CN108401034B - Digital on-board wireless spread spectrum communication system for train - Google Patents
Digital on-board wireless spread spectrum communication system for train Download PDFInfo
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- 230000006854 communication Effects 0.000 title claims abstract description 305
- 238000004891 communication Methods 0.000 title claims abstract description 300
- 238000001228 spectrum Methods 0.000 title claims abstract description 145
- 230000003287 optical effect Effects 0.000 claims abstract description 145
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- 230000004913 activation Effects 0.000 claims description 11
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- 230000007480 spreading Effects 0.000 claims description 10
- 238000003892 spreading Methods 0.000 claims description 10
- 238000012544 monitoring process Methods 0.000 claims description 6
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- 238000010586 diagram Methods 0.000 description 6
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- 230000005540 biological transmission Effects 0.000 description 2
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- 230000000737 periodic effect Effects 0.000 description 2
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Classifications
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L67/00—Network arrangements or protocols for supporting network services or applications
- H04L67/01—Protocols
- H04L67/12—Protocols specially adapted for proprietary or special-purpose networking environments, e.g. medical networks, sensor networks, networks in vehicles or remote metering networks
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
- B61L15/0018—Communication with or on the vehicle or vehicle train
- B61L15/0027—Radio-based, e.g. using GSM-R
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/30—Trackside multiple control systems, e.g. switch-over between different systems
- B61L27/33—Backup systems, e.g. switching when failures occur
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/70—Details of trackside communication
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04B—TRANSMISSION
- H04B1/00—Details of transmission systems, not covered by a single one of groups H04B3/00 - H04B13/00; Details of transmission systems not characterised by the medium used for transmission
- H04B1/69—Spread spectrum techniques
- H04B1/707—Spread spectrum techniques using direct sequence modulation
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04B—TRANSMISSION
- H04B1/00—Details of transmission systems, not covered by a single one of groups H04B3/00 - H04B13/00; Details of transmission systems not characterised by the medium used for transmission
- H04B1/69—Spread spectrum techniques
- H04B1/707—Spread spectrum techniques using direct sequence modulation
- H04B1/7097—Interference-related aspects
- H04B1/71—Interference-related aspects the interference being narrowband interference
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04B—TRANSMISSION
- H04B1/00—Details of transmission systems, not covered by a single one of groups H04B3/00 - H04B13/00; Details of transmission systems not characterised by the medium used for transmission
- H04B1/69—Spread spectrum techniques
- H04B1/707—Spread spectrum techniques using direct sequence modulation
- H04B1/7097—Interference-related aspects
- H04B1/711—Interference-related aspects the interference being multi-path interference
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L63/00—Network architectures or network communication protocols for network security
- H04L63/08—Network architectures or network communication protocols for network security for authentication of entities
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04Q—SELECTING
- H04Q11/00—Selecting arrangements for multiplex systems
- H04Q11/0001—Selecting arrangements for multiplex systems using optical switching
- H04Q11/0062—Network aspects
- H04Q11/0067—Provisions for optical access or distribution networks, e.g. Gigabit Ethernet Passive Optical Network (GE-PON), ATM-based Passive Optical Network (A-PON), PON-Ring
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04W—WIRELESS COMMUNICATION NETWORKS
- H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
- H04W4/30—Services specially adapted for particular environments, situations or purposes
- H04W4/40—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P]
- H04W4/42—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P] for mass transport vehicles, e.g. buses, trains or aircraft
Abstract
The embodiment of the invention relates to a digital vehicle-mounted wireless communication system for a train, which comprises the following steps: the system comprises a vehicle-mounted control center, a vehicle-mounted passive optical network and a plurality of vehicle-mounted optical network communication nodes; the vehicle-mounted passive optical network comprises an OLT and an ONU; each vehicle-mounted optical network communication node is accessed to a vehicle-mounted passive optical network through an ONU and accessed to a vehicle-mounted control center through an OLT; the vehicle-mounted control center sends out a first control signal so that the vehicle-mounted optical network communication node sends out a first wireless spread spectrum communication signal; the first wireless spread spectrum communication signal comprises a spread spectrum code of the vehicle-mounted optical network communication node; the spread spectrum code carries authentication information of the vehicle-mounted optical network communication node; the vehicle-mounted optical network communication nodes are sequentially arranged at the bottom of the train according to the running direction of the train, and the radiation direction of the first wireless spread spectrum communication signals transmitted by the vehicle-mounted optical network communication nodes is downwards perpendicular to the running direction of the train so as to receive the first wireless spread spectrum communication signals by at least one of the ground network nodes.
Description
Technical Field
The invention relates to the technical field of communication, in particular to a digital vehicle-mounted wireless spread spectrum communication system for a train.
Background
With the increase of the running speed of the train, the train can not be driven safely by people to be fully choked and manually driven. The special communication of the railway is directly used for the transportation production service, and the railway is effectively connected into a whole, so that the special communication plays a vital role in ensuring smooth running and safety of the railway.
