on train position and a downlink resource selection strategy based on position are proposed on the basis of analyzing the interference situation existing in the ground communication uplink resource and the downlink resource of the train-vehicle communication multiplexing vehicle-vehicle respectively. Then, on the basis of resource selection based on the position, aiming at the difference of the multiplexing uplink and downlink resources, a vehicle-vehicle communication multiplexing vehicle-ground communication uplink resource power control method and a vehicle-vehicle communication multiplexing vehicle-ground communication downlink resource power control method are respectively given. The resource management method based on the maximization of the train position and the throughput not only can effectively reduce/eliminate the mutual interference caused by the fact that the same wireless resources are shared by the train-to-vehicle and train-to-ground communication, but also can maximize the quantity/success rate of the establishment of the train-to-vehicle communication connection on the basis of ensuring the quality of the train-to-ground communication and the train-to-vehicle communication, and improve the frequency spectrum efficiency and the overall performance of the system.
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A more complete appreciation of the invention and many of the attendant advantages thereof will be readily obtained as the same becomes better understood by reference to the following detailed description when considered in connection with the accompanying drawings. The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiment(s) of the invention and together with the description serve to explain the invention without limiting the invention. The drawings are summarized below, wherein:
FIG. 1 is a schematic diagram of uplink resource interference shared by vehicle-to-vehicle and vehicle-to-ground communications;
there are two main types of interference that exist when uplink resources are shared by vehicle-to-vehicle, vehicle-to-ground communications: one is interference caused by an uplink receiving process of a vehicle-vehicle communication transmitting end to a vehicle-ground communication uplink receiving end base station, and the other is interference caused by an uplink transmission process of a vehicle-ground communication train to a vehicle-vehicle communication receiving end.
FIG. 2 is a schematic diagram of downlink resource interference shared by vehicle-to-vehicle and vehicle-to-ground communication;
there are two main types of interference that exist when downlink resources are shared by vehicle-to-vehicle and vehicle-to-ground communications: one is the interference caused by the downlink receiving process of the vehicle-vehicle communication transmitting end to the vehicle-ground communication, and the other is the interference caused by the downlink transmission process of the vehicle-ground communication base station to the vehicle-vehicle communication receiving end;
FIG. 3 is a vehicle-to-ground communication uplink resource reuse flow diagram based on location and throughput maximization;
fig. 4 is a flow chart of vehicle-ground communication downlink resource reuse based on location and throughput maximization.
The invention is further illustrated by the following figures and examples.
Detailed Description
It will be apparent that those skilled in the art can make many modifications and variations based on the spirit of the present invention.
As used herein, the singular forms "a", "an", "the" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. It will be understood that when an element, component or section is referred to as being "connected" to another element, component or section, it can be directly connected to the other element or section or intervening elements or sections may also be present. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.
It will be understood by those skilled in the art that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs.
The following examples are further illustrative and should not be construed as limiting the embodiments of the present invention.
Example (b): a method for managing wireless spectrum resources based on train location and throughput maximization, as shown in fig. 1,2, 3 and 4.
A resource management method based on maximization of train position and throughput is characterized in that interference situations generated when train-train communication multiplexing vehicles-ground communication uplink frequency spectrum resources or train-train communication multiplexing vehicles-ground communication downlink frequency spectrum resources are considered, and interference elimination methods in uplink frequency spectrum resource multiplexing and downlink frequency spectrum resource multiplexing are respectively researched. The method mainly comprises the following three points:
step one, interference analysis caused by spectrum resource reuse:
in the spectrum resource multiplexing mode, since the same wireless spectrum resource is used for the vehicle-vehicle communication and the vehicle-ground communication, mutual interference can be caused, and the QoS performance of the vehicle-ground communication and the vehicle-vehicle communication service can be influenced by serious interference. Therefore, analyzing the interference and reducing or eliminating the interference through a reasonable and effective interference elimination method are very important for guaranteeing the QoS of the traffic transmission of the vehicle-ground, vehicle-vehicle communication service in a frequency spectrum resource multiplexing mode.
The interference situation when the vehicle-vehicle communication multiplexing vehicle-ground communication uplink spectrum resource and the downlink spectrum resource are respectively analyzed.
1) And (3) analyzing the interference of uplink spectrum resources of vehicle-vehicle communication multiplexing vehicle-ground communication:
as shown in fig. 1, each train running on the line performs information interaction, i.e., train-ground communication, with the ground base station in real time. The vehicle-vehicle direct communication is realized between the vehicle 1 and the vehicle 2 through the vehicle-ground communication uplink resource of the multiplexing vehicle 3, the vehicle 1 is a vehicle-vehicle communication transmitting end, and the vehicle 2 is a vehicle-vehicle communication receiving end.
At this time, the uplink spectrum resource of the vehicle-vehicle communication multiplexing vehicle-ground communication realizes direct communication, and the caused interference mainly has two types: one is the interference caused by the vehicle-ground communication uplink transmission process of the vehicle 3 to the vehicle-vehicle communication receiving end of the vehicle 1 and the vehicle 2, namely the interference part of the vehicle 3 to the vehicle 2 in the figure; the other is the interference caused by the uplink receiving process of the vehicle-vehicle communication transmitting end of the vehicle 1 and the vehicle-ground communication transmitting end of the vehicle 2 to the base station, namely the interference part caused by the uplink transmission of the vehicle 1 to the ground base station receiving vehicle 3 in the figure.
2) And (3) analyzing the interference of the frequency spectrum resources of the down link of the vehicle-vehicle communication multiplexing vehicle-ground communication:
as shown in fig. 2, each train running on the line also performs information interaction, i.e., train-ground communication, with the ground base station in real time. In contrast, at this time, the direct communication between the vehicles 1 and 2 is realized by multiplexing the vehicle-ground communication downlink resources of the vehicle 3, the vehicle 1 is a vehicle-vehicle communication transmitting end, and the vehicle 2 is a vehicle-vehicle communication receiving end.
At this time, when the vehicle-vehicle communication multiplexing vehicle-ground communication downlink spectrum resource realizes direct communication, two kinds of interference caused by the direct communication exist: one is the interference caused by the vehicle-vehicle communication sending end of the vehicle 1 and the vehicle-vehicle communication sending end of the vehicle 3 to the ground communication downlink receiving process, namely the interference part of the vehicle 1 to the vehicle 3 in the figure; the other is interference caused by a downlink transmission process of the vehicle-ground communication base station of the vehicle 3 to the vehicle-vehicle communication receiving end of the vehicle 1 and the vehicle 2, namely interference of the ground base station to the vehicle 2 in the figure.
Selecting frequency spectrum resources based on the train position in a resource multiplexing mode:
in urban rail transit, LTE's district cover and user's distribution are totally different with public network, and the district is the linear cover along railway circuit, and the train quantity that can exist simultaneously in the district is limited, and the position of every train all can be known through train accurate positioning. Based on the particularity of the running environment of the urban rail transit train and the known characteristics of the train position, a resource management method based on the maximization of the train position and the throughput under a resource reuse mode is provided. And selecting resources according to the position of the train, and enabling the total throughput of the system to be maximum through power control on the basis of the selection.
The main idea of the selection strategy of the uplink and downlink spectrum resources based on the train location will be described first.
1) And an uplink resource selection strategy based on the train position:
the two interference situations existing when the train-train communication multiplexes the train-ground communication uplink frequency spectrum resources have been analyzed, namely, the interference caused by the train-train communication sending end to the receiving end (base station) of the train-ground communication uplink transmission and the interference caused by the train-ground communication train uplink transmission process to the train-train communication receiving end. On the basis, in order to reduce the interference caused by uplink frequency spectrum resource reuse and ensure the quality of vehicle-ground communication and vehicle-vehicle communication, a corresponding uplink resource selection strategy based on the train position is provided. The following points are mainly considered:
1. in order to reduce interference, the train-train communication does not allow the reuse of train-train communication uplink frequency spectrum resources of a train at a transmitting end and a train at a receiving end;
2. at any moment, the position of each train can be known, and the distance from the train-train communication transmitting end to the base station is a calculable constant; at the moment, the interference caused by the vehicle-vehicle communication to the receiving end (base station) of the vehicle-ground communication uplink transmission can be calculated through the distance from the vehicle-vehicle communication transmitting end to the base station and the transmitting power of the vehicle-vehicle communication transmitting end;
3. in order to reduce interference caused by uplink frequency spectrum resource reuse and ensure the quality of train-ground communication and train-vehicle communication, the distance from a train-ground communication train to a train-vehicle communication receiving end, the distance from a train-vehicle communication transmitting end to a base station and the distance from the train-ground communication train to the base station are comprehensively considered based on the position of the train, the train which is far away from the train-vehicle communication receiving end and close to the base station is selected, and the frequency spectrum resource of the train-ground communication uplink is reused.