The railway line points in China are long in multiple lines, the geographic environment is changed greatly, the road condition is changed greatly, and the climate condition is changed greatly, so that the wireless communication of special railway communication becomes more difficult, and an effective and reliable wireless signal system is difficult to build. Particularly, with the continuous increase of the speed of railway transportation trains, the existing railway communication systems, particularly for high-speed rails, are difficult to meet the demands in terms of effectiveness, reliability and safety.
In the existing high-speed railway wireless communication system, under the condition of high-speed movement, the multipath fading of wireless spread spectrum communication, especially wireless broadband communication, is greatly amplified, the direct communication path is destroyed due to the high-speed movement and is replaced by a plurality of unpredictable communication paths, and the phenomenon is the main reason for obviously increasing the multipath fading under the condition of high-speed movement. This phenomenon is particularly prominent in high-power long-range wireless spread spectrum communication modes.
In order to achieve the purpose of wireless spread spectrum communication, especially wireless broadband communication, under high-speed conditions, it is common practice to construct base stations remotely along a high-speed railway and increase communication and power, which just reduces the reliability of wireless spread spectrum communication. The quality of the wireless spread spectrum communication can be reduced and even the communication can be interrupted due to the bad weather phenomena such as rain, snow, fog and the like caused by the weather change, so that the wireless spread spectrum communication can lose the position of an important supporting means for the information and the intelligence of the high-speed rail, and the failure of the information and the intelligence of the high-speed rail can be directly caused.
In addition, disturbances can present serious problems for rail transit applications. The interference can affect the wireless spread spectrum positioning result, and as other wireless communication exists in parallel in the rail transit, such as artificial wireless blockage or other unauthorized access points installed near the rail transit by other users, the normal transmission of interference signals can even cause communication interruption or serious errors, and the railway safety is affected.
Disclosure of Invention
Aiming at the defects of the prior art, the invention provides a digital vehicle-mounted wireless spread spectrum communication system for a train, which can be used for carrying out user authentication so as to realize accurate identification of train information and intelligently control on-track communication nodes on the ground and off through the vehicle-mounted wireless spread spectrum communication system according to the running condition of the train, thereby preventing any illegal information from invading; the system is compatible with the existing train communication system, can be mutually backed up, increases reliability, can reliably work under any geographic condition, road condition and climate condition, adopts a data format of spread spectrum codes and plain codes to carry out data interaction with the ground along-track communication nodes and carry out signal transmission, realizes interaction of instructions, states and position information of the train and the ground, and completely meets the requirements of the running speed of the high-speed train on the communication speed.
In view of this, an embodiment of the present invention provides a digital on-board wireless spread spectrum communication system for a train, including:
the system comprises a vehicle-mounted control center, a vehicle-mounted passive optical network and a plurality of vehicle-mounted optical network communication nodes; the vehicle-mounted passive optical network comprises an Optical Line Terminal (OLT) and a plurality of Optical Network Units (ONU);
each vehicle-mounted optical network communication node is accessed to the vehicle-mounted passive optical network through an ONU, and is accessed to the vehicle-mounted control center through the OLT; each vehicle-mounted optical network communication node is provided with authentication information;
the vehicle-mounted control center sends out a first control signal so that the vehicle-mounted optical network communication node sends out a first wireless spread spectrum communication signal; the first wireless spread spectrum communication signal comprises a spread spectrum code of the vehicle-mounted optical network communication node; the spread spectrum code carries authentication information of the vehicle-mounted optical network communication node;
the vehicle-mounted optical network communication nodes are sequentially arranged at the bottom of the train according to the running direction of the train, and the radiation direction of the first wireless spread spectrum communication signals transmitted by the vehicle-mounted optical network communication nodes is downwards perpendicular to the running direction of the train and used for at least one of the ground network nodes to receive the first wireless spread spectrum communication signals.
Preferably, the vehicle-mounted optical network communication nodes are arranged at equal intervals, and the interval l between two adjacent vehicle-mounted optical network communication nodes is in a functional relation with the interval between two adjacent ground network nodes.
Further preferably, the ground network nodes are multiple groups, each group is arranged at equal intervals, and the interval L between every two adjacent vehicle-mounted optical network communication nodes and the interval L between every two adjacent ground network nodes meet l=lx (1-1/n); wherein n is the alignment times of the on-board optical network communication node and the ground network node group within the distance of the train movement L; the number of the vehicle-mounted optical network communication nodes is n+1; each group of ground network nodes comprises at least one ground network node.
Preferably, the vehicle-mounted optical network communication node receives a second wireless spread spectrum communication signal sent by the ground network node according to the vehicle-mounted optical network communication node, and sends the second wireless spread spectrum communication signal to the vehicle-mounted control center through the OLT; the second wireless spread spectrum communication signal comprises authentication information and an area code of the ground network node;
and the vehicle-mounted control center analyzes the authentication information and the area code to obtain real-time position information and/or running speed information of the train.