Firstly, determining a transmitting end user j involved in each vehicle-vehicle communication linksAnd receiving end user jrDetermining all train-ground communication trains i (i ≠ j) on the basissAnd i ≠ jr). Then, this is calculatedTrain and train-train communication receiving end j of train-ground communicationrThe distance between
And the distance d between the train and the base stationiBIn order to minimize the interference caused when multiplexing uplink resources, the selection is made
Relative maximum and diBThe relatively smallest train-ground communication train is considered to have its uplink spectrum resources multiplexed. On the basis of the location-based uplink resource selection strategy, a decision function is defined as follows:
in the formula, ω1And ω2Is a weighting coefficient, and is set as a certain constant according to the requirement;
diBand (t) is the distance between the train-ground communication train i and the base station at the time t.
From the position of all trains
Will have a value of
The values of (a) are sorted from large to small, that is, the corresponding is a train-ground communication train i (i ≠ j) considering multiplexing resourcessAnd i ≠ jr) The order of (a). In this order, preferably of greater value
Corresponding vehicle-ground communicationTrain i, consider multiplexing its uplink spectrum resources.
2) And a downlink resource selection strategy based on the train position:
similarly, when the vehicle-vehicle communication multiplexes the downlink resource of the vehicle-ground communication, there are two interference situations, one is the interference caused by the vehicle-vehicle communication sending end to the vehicle-ground communication downlink receiving end, and the other is the interference caused by the downlink transmission (base station) of the vehicle-ground communication to the vehicle-vehicle communication receiving end. On the basis, in order to reduce the interference caused by the reuse of the downlink frequency spectrum resources and ensure the quality of the train-ground communication and the train-train communication, a corresponding downlink resource selection strategy based on the train position is provided. The main considerations are as follows:
1. in order to reduce interference, the train-train communication does not allow the reuse of train-train communication downlink frequency spectrum resources of a train at a transmitting end and a train at a receiving end;
2. at any moment, the position of each train can be known, and the distance from the base station to the train-train communication receiving end is a calculable constant; at the moment, the interference on the vehicle-vehicle communication receiving end caused by the downlink transmission process of the vehicle-ground communication base station can be calculated through the distance from the base station to the vehicle-vehicle communication receiving end and the transmitting power of the base station;
3. in order to reduce interference caused by multiplexing of downlink frequency spectrum resources and ensure the quality of train-ground communication and train-train communication, the distance from a train-train communication transmitting end to a train-ground communication train, the distance from a train-train communication receiving end to a base station and the distance from the base station to the train-ground communication train are comprehensively considered on the basis of the train position, the train-ground communication train which is far away from the train-train communication transmitting end and close to the base station is selected, and the downlink frequency spectrum resources of the train-ground communication train are multiplexed.
Similar to the uplink resource selection strategy, it is first necessary to determine the transmitting end user j involved in each vehicle-to-vehicle communication linksAnd receiving end user jrDetermining all train-ground communication trains i (i ≠ j) on the basissAnd i ≠ jr). Then, calculating the vehicle-vehicle communication transmitting terminal jsDistance between communication trains with these trains
And the distance d between the train and the base stationiBSimilarly, in order to minimize interference caused by multiplexing of downlink resources, selection is made
Relative maximum and diBThe relatively smallest train-ground communication train is considered to reuse its downlink spectrum resources. On the basis of the location-based downlink resource selection strategy, a decision function is defined as follows:
in the formula, theta1And theta2Is a weighting coefficient, and is set as a certain constant according to the requirement;
diBand (t) is the distance between the train-ground communication train i and the base station at the time t.
From the position of all trains
Will have a value of
The values of (a) are sorted from large to small, that is, the corresponding is a train-ground communication train i (i ≠ j) considering multiplexing resourcessAnd i ≠ jr) The order of (a). In this order, preferably of greater value
The corresponding train-ground communication train i, considers multiplexing its downlink spectrum resources.
Step three, power control based on train position and throughput maximization
Under the resource selection strategy based on the train position, the distance from the train-train communication receiving end/transmitting end to the train-ground communication train, the distance from the train-train communication transmitting end/receiving end train to the base station and the distance from the base station to the train-ground communication train are comprehensively considered. And sequencing the train-ground communication trains according to the distance from the train-ground communication train to the train-ground communication receiving end/transmitting end and the distance to the base station. On the basis, according to the signal-to-interference-and-noise ratio threshold values of vehicle-to-ground communication and vehicle-to-vehicle communication, the optimal vehicle-to-ground communication train is judged and selected, and uplink/downlink frequency spectrum resources of the train are multiplexed, so that interference generated when the resources are multiplexed is as small as possible.
On the basis, if the reusable uplink/downlink spectrum resources are found, vehicle-to-ground communication uplink/downlink throughput and vehicle-to-vehicle communication link throughput are respectively calculated under the condition of uplink/downlink spectrum resource reuse. On the premise of meeting the signal-to-interference-and-noise ratio threshold, the total throughput of the system is maximized by adjusting the transmitting power of the train-ground communication train and the transmitting power of the train-train communication transmitting end or adjusting the transmitting power of the train-ground communication base station and the transmitting power of the train-train communication transmitting end.
A power control method is respectively provided for the vehicle-vehicle communication multiplexing vehicle-ground communication uplink spectrum resource and the vehicle-vehicle communication multiplexing vehicle-ground communication downlink spectrum resource on the basis of selecting the spectrum resource based on the position of the train:
1) uplink spectrum resource power control for vehicle-to-vehicle communication multiplexing vehicle-to-ground communication
And sequencing the train-ground communication trains according to the distance from the train-ground communication train to the train-train communication receiving end and the distance from the train-ground communication train to the base station. On the basis, sequentially calculating the signal-to-interference-and-noise ratio of a train-ground communication uplink receiving end and the signal-to-interference-and-noise ratio of a train-train communication receiving end when the uplink frequency spectrum resources of a certain train-ground communication train are multiplexed, and judging whether the signal-to-interference-and-noise ratio threshold of train-ground communication and the signal-to-interference-and-noise ratio threshold of train-train communication are met; and if the frequency spectrum resources of the train are not satisfied, continuing to select the next train-ground communication train, and repeating the calculation and judgment processes until all the trains are judged to be finished.
Suppose that the threshold value of the received signal-to-interference-and-noise ratio of the train i to the train-ground communication at the base station is βB,iThe receiving end receiving signal-to-interference-and-noise ratio threshold value of the vehicle-vehicle communication link j is βD2D,jAnd P isDmax,jIs the maximum transmit power limit at the transmit end of the vehicle-to-vehicle communication link j.
The uplink receiving signal-to-interference-and-noise ratio at the vehicle-ground communication base station is as follows:
in the formula (I), the compound is shown in the specification,
the base station receives the signal-to-interference-and-noise ratio of the train-ground communication uplink of the train i;
PC,iis the transmission power of the train-ground communication terminal of train i;
GCB,iis the channel gain between the train-ground communication terminal of the train i to the base station;
N0is gaussian white noise;
PD,jis the transmit power of the transmit end of the vehicle-to-vehicle communication link j;
GDB,jis the channel gain between the transmitting end of the vehicle-to-vehicle communication link j to the base station;
The receiving end of the vehicle-vehicle communication link j has the following receiving signal-to-interference-and-noise ratio:
in the formula (I), the compound is shown in the specification,
the receiving signal-to-interference-and-noise ratio of a receiving end is the vehicle-to-vehicle communication link j multiplexing the vehicle-to-ground communication uplink resource of the train i;
GDD,jis the channel gain between the transmitting end to the receiving end of the vehicle-to-vehicle communication link j;
GCD,ijis the channel gain between the receiving end of the train-to-ground communication terminal to train-to-train communication link j of train i.
When multiplexing of the uplink resources is allowed, it must be satisfied at the same time:
on the basis, according to a shannon formula:
where C means the data rate/throughput,
b refers to the bandwidth of the channel and,
s refers to the power of the signal,
N0it is referred to as the power of the noise,
S/N0and refers to SNR (Signal to Noise Ratio).
Because interference does not exist in the OFDM orthogonal resource allocation mode in LTE, an interference term in a formula is zero.
According to the formula (7), the throughput of the train-ground communication uplink receiving end base station of the train i and the throughput of the receiving end of the train-train communication link j can be obtained as follows:
as can be seen from the formula (8), the interference caused by the transmitting end of the vehicle-vehicle communication link j to the base station is determined by the transmitting power of the transmitting end of the vehicle-vehicle communication link j and the channel gain (related to the distance and the road loss coefficient) between the transmitting end of the vehicle-vehicle communication link j and the base station, and the increase P isD,jOr GDB,j(decreasing the distance from the sender of train communication link j to the base station) may decrease the train-to-ground communication uplink throughput of train i. Similarly, it can be analyzed from equation (9) that the magnitude of the interference caused by the train-ground communication uplink transmission of the train i to the receiving end of the train-train communication link j is determined by the transmitting power of the train-ground communication terminal of the train i and the channel gain between the train-ground communication terminal and the receiving end of the train-train communication link j. PC,iGreater or GCD,ijThe larger the interference caused, the smaller the resulting communication throughput of the vehicle-to-vehicle communication link j.