Further preferably, the second wireless spread spectrum communication signal further includes a plain code, carrying instruction information.
Preferably, the vehicle-mounted optical network communication node specifically includes a spread spectrum communication transceiver and an antenna which are connected to the ONU.
Preferably, the first wireless spread spectrum communication signal further includes a plain code, carrying train running state information and/or instruction information.
Further preferably, the coding structure of the first wireless spread spectrum communication signal is composed of a spreading code of a first number of bits plus a clear code of a second number of bits.
Further preferably, in the vehicle-mounted optical network communication nodes, the first wireless spread spectrum communication signals sent by other vehicle-mounted optical network communication nodes except the last vehicle-mounted optical network communication node include a spread spectrum code and train running state information;
the first wireless spread spectrum communication signal sent by the last vehicle-mounted optical network communication node comprises a spread spectrum code and instruction information; the instruction information is the instruction information for closing the ground network node.
Further preferably, the number of spread spectrum communication transceivers included in one of the vehicle-mounted optical network communication nodes is determined by a positioning accuracy parameter of the train; wherein, each vehicle-mounted optical network communication node comprises a plurality of spread spectrum communication transceivers which are arranged at equal intervals.
The digital vehicle-mounted wireless spread spectrum communication system for the train provided by the embodiment of the invention can be used for authenticating a user, realizing accurate identification of train information, and intelligently controlling on-track communication nodes on the ground to be opened and closed according to the running condition of the train by the vehicle-mounted wireless spread spectrum communication system so as to prevent any illegal information from invading; the system is compatible with the existing train communication system, can be mutually backed up, increases reliability, can reliably work under any geographic condition, road condition and climate condition, adopts a data format of spread spectrum codes and plain codes to carry out data interaction with the ground along-track communication nodes and carry out signal transmission, realizes interaction of instructions, states and position information of the train and the ground, and completely meets the requirements of the running speed of the high-speed train on the communication speed.
Drawings
Fig. 1 is a schematic structural diagram of a digital on-board wireless spread spectrum communication system for a train according to an embodiment of the present invention;
fig. 2 is a schematic structural diagram of a ground assistance communication system according to an embodiment of the present invention;
fig. 3 is a schematic structural diagram of a vernier type mobile network ground auxiliary communication system according to an embodiment of the present invention;
fig. 4 is a schematic diagram of a subdivision structure of an on-board optical network communication node according to an embodiment of the present invention;
fig. 5 is a schematic diagram of a communication process of the vehicle-ground auxiliary communication system according to an embodiment of the present invention.
Detailed Description
The technical scheme of the invention is further described in detail through the drawings and the embodiments.
The digital vehicle-mounted wireless spread spectrum communication system for the train provided by the embodiment of the invention is shown in fig. 1, and comprises: an in-vehicle control center 11, an in-vehicle passive optical network 12, and a plurality of in-vehicle optical network communication nodes 13.
The in-vehicle passive optical network 12 includes an optical line terminal (optical line terminal, OLT) and a plurality of optical network units (Optical Network Unit, ONUs); each vehicle-mounted optical network communication node 13 is accessed to the vehicle-mounted passive optical network 12 through an ONU and accessed to the vehicle-mounted control center 11 through an OLT; each on-board optical network communication node 13 has one authentication information; the vehicle-mounted optical network communication nodes 13 are sequentially arranged at the bottom of the train according to the running direction of the train, and the radiation direction of the first wireless spread spectrum communication signals emitted by the vehicle-mounted optical network communication nodes 13 is downwards perpendicular to the running direction of the train. Each in-vehicle optical network communication node 13 has a separate IP address.
Specifically, the vehicle-mounted optical network communication node 13 includes a spread spectrum communication transceiver and an antenna, and the signal radiation direction of the antenna is perpendicular to the train running direction and is perpendicular to and directed to the plane of the rail.
The digital vehicle-mounted wireless spread spectrum communication system is matched with the ground wireless spread spectrum communication system to form a vehicle-ground auxiliary communication system. Fig. 2 is a schematic structural diagram of a vehicle-ground auxiliary communication system according to an embodiment of the present invention.
In the system, the vehicle-mounted optical network communication nodes 13 of the digital vehicle-mounted wireless spread spectrum communication system 1 are arranged at equal intervals, and the interval l between two adjacent vehicle-mounted optical network communication nodes 13 has a functional relationship with the interval between two adjacent groups of ground network nodes 24 in the ground wireless spread spectrum communication system 2.
For a better understanding of the relationship between the in-vehicle optical network communication nodes and the ground network node(s), we will also briefly describe the wireless spread spectrum communication system 2.