In the foregoing, a location-based resource selection strategy is considered, and it can be known through analysis that the interference link distance between the transmitting end of the vehicle-vehicle communication link j at the time t and the base station is a certain calculable constant. Thus the channel gain G in equation (8) and equation (9)DB,jAnd GCD,ijAre also determined constants, and need not be considered in this section. The section is based on the resource selection strategy based on the position and adjusts the transmitting power PD,jAnd PC,iOn the basis of ensuring the quality of service of train-ground communication uplink reception of the train i, the system throughput of a cell during uplink resource multiplexing is maximized
Obtaining:
wherein n is the number of trains simultaneously existing in one cell on the line,
m refers to the number of vehicle-vehicle communication links existing in the cell, and m is less than n.
In summary, the specific implementation flow of the train-ground communication uplink spectrum resource multiplexing algorithm based on the train location and throughput maximization is summarized as shown in fig. 3. The main implementation steps are summarized as follows:
step 1: collecting the position information of all trains in a cell;
step 2: determining a transmitting end train j related to each train-train communication link j (j is 1,2sAnd a receiving end train jrAnd a vehicle-ground communication train i (i ≠ j) of a non-host vehicle-vehicle communication links,i≠jr)；
And step 3: aiming at each train-train communication link j, calculating all train-ground communication trains i (i ≠ 1, 2.., n ≠ j)s,i≠jr) Receiving end j of communication link between corresponding vehicle and vehiclerIn betweenDistance between two adjacent plates
And the distance d between the train i and the base stationiB；
And 4, step 4: according to equation (1), as a function of the decision
The value is set for all train-ground communication trains i (i ≠ 1, 2.., n ≠ j)s,i≠jr) Sorting in descending order, selecting proper train-ground communication train according to judgment, and multiplexing uplink frequency spectrum resources of the train-ground communication train;
and 5: on the basis of the step 4, respectively calculating the receiving signal-to-interference-and-noise ratio of the vehicle-ground communication uplink receiver base station and the receiving signal-to-interference-and-noise ratio of the corresponding vehicle-vehicle communication link receiving end according to a formula (3) and a formula (4);
step 6: and when the calculated received signal-to-interference-and-noise ratios respectively meet the constraint conditions of the formula (5) and the formula (6), allowing the train-train communication link to reuse the uplink frequency spectrum resource of the corresponding train-ground communication train. Otherwise, judging the next train-ground communication train in sequence until all the train-ground communication trains are judged to be finished;
and 7: on the basis of step 6, if a vehicle-ground communication train capable of reusing resources is found, the vehicle-vehicle communication is considered to be successfully established, and at the moment, the transmitting power P of the vehicle-vehicle communication transmitting end is adjustedD,jAnd corresponding train-ground communication train transmitting power PC,iSo that equation (10) achieves system throughput and maximum;
and 8: and if no suitable train-ground communication train is found for resource multiplexing all the time, the establishment of the train-ground communication link is considered to be failed, and at the moment, the multiplexed resource is selected for the next train-ground communication link.
2) And vehicle-vehicle communication multiplexing vehicle-ground communication downlink resource power control:
and sequencing the train-ground communication trains according to the distance from the train-ground communication train to the train-ground communication transmitting end and the distance from the train-ground communication train to the base station. On the basis, sequentially calculating the signal-to-interference-and-noise ratio of a vehicle-ground communication downlink receiving end and the signal-to-interference-and-noise ratio of a vehicle-vehicle communication receiving end when the downlink frequency spectrum resources of a certain vehicle-ground communication train are multiplexed, and judging whether the signal-to-interference-and-noise ratio threshold of vehicle-ground communication and the signal-to-interference-and-noise ratio threshold of vehicle-vehicle communication are met; and if the frequency spectrum resources of the train are not satisfied, continuing to select the next train-ground communication train, and repeating the calculation and judgment processes until all the trains are judged to be finished.