The terrestrial wireless spread spectrum communication system 2 includes: a railway operation control center 21, a railway private communication network 22, a ground passive optical network 23, and a plurality of ground network node groups 24; the ground passive optical network 23 comprises an optical line terminal OLT and a plurality of optical network units ONU; each ground network node group 24 includes at least one ground network node; each ground network node is accessed to a ground passive optical network 23 through an ONU, accessed to a railway special communication network 22 through an OLT, and accessed to a railway operation control center 21 through the railway special communication network 22; each ground network node has an authentication information, which may include an internet protocol, IP, address of the ground network node, and an area code for indicating location information of the ground network node.
Specifically, the ground network node comprises a direct sequence spread spectrum communication transceiver and an antenna, and the signal radiation direction of the antenna is vertical to the plane of the rail.
The plurality of vehicle-mounted optical network communication nodes 13 are arranged at equal intervals, and can be preferably arranged at the position behind each carriage; the plurality of ground network node groups 24 are also disposed between, and preferably intermediate, two rails of the train track at equal intervals along the rails.
Specifically, as shown in fig. 2, the ground network node groups 24 are multiple groups, each group is arranged at equal intervals, and the interval I between two adjacent vehicle-mounted optical network communication nodes 13 and the interval L between two adjacent ground network nodes 24 satisfy the following conditionsWherein n is the alignment times of the on-board optical network communication node and the ground network node group within the distance of the train movement L; and the number of the vehicle-mounted optical network communication nodes 13 is n+1; each set of ground network nodes 24 includes at least one ground network node.
When the train runs along the rail, the vernier with L/n as the step distance is obtained, each distance of the train moving L, n vehicle-mounted optical network communication nodes 13 on the train can respectively communicate with n ground network node groups 24 on the ground, each ground network node group 24 only comprises 1 ground network node, namely, the structure of the vernier type mobile network train ground auxiliary communication system shown in fig. 3 is shown, and part of the vernier type mobile network train ground auxiliary communication system is omitted from the figure. When the on-board optical network communication node 13_1 on the train is aligned with the ground network node n+1 for communication, the phase difference between the on-board optical network communication node 13_2 and the ground network node n+1 is [ (N-1) ×l ]/N, the phase difference between the on-board optical network communication node 13_3 and the ground network node n+2 is [ (N-2) ×l ]/N … …, the phase difference between the on-board optical network communication node 13_n and the ground network node n+ (N-1) is L/N, and the on-board optical network communication node 13_n (n+1) and the ground network node n+n are overlapped again. That is, n in-vehicle optical network communication nodes 13 are used as a group, and n in-vehicle optical network communication nodes 13 on the train communicate with n ground network node groups 24 on the ground once respectively within the distance of the train movement L, and the total of n times of communication is completed within the distance of the train movement L. Thus, the short message communication mode of multiple points is realized, and the reliability is extremely high.
Through the system structure, communication interaction with L/n as a step distance can be realized, namely, the positioning accuracy of the train can reach L/n.
If there is a higher requirement for the positioning accuracy of the train, the number of spread spectrum communication transceivers and antennas included in each of the on-board optical network communication nodes 13 may be set according to the positioning accuracy requirement of the train.
As shown in fig. 4, the number of spread spectrum communication transceivers 131 and antennas 132 included in each vehicle-mounted optical network communication node 13 is determined according to the positioning accuracy requirement of the train, that is, a plurality of groups of spread spectrum communication transceivers 131 and antennas 132 are arranged in one vehicle-mounted optical network communication node 13 to increase the alignment times with the ground network node, so that the positioning accuracy of the train is doubled. For example, in each of the on-board optical network communication nodes 13, starting from the first set of spread spectrum communication transceivers 131 and antennas 132 to the position L/n behind the first set of spread spectrum communication transceivers and antennas, setting the m sets of spread spectrum communication transceivers 131 and antennas 132 together at a step distance of δ=l/(m×n), and performing such a setting for each of the on-board optical network communication nodes 13, the train positioning accuracy can reach L/(m×n); m and n are positive integers.
For a better understanding of the intent of the present invention, the detailed operation of the digital on-board wireless communication system of the present invention is described in further detail below with reference to FIGS. 1-4 in conjunction with a ground-assisted communication system.
When the digital vehicle-mounted wireless communication system works, the vehicle-mounted control center 11 can be synchronous with the power device of the train, and when the power device of the train is started, the vehicle-mounted control center 11 sends a first control signal to the vehicle-mounted optical network communication nodes 13 through the vehicle-mounted passive optical network 12 so as to enable each vehicle-mounted optical network communication node 13 to transmit a first wireless spread spectrum communication signal.
The spreading code of the vehicle-mounted optical network communication node 13 can be included in the first wireless spread spectrum communication signal, which is preset; the spread spectrum code carries authentication information of the vehicle-mounted optical network communication node 13 and train running state information, and is used for authenticating the information of the train by the ground network node and completing interaction of the train running state information after authentication.
The first ground network node group in the running direction of the train receives a first activation instruction issued by the railway running control center 21 through the railway special communication network 22 and the ground passive optical network 23, and the first ground network node group is converted from a closed state to a monitoring state, so that the vehicle-mounted optical network communication node 13 of the train sends out a wireless spread spectrum communication signal to monitor.
Here, one ground network node group includes at least one ground network node group 24, and each ground network node group 24 includes at least one ground network node. Multiple ground network node groups 24 in the direction of train travel may be activated simultaneously, with such redundant activation ensuring that the train is in an active state for communication when it is traveling to the ground network node group 24.
The activation instruction comprises a communication frequency point, a spread spectrum code of the vehicle-mounted optical network communication node 13 and a train operation instruction; the communication frequency point is a frequency point for communicating with the vehicle-mounted optical network communication node 13 of the train, and is configured in advance, so that the vehicle-mounted optical network communication node 13 and the ground network node can communicate. By transmitting the spreading code of the on-board optical network, it is possible to verify the wireless spread spectrum communication signal sent by the on-board optical network communication node 13, i.e. to verify whether the train information is a train that should be passing on the track at that time. By sending train operation instructions, the train operation instructions can be transmitted while the in-vehicle optical network communication node 13 interacts with the ground network node.
In the initial state before the train is sent, the railway operation control center 21 controls and opens the platform and the first ground network node group in the train running direction in front of the platform. During the train operation, the railway operation control center 21 may issue an activation instruction to the ground network node on each railway track according to the current train operation situation. Each activation may be a single ground network node or may be one or more ground network node groups 24, i.e., ground network groups, that are turned on at the same time, depending on the configuration parameters of the railway operations control center 21. The activation of the group of ground network nodes is related to the interception of the train's on-board optical network communication node of the first wireless spread spectrum communication signal, in other words, which groups of ground network nodes along the track are activated at which time, is related to the train's operating position.
The ground network node group which receives the first activation instruction is converted into a monitoring state from a closing state, and the vehicle-mounted optical network communication node of the train sends out a wireless spread spectrum communication signal to monitor.
The spread spectrum codes in the wireless spread spectrum communication signals sent by the vehicle-mounted optical network communication nodes are set to be different for different trains.
The first ground network node in the first ground network node group monitors the first wireless spread spectrum communication signal, and can perform train information authentication according to the spread spectrum code in the first wireless spread spectrum communication signal. According to the principle of spread spectrum communication, when spread spectrum communication is carried out, spread spectrum codes are used for spreading when a transmitting end transmits information and despreading when a receiving end receives information. In this example, the on-board optical network communication node and the ground network node are a transmitting end and a receiving end. When train information is verified, a first ground network node in the first ground network node group is used as a receiving end, and a vehicle-mounted optical network communication node is used as a transmitting end. The pseudorandom sequence spread spectrum codes must be periodic sequences which are known by both a receiving end and a transmitting end, otherwise, the receiving end cannot independently generate the sequences for despreading and cannot acquire information. Because such periodic binary sequences contain random features, listeners who are not aware of their method of generation are unable to identify. If we assign the train and the ground communicator (i.e. the on-board optical network communication node and the ground network node) the same pseudo-sequence code (spread spectrum code) so as to prevent the listener from ascertaining the content of the communication, and at the same time, distinguish the train from other trains by the spread spectrum code, when the train and the ground communicator communicate, the identity authentication of the communication counterpart (the ground spread spectrum communication transceiver or the train) is completed at the moment when the on-board optical network communication node and the ground network node capture the spread spectrum code, and this process can be completed only when the hardware of the transceiver is connected with the physical layer in the communication process, and the time depends on the length of the spread spectrum code and the capability of the hardware to capture the spread spectrum code.
If the positioning accuracy is 1 meter, the position measurement is required to reach 1/4 meter resolution. If the speed of operation at the high speed rail is 360 KM/hour, the time to traverse the quarter meter is only 2.5 milliseconds, that is, the wireless communication device must satisfy the communication process of completing the position determination once within 2.5 milliseconds to perform the positioning of the high speed rail train once with the accuracy of 1 meter.
In the present invention, spread spectrum communication IS adopted, and in the practical application occasion under IS95 standard (telecommunication CDMA mobile communication system), when the length of the spread spectrum code IS 64 bits long, the digital voice rate of normal communication IS 9K or 13K, that IS, the time for stably capturing one spread spectrum code can reach at least 9000 fraction of a second or 13000 fraction of a second, that IS, 0.11 ms or 0.077 ms. This speed is already reliable for high-speed rail operation.
Since the transmission time of the short message is not longer than the authentication time even when the high-speed train is running at the fastest speed, the last digits of the spread spectrum code (PN code) are written in plain code, that is, the coding structure of the wireless spread spectrum communication signal is composed of a first digit spread spectrum code plus a second digit plain code. The number of bits of the spreading code should be of sufficient length to be safe or of sufficient number to identify the different trains. The length of the plaintext is usually no more than one byte long, and only needs to meet the requirements of hardware and software design convenience and the number of instruction signals to be rendered.