Here, let β beC,iAnd (3) receiving the signal-to-interference-and-noise ratio threshold value for the receiving end of the train i. And calculating the train-ground communication downlink receiving signal-to-interference-and-noise ratio of the train i as follows:
in the formula (I), the compound is shown in the specification,
is the downlink receiving signal-to-interference-and-noise ratio of the train-ground communication terminal of the train i;
PB,ithe transmission power of the base station in the train-ground communication downlink transmission process of the train i;
GBC,iis the channel gain between the base station and the train-ground communication terminal of train i;
GDC,jiis the channel gain between the transmitting end of the vehicle-to-vehicle communication link j to the vehicle-to-ground communication terminal;
The receiving end of the vehicle-vehicle communication link j has the following receiving signal-to-interference-and-noise ratio:
in the formula (I), the compound is shown in the specification,
the receiving signal-to-interference-and-noise ratio of a receiving end is the vehicle-to-vehicle communication link j multiplexing the vehicle-to-ground communication downlink resources of the train i;
GBD,jis the channel gain between the receiving ends of the base station-to-vehicle communication link j.
When multiplexing of the downlink resources is allowed, it must be satisfied at the same time:
under the multiplexing condition that the formulas (13) and (14) are met, according to the shannon formula (7), the downlink throughput of the train-ground communication terminal and the receiving end throughput of the train-train communication link j of the train i can be respectively obtained as follows:
similarly, it can be seen from equation (15) that the train-ground communication downlink receiving process of the train i is interfered by the transmitting end of the train-train communication link jj transmitting power P of transmitting endD,jAnd its channel gain G to train i between train-ground communication terminalsDC,jiAnd (6) determining. As can be seen from equation (16), the amount of interference from the base station on the receiving end of the vehicle-to-vehicle communication link j is determined by the transmission power P of the base stationB,iAnd its channel gain G to the base stationBD,jAnd (6) determining.
Also, considering a location-based resource selection strategy, and the interference link distance between the base station to the receiving end of the vehicle-to-vehicle communication link j at time t is a certain calculable constant, the channel gain G in equation (15) and equation (16)DC,jiAnd GBD,jNo consideration is required. This section is based on location-based resource selection by adjusting the transmit power PD,jAnd PB,iOn the basis of ensuring the quality of service of the train-ground communication downlink reception of the train i, the system throughput sum of the cells in the process of multiplexing the frequency spectrum resources of the downlink is maximized
Obtaining:
in the formula (I), the compound is shown in the specification,
the method refers to the maximum sum of the throughputs of a cell system obtained when a vehicle-vehicle communication multiplexing vehicle-ground communication downlink resource spectrum source is realized by adopting the proposed resource management algorithm based on the maximization of the throughputs.
In summary, the specific implementation flow of the vehicle-ground communication downlink resource multiplexing algorithm based on location and throughput maximization is summarized as shown in fig. 4. The main implementation steps are summarized as follows:
step 1: collecting the position information of all trains in a cell;
step 2: determining a transmitting end train j related to each train-train communication link j (j is 1,2sAnd a receiving end train jrAnd is notTrain-ground communication train i (i ≠ j) of vehicle-train communication links,i≠jr)；
And step 3: aiming at each vehicle-vehicle communication link j, respectively calculating corresponding vehicle-vehicle communication link transmitting end jsWith all train-ground communication trains i (i ≠ j ≠ 1, 2)s,i≠jr) A distance d betweenjsiAnd the distance d between all the train-ground communication trains i and the base stationiB；
And 4, step 4: according to equation (2), as a function of the decision
The value is set for all train-ground communication trains i (i ≠ 1, 2.., n ≠ j)s,i≠jr) Sorting in descending order, selecting proper train-ground communication train based on the judgment, and reusing the resource;
and 5: on the basis of the step 4, respectively calculating a vehicle-ground communication train downlink receiving signal-to-interference-and-noise ratio and a corresponding vehicle-vehicle communication link receiving end receiving signal-to-interference-and-noise ratio according to a formula (11) and a formula (12);
step 6: when the calculated received signal-to-interference-and-noise ratios respectively satisfy the constraint conditions of the formula (13) and the formula (14), the train-to-train communication link is allowed to reuse the downlink spectrum resources of the corresponding train-to-ground communication train. Otherwise, judging the next train-ground communication train in sequence until all the train-ground communication trains are judged to be finished;
and 7: on the basis of step 6, if a vehicle-ground communication train capable of reusing resources is found, the vehicle-vehicle communication is considered to be successfully established, and at the moment, the transmitting end transmitting power P of the vehicle-vehicle communication link is adjustedD,jTransmitting power P of ground-to-ground communication base stationB,iSuch that equation (17) achieves system throughput and maximum;
and 8: and if no suitable train-ground communication train is found for resource multiplexing all the time, the establishment of the train-ground communication link is considered to be failed, and at the moment, the multiplexed resource is selected for the next train-ground communication link.