That is, the structure of the spreading code can become:
60 bits (PN) +bit 4 (clear) =64 bits
Or (b)
120 bits (PN) +8 bits (clear) =128 bits
So that we can get 4-bit 16-state or 8-bit 256-state instruction systems to describe the running state or instruction of the train.
According to the digital vehicle-mounted wireless communication system for the train, user authentication is achieved on a physical layer, so that safe communication at high speed is achieved.
After authenticating the train information, the first ground network node transmits the first wireless spread spectrum communication signal, the authentication information of the ground network node group 24, and the area code to the railway operation control center 21 through the ground passive optical network 23 and the railway private communication network 22. The use of the terrestrial passive optical network 23 and the railway private communication network 22 enables signal transmission with only a very small delay. The railway operation control center 21 can acquire train information according to the first wireless spread spectrum communication signal, can acquire train state information, and can determine the current track and position information of the train according to the authentication information and the area code of the ground network node group 24. The further railway operation control center 21 can also calculate the running speed information of the train according to the real-time position information of the train
The railway operation control center 21 generates an activation instruction for a second group of ground network nodes in front of the first group of ground network nodes based on the determined train information, train status information, current track of the train and position information, and likewise the second group of ground network nodes also includes at least one ground network node group 24. It should be noted that, in the present invention, a scheme including the same number of terrestrial network node groups 24 in each terrestrial network node group is preferably adopted.
In addition, after the train information is authenticated, the in-vehicle optical network communication node receives a second wireless spread spectrum communication signal sent by the first ground network node, and transmits the second wireless spread spectrum communication signal to the in-vehicle control center 11; wherein the second wireless spread spectrum communication signal includes authentication information and an area code of the group of ground network nodes 24.
And analyzing the authentication information and the area code of the second wireless spread spectrum communication signal to obtain real-time position information of the train, and determining the running speed information of the train according to the position information in a period of time.
In the system, different information is carried on the vehicle-mounted optical network communication nodes arranged at different positions, and the ground network node through which the train passes is closed by utilizing the vehicle-mounted optical network communication node arranged at the last.
That is, the in-vehicle control center 11 may cause the first wireless communication signals transmitted from the other in-vehicle optical network communication nodes except the last in-vehicle optical network communication node to include the spread spectrum code and the train operation state information by transmitting the first control signal; and the first wireless communication signal sent by the last vehicle-mounted optical network communication node comprises a spread spectrum code and instruction information for closing the ground network node.
When the ground network node in the monitoring state monitors the instruction information for closing the ground network node sent by the vehicle-mounted optical network communication node, all the ground network nodes in the ground network node group 24 where the ground network node or the ground network node is positioned are converted from the monitoring state to the closing state.
In the running process of the train, the ground network nodes in front of the running of the train are always started through the train-ground auxiliary communication system, and the ground network nodes through which the train passes are closed, so that the train can be divided into different areas according to the monitoring states of the ground network nodes in the running direction of the train. As particularly shown in fig. 3.
Forming an activation zone in the interval from the ground network node N to the ground network node N+1; in the interval of n+1 to n+n, a communication area is constituted, and in the direction of N, N-1 … …, and in the direction of n+n, n+n+1 … …, a silence area is constituted.
According to the digital vehicle-mounted wireless communication system for the train, in the running process of the train, the communication process is limited below the train body, and the train is started before passing and is closed after passing, so that the safety of the whole communication system is ensured.
In this embodiment, the purpose of performing the ground auxiliary communication by using the spread spectrum communication is also to resist interference and enhance the security of the system. Interference rejection is one of the main characteristics of spread spectrum communications, for example, the signal spread spectrum width is 100 times, narrowband interference is basically ineffective, the strength of broadband interference is reduced by 100 times, and if the original interference strength is maintained, the total power is increased by 100 times, which is essentially difficult to achieve. Since signal reception requires spreading codes to perform a correlation despreading process, even if interference is performed with the same type of signal, the interference does not work due to the different correlations between different spreading codes without knowing the spreading code of the signal.
The spread spectrum communication mode has good concealment, because the signal is spread on a very wide frequency band, the power on a unit bandwidth is very small, namely, the power spectrum density of the signal is very low, the signal is submerged in white noise, other people are difficult to find the existence of the signal, in addition, the spread spectrum coding is unknown, the useful signal is difficult to pick up, and the very low power spectrum density also rarely causes interference to other telecommunication equipment.
The method can resist multipath interference by adopting a spread spectrum communication mode, the multipath interference resistance in wireless communication is a problem which is difficult to solve, and the receiving end can extract and separate the strongest useful signal from multipath signals by using a correlation technology by utilizing the correlation characteristic between spread spectrum codes, and can also add waveforms of the same code sequence from a plurality of paths to strengthen the waveforms, thereby achieving the effective multipath interference resistance.
The setup of the digital on-board wireless communication system for a train and the communication process will be described in detail with reference to an example of a specific application.
As shown in fig. 5, the basic model of the most common high-speed rail train at present is 8 sections of train bodies, and an on-board optical network communication node is arranged behind each section of train body, so n is taken as 7 in this example. The length of the vehicle body is typically 25 meters, that is to say the distance between two on-board optical network communication nodes is 25 meters. Here we approximate it to 24 meters for ease of computation.
As can be calculated from l=lx (1-1/n), the spacing between two adjacent ground network node groups 24 is 28 meters. When the high-speed rail moves forwards, a cursor with a step distance of 4 meters is formed between the vehicle-mounted network and the ground network, and 7 communication nodes on the vehicle can communicate with 7 nodes on the ground sequentially when the high-speed rail moves forwards every 28 meters.
When the first communication node 13_1 on the train communicates with the current ground network node n+1 that has been turned on, the current ground network node n+1 receives the first wireless spread spectrum communication signal (pn+train running status code) transmitted from the first communication node 13_1, and after verification, transmits the first wireless spread spectrum communication signal, authentication information of the current ground network node n+1, and the area code to the railway running control center 21 through the ground passive optical network 23 and the railway private communication network 22, so that the railway running control center 21 generates an activation instruction to control the turning on of the next ground network node N adjacent to the current ground network node n+1 and in the train running direction.
The ground network node n+1 will also transmit the train operation command code issued from the railway operation control center 21 during the interaction with the first communication node 13_1, so that the train receives the command during traveling. The ground network node n+1 transmits a wireless spread spectrum communication signal (pn+train operation instruction code), which is received by the first communication node 13_1 and reported to the in-vehicle control center 11.
And, while the first communication node 13_1 on the train communicates with the ground network node n+1, the last communication node 13_8 on the train also communicates with the ground network node n+7 that has already been turned on, and the train has already been turned off by the ground network node n+7 on the road section by transmitting the instruction information (pn+node-off instruction code) of turning off the ground network node carried in the first wireless spread spectrum communication signal.
When the train moves forward by 4 meters (one step distance L/N), the in-vehicle optical network communication node 13_7 will communicate with the ground network node N+6, and the in-vehicle optical network communication node 13_1 will be out of communication with the ground network node N+1;
when the train continues to move forward for 4 meters, the vehicle-mounted optical network communication node 13_6 is communicated with the ground node N+5, and the vehicle-mounted optical network communication node 13_7 is separated from communication with the ground node N+6; similarly, when the train travels forward for 28 meters, namely L, the vehicle-mounted optical network communication node 13_1 meets the ground network node N and communicates with the ground network node N (meanwhile, the vehicle-mounted optical network communication node 13_8 also communicates with the ground network node N+6 to enable the train to be closed through the ground network node N+7 on the road section), so that when the train travels forward for a distance L, the vehicle-mounted nodes 13_1 to 13_8 communicate with the ground nodes N to N+6 for 8 times, and the reliability of the system is greatly improved.
When the stride accuracy does not reach the accuracy required by the system, the stride may also be subdivided, as in the above example, l=28, l=24, n=7, with a stride of 4 meters. When the positioning precision is required to be 1 meter, three spread spectrum communication transceivers can be additionally arranged at positions of 1 meter, 2 meters and 3 meters behind each vehicle-mounted optical network communication node except 13_8, so that one communication machine is communicated with the ground network node every one meter when the train runs.
Therefore, the number of the vehicle-mounted optical network communication nodes can reach more than 28, and each time the train travels for L distances, the front 28 communication nodes on the train and the 7 nodes on the ground are communicated for 28 times, so that the positioning precision can be improved, and the communication reliability can be greatly improved.
The digital vehicle-mounted wireless spread spectrum communication system for the train provided by the embodiment of the invention can be used for authenticating a user, realizing accurate identification of train information, and intelligently controlling on-track communication nodes on the ground to be opened and closed according to the running condition of the train by the vehicle-mounted wireless spread spectrum communication system so as to prevent any illegal information from invading; the system is compatible with the existing train communication system, can be mutually backed up, increases reliability, can reliably work under any geographic condition, road condition and climate condition, adopts a data format of spread spectrum codes and plain codes to carry out data interaction with the ground along-track communication nodes and carry out signal transmission, realizes interaction of instructions, states and position information of the train and the ground, and completely meets the requirements of the running speed of the high-speed train on the communication speed.
Those of skill would further appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both, and that the various illustrative elements and steps are described above generally in terms of function in order to clearly illustrate the interchangeability of hardware and software. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
The steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied in hardware, in a software module executed by a processor, or in a combination of the two. The software modules may be disposed in Random Access Memory (RAM), memory, read Only Memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.
The foregoing description of the embodiments has been provided for the purpose of illustrating the general principles of the invention, and is not meant to limit the scope of the invention, but to limit the invention to the particular embodiments, and any modifications, equivalents, improvements, etc. that fall within the spirit and principles of the invention are intended to be included within the scope of the invention.