As described above, although the embodiments of the present invention have been described in detail, it will be apparent to those skilled in the art that many modifications are possible without substantially departing from the spirit and scope of the present invention. Therefore, such modifications are also all included in the scope of protection of the present invention.
Claims (4)
1. A resource management method based on train position and throughput maximization is characterized by comprising the following steps:
step 1: analyzing the interference condition existing when the frequency spectrum resource of the vehicle-vehicle communication multiplexing vehicle-ground communication train is uplink;
step 2: selecting a proper train based on the position of the train, and giving way to the frequency spectrum resource of the train-ground communication uplink of the train-train communication multiplexing device;
and step 3: for train-ground communication trains in an optional range, sequentially judging whether a multiplexing condition is met or not according to a signal to interference and noise ratio threshold value of a train-ground communication uplink receiving end and a signal to interference and noise ratio threshold value of a train-ground communication uplink receiving end, and determining the trains with the train-ground communication uplink frequency spectrum resources multiplexed;
and 4, step 4: maximizing the total throughput of the system through power control on the basis of the uplink spectrum resources of vehicle-vehicle communication multiplexing vehicle-ground communication;
in the step 2, two interferences existing when the train-train communication multiplexing train-ground communication uplink resources exist are considered, and the characteristic that the positions of trains running on the line can be known is combined, and according to the positions of all trains, a proper train is selected for the train-train communication link, and the frequency spectrum resources of the train-ground communication uplink of the train-train communication link are multiplexed; the selection of uplink spectrum resources based on train location mainly considers the following points:
1) in order to reduce interference, the train-train communication does not allow the reuse of train-train communication uplink frequency spectrum resources of a train at a transmitting end and a train at a receiving end;
2) the position of each train can be known at any time, and the distance from the train-train communication transmitting end to the base station is a calculable constant; at the moment, the interference caused by the vehicle-vehicle communication to the receiving end of the vehicle-ground communication uplink transmission can be calculated through the distance from the vehicle-vehicle communication transmitting end to the base station and the transmitting power of the vehicle-vehicle communication transmitting end;
3) in order to reduce interference caused by uplink frequency spectrum resource reuse and ensure the quality of train-ground communication and train-vehicle communication, the distance from a train-ground communication train to a train-vehicle communication receiving end, the distance from a train-vehicle communication transmitting end to a base station and the distance from the train-ground communication train to the base station are comprehensively considered on the basis of the position of the train, the train which is far away from the train-vehicle communication receiving end and close to the base station is selected, and the frequency spectrum resource of the train-ground communication uplink is reused;
in the step 3, the train-ground communication trains are sequenced according to the distance from the train-ground communication train to the train-train communication receiving end and the distance from the train-ground communication train to the base station; on the basis, sequentially calculating the signal-to-interference-and-noise ratio of a train-ground communication uplink receiving end and the signal-to-interference-and-noise ratio of a train-train communication receiving end when the uplink frequency spectrum resources of a certain train-ground communication train are multiplexed, and judging whether the signal-to-interference-and-noise ratio threshold of train-ground communication and the signal-to-interference-and-noise ratio threshold of train-train communication are met; if the signal interference noise ratio threshold value and the signal interference noise ratio threshold value are met, allowing the train-train communication to multiplex the uplink frequency spectrum resource of the train-ground communication train, if the signal interference noise ratio threshold value of the train-ground communication is not met or the signal interference noise ratio threshold value of the train-train communication is not met, continuing to select the next train-ground communication train, and repeating the processes of calculating the signal interference noise ratio threshold value and judging the signal interference noise ratio threshold value until all the trains are judged completely;
in the step 4, on the basis of the step 3, if the reusable uplink spectrum resource is found, the vehicle-ground communication uplink throughput and the vehicle-vehicle communication link throughput are respectively calculated under the condition of uplink spectrum resource reuse; on the premise of meeting the signal-to-interference-and-noise ratio threshold, the total throughput of the system is maximized by adjusting the transmitting power of the train-ground communication train and the transmitting power of the train-train communication transmitting end.