Claims (8)
1. A digital on-board wireless spread spectrum communication system for a train, the digital on-board wireless spread spectrum communication system comprising: the system comprises a vehicle-mounted control center, a vehicle-mounted passive optical network and a plurality of vehicle-mounted optical network communication nodes; the vehicle-mounted passive optical network comprises an Optical Line Terminal (OLT) and a plurality of Optical Network Units (ONU);
each vehicle-mounted optical network communication node is accessed to the vehicle-mounted passive optical network through an ONU, and is accessed to the vehicle-mounted control center through the OLT; each vehicle-mounted optical network communication node is provided with authentication information;
the vehicle-mounted control center sends out a first control signal so that the vehicle-mounted optical network communication node sends out a first wireless spread spectrum communication signal; the first wireless spread spectrum communication signal comprises a spread spectrum code of the vehicle-mounted optical network communication node; the spread spectrum code carries authentication information of the vehicle-mounted optical network communication node;
the vehicle-mounted optical network communication nodes are sequentially arranged at the bottom of the train according to the running direction of the train, and the radiation direction of the first wireless spread spectrum communication signals transmitted by the vehicle-mounted optical network communication nodes is downwards perpendicular to the running direction of the train so as to receive the first wireless spread spectrum communication signals by at least one of the ground network nodes;
the vehicle-mounted optical network communication nodes are arranged at equal intervals, and the interval l between two adjacent vehicle-mounted optical network communication nodes and the interval between two adjacent ground network nodes are in a functional relation;
the ground network nodes are in a plurality of groups, the groups are arranged at equal intervals, and the interval L between every two adjacent vehicle-mounted optical network communication nodes and the interval L between every two adjacent groups of ground network nodes meet l=LX (1-1/n); wherein n is the alignment times of the on-board optical network communication node and the ground network node group within the distance of the train movement L; the number of the vehicle-mounted optical network communication nodes is n+1; each group of ground network nodes at least comprises one ground network node;
the first wireless spread spectrum communication signal comprises a spread spectrum code of a vehicle-mounted optical network communication node, wherein the spread spectrum code carries authentication information of the vehicle-mounted optical network communication node and train running state information, and is used for authenticating the information of a train by a ground network node and completing interaction of the train running state information after authentication; the activation of the ground network node group is related to monitoring of a first wireless spread spectrum communication signal sent by a train-mounted optical network communication node.
2. The digitized vehicle-mounted wireless spread spectrum communication system of claim 1 wherein,
the vehicle-mounted optical network communication node receives a second wireless spread spectrum communication signal sent by the ground network node according to the vehicle-mounted optical network communication node, and sends the second wireless spread spectrum communication signal to the vehicle-mounted control center through the OLT; the second wireless spread spectrum communication signal comprises authentication information and an area code of the ground network node;
and the vehicle-mounted control center analyzes the authentication information and the area code to obtain real-time position information and/or running speed information of the train.
3. The digitized vehicle-mounted wireless spread spectrum communication system of claim 2 wherein said second wireless spread spectrum communication signal further comprises a plain code carrying instruction information.
4. The digitized vehicular wireless spread spectrum communication system of claim 1 wherein said vehicular optical network communication node specifically comprises a spread spectrum communication transceiver and antenna for accessing said ONU.
5. The digitized vehicle-mounted wireless spread spectrum communication system of claim 1, wherein the first wireless spread spectrum communication signal further comprises a plain code carrying train operational status information and/or instruction information.
6. The digitized vehicle-mounted wireless spread spectrum communication system of claim 5 wherein said first wireless spread spectrum communication signal has a coding structure comprised of a spreading code of a first number of bits plus a plain code of a second number of bits.
7. The digitized vehicular wireless spread spectrum communication system of claim 6 wherein said vehicular optical network communication nodes, except for the last one, transmit a first wireless spread spectrum communication signal comprising a spread spectrum code and train operation status information;
the first wireless spread spectrum communication signal sent by the last vehicle-mounted optical network communication node comprises a spread spectrum code and instruction information; the instruction information is the instruction information for closing the ground network node.
8. The digitized vehicular wireless spread spectrum communication system of claim 1 or 4 wherein the number of spread spectrum communication transceivers comprised by one of said vehicular optical network communication nodes is determined by a positioning accuracy parameter of said train; wherein, each vehicle-mounted optical network communication node comprises a plurality of spread spectrum communication transceivers which are arranged at equal intervals.
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| PCT/CN2018/110507 WO2019214162A1 (en) | 2018-05-08 | 2018-10-16 | Digital on-board wireless spread-spectrum communication system for train |
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| CN112685864B (en) * | 2020-12-25 | 2024-03-29 | 长安大学 | Double-layer high-speed rail dependent network construction method and system based on reality destruction factors |
| CN114629540B (en) * | 2022-03-01 | 2024-01-23 | 西安航天动力技术研究所 | Communication networking system of carrier system under field non-support condition |
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