2. The resource management method based on the maximization of the train position and the throughput as claimed in claim 1, wherein there are two main types of interference existing in the uplink spectrum resource of the train-to-train communication multiplexing train-to-ground communication train in the step 1, one type is interference caused by a train-to-train communication transmitting end to a receiving end of train-to-ground communication uplink transmission, and the other type is interference caused by an uplink transmission process of the train-to-ground communication train to the receiving end of the train-to-train communication.
3. A resource management method based on train position and throughput maximization is characterized by comprising the following steps:
step 1: analyzing the interference condition existing when the frequency spectrum resource is transmitted by the train-train communication multiplexing train-ground communication train;
step 2: selecting a proper train based on the position of the train, and giving way to the frequency spectrum resource of the train-ground communication downlink of the train-train communication multiplexing device;
and step 3: for the trains in the optional range, sequentially judging whether the multiplexing condition is met or not according to the signal to interference and noise ratio threshold of the train-ground communication downlink and the signal to interference and noise ratio threshold of the train-train communication link, and determining the trains with the train-ground communication downlink frequency spectrum resources multiplexed;
and 4, step 4: maximizing the total throughput of the system through power control on the basis of the frequency spectrum resources of the vehicle-vehicle communication multiplexing vehicle-ground communication;
in the step 2, two interferences existing when the frequency spectrum resources of the train-train communication multiplexing train-ground communication downlink are considered, and the characteristic that the positions of running trains on the line can be known is combined, according to the positions of all trains, a proper train is selected for the train-train communication link, and the frequency spectrum resources of the train-ground communication downlink are multiplexed; the location-based downlink resource selection mainly considers the following points:
1) in order to reduce interference, the train-train communication does not allow the reuse of train-train communication downlink frequency spectrum resources of a train at a transmitting end and a train at a receiving end;
2) the position of each train can be known at any time, and the distance from the base station to the train-train communication receiving end is a calculable constant; at the moment, the interference on the vehicle-vehicle communication receiving end caused by the downlink transmission process of the vehicle-ground communication base station can be calculated through the distance from the base station to the vehicle-vehicle communication receiving end and the transmitting power of the base station;
3) in order to reduce interference caused by multiplexing of downlink frequency spectrum resources and ensure the quality of train-ground communication and train-train communication, the distance from a train-train communication transmitting end to a train-ground communication train, the distance from a train-train communication receiving end to a base station and the distance from the base station to the train-ground communication train are comprehensively considered on the basis of the position of the train, the train-ground communication train which is far away from the train-train communication transmitting end and close to the base station is selected, and the downlink frequency spectrum resources of the train-ground communication train are multiplexed;
in the step 3, the train-ground communication trains are sequenced according to the distance from the train-ground communication train to the train-vehicle communication transmitting end and the distance from the train-ground communication train to the base station; on the basis, sequentially calculating the signal-to-interference-and-noise ratio of a vehicle-ground communication downlink receiving end and the signal-to-interference-and-noise ratio of a vehicle-vehicle communication receiving end when the downlink frequency spectrum resources of a certain vehicle-ground communication train are multiplexed, and judging whether the signal-to-interference-and-noise ratio threshold of vehicle-ground communication and the signal-to-interference-and-noise ratio threshold of vehicle-vehicle communication are met; if the signal interference noise ratio threshold value and the signal interference noise ratio threshold value are met, allowing the train-train communication to multiplex the downlink frequency spectrum resource of the train-ground communication train, if the signal interference noise ratio threshold value of the train-ground communication is not met or the signal interference noise ratio threshold value of the train-train communication is not met, continuing to select the next train-ground communication train, and repeating the processes of calculating the signal interference noise ratio threshold value and judging the signal interference noise ratio threshold value until all the trains are judged completely;
in the step 4, on the basis of the step 3, if the reusable downlink spectrum resource is found, under the condition of downlink spectrum resource reuse, vehicle-to-ground communication downlink throughput and vehicle-to-vehicle communication link throughput are respectively calculated; on the premise of meeting the signal-to-interference-and-noise ratio threshold, the total throughput of the system is maximized by adjusting the transmitting power of the vehicle-ground communication base station and the transmitting power of the vehicle-vehicle communication transmitting end.
4. The resource management method based on the maximization of the train position and the throughput as claimed in claim 3, wherein the interference existing in the downlink spectrum resource of the train-to-train communication multiplexing-to-ground communication train in the step 1 is mainly two types, one type is the interference caused by the train-to-train communication transmitting end to the train-to-ground communication downlink receiving end, and the other type is the interference caused by the downlink transmission of the train-to-ground communication to the train-to-train communication receiving end.
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