CN108924732B - High-speed rail user equipment positioning method and device - Google Patents

High-speed rail user equipment positioning method and device Download PDF

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Publication number
CN108924732B
CN108924732B CN201710283725.XA CN201710283725A CN108924732B CN 108924732 B CN108924732 B CN 108924732B CN 201710283725 A CN201710283725 A CN 201710283725A CN 108924732 B CN108924732 B CN 108924732B
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China
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frequency offset
interval
speed rail
rru
speed
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CN201710283725.XA
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Chinese (zh)
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CN108924732A (en
Inventor
邓也
许平
古莉姗
宫晓强
孙鉴
牛春
王健
秘俊杰
张雪珍
Original Assignee
中国移动通信集团设计院有限公司
中国移动通信集团公司
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Priority to CN201710283725.XA priority Critical patent/CN108924732B/en
Publication of CN108924732A publication Critical patent/CN108924732A/en
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    • HELECTRICITY
    • H04ELECTRIC COMMUNICATION TECHNIQUE
    • H04WWIRELESS COMMUNICATION NETWORKS
    • H04W4/00Services specially adapted for wireless communication networks; Facilities therefor
    • H04W4/02Services making use of location information
    • H04W4/025Services making use of location information using location based information parameters
    • H04W4/027Services making use of location information using location based information parameters using movement velocity, acceleration information
    • HELECTRICITY
    • H04ELECTRIC COMMUNICATION TECHNIQUE
    • H04WWIRELESS COMMUNICATION NETWORKS
    • H04W64/00Locating users or terminals or network equipment for network management purposes, e.g. mobility management

Abstract

The invention discloses a method and a device for positioning high-speed rail user equipment, wherein the method comprises the following steps: acquiring frequency offset data of high-speed rail UE (user equipment) acquired by each RRU (remote radio unit) in a target cell; determining an interval where the high-speed rail UE is located based on the obtained frequency offset data and the tower where each RRU is located; determining a section in the interval where the high-speed rail UE is located based on the acquired frequency offset data and a frequency offset fingerprint database corresponding to the interval where the high-speed rail UE is located; the frequency offset fingerprint database comprises: and the corresponding relation preset in each section in the interval is the corresponding relation between each RRU in the target cell and the frequency offset range. The method and the device have the advantages that the interval and the section are divided twice for the high-speed rail private network cell, and the acquired frequency deviation data acquired by different RRUs are matched with the predetermined frequency deviation fingerprint database, so that the specific section of the interval where the high-speed rail UE is located is determined, and the positioning accuracy of the high-speed rail UE is improved.

Description

High-speed rail user equipment positioning method and device
Technical Field
The invention relates to the technical field of communication, in particular to a high-speed rail user equipment positioning method and device.
Background
In recent years, high-speed rails have gradually become the first choice for people to go out by virtue of the characteristics of high speed, convenience and the like. And each communication operator establishes a high-speed rail private network for the high-speed rail to provide communication guarantee for the high-speed rail users.
In a high-speed rail private network scene, if high-speed rail cell construction is performed according to the base station density and the coverage area of a public network, the time for a high-speed moving train to pass through a switching area between cells may be less than the minimum time delay of cell switching, so that the service of high-speed rail User Equipment (UE) is interrupted; or the train moving at high speed passes through the coverage area of a plurality of cells in short time, so that frequent cell switching is caused, the throughput of the high-speed rail UE is reduced, even the service is interrupted, and the overall performance of the high-speed rail private network is influenced. In order to reduce the influence of inter-cell switching on the high-speed rail UE in the high-speed rail private network, the inter-cell switching frequency of the high-speed rail UE is reduced by building the inter-cell in the high-speed rail private network in a mode of combining multi-tower multi-Radio Remote Units (RRUs), namely, a single cell generally consists of 4-6 towers, and each tower is provided with 2 RRUs.
Fig. 1 is a schematic diagram of a high-speed rail private network cell, where a logic Base station of the high-speed rail private network cell is composed of a Base Band Unit (BBU) and 8 RRUs connected to the BBU, and in a downlink direction, the logic Base station of the high-speed rail private network cell belongs to multi-station co-frequency diversity transmission, and a transmission signal of each RRU is the same, and a high-speed rail UE can obtain a reception gain in a common coverage area of different RRUs in the same cell, so as to enhance a reception effect of a downlink signal; in the uplink direction, the logic base station of the high-speed rail private network cell belongs to multi-path reception, when the high-speed rail UE is in the common coverage area of different RRUs in the same cell, uplink signals of the high-speed rail UE are simultaneously received by the antennas of the RRUs corresponding to the common coverage area, after receiving data are transmitted to the BBU, the baseband processing board of the BBU completes multi-path data merging and diversity reception, and therefore uplink receiving sensitivity and interference resistance are improved.
The existing high-speed rail UE positioning technology comprises the following steps 1 to 3:
step 1: according to the high-speed rail line parameters (such as longitude and latitude, antenna coverage indexes, direction angles, hanging high parameters and the like) and the propagation model, obtaining signal coverage index values (including main adjacent cell coverage field intensity) of the whole high-speed rail line, and establishing a coverage index fingerprint library;
step 2: acquiring the coverage field intensity of a main adjacent cell carried in a Measurement Report (MR) reported by high-speed rail UE;
and step 3: and matching the coverage field intensity of the main adjacent cell carried by the MR with the coverage field intensity of the main adjacent cell in a coverage index fingerprint database according to a cosine matching algorithm, wherein the position corresponding to the matched fingerprint is the positioning position of the UE.
Therefore, the existing high-speed rail UE positioning technology can only position the high-speed rail UE at a cell level, namely can only position which cell the high-speed rail UE belongs to, and the existing high-speed rail cell is built in a multi-tower multi-RRU combination mode, a single cell spans 3-6 towers and covers 3-6 KM along the line, and the specific position of the high-speed rail UE cannot be positioned in the high-speed rail cell (3-6 KM).
In addition, the existing high-speed rail UE positioning technology has the problems that low-speed UE residing in a high-speed rail private network is mistaken for positioning the high-speed rail UE, and due to the fact that the existing technology mainly relies on MR matching, the existing network reports MR acquisition in a non-real-time mode, a certain time delay exists, and the MR acquisition is not completed and then full data is archived (the existing network generally samples MR according to 8-12), MR reported by the high-speed rail UE can be deleted in the sampling process, and the positioning of the high-speed rail UE is inaccurate.
Disclosure of Invention
In view of the above problems, the present invention provides a method and an apparatus for positioning a high-speed railway user equipment, which overcome the above problems or at least partially solve the above problems.
In a first aspect, the present invention provides a method for positioning a high-speed rail user equipment, including:
acquiring frequency offset data of high-speed rail User Equipment (UE) acquired by each RRU in a target cell;
determining an interval where the high-speed rail UE is located based on the obtained frequency offset data and the tower where each RRU is located; the interval is formed by an area between adjacent towers in the target cell;
determining a section in the interval in which the high-speed rail UE is located based on the acquired frequency offset data and a frequency offset fingerprint database corresponding to the interval in which the high-speed rail UE is located; the section is obtained by dividing the interval based on a preset section division rule; the frequency offset fingerprint database comprises: and the corresponding relation preset in each section in the interval is the corresponding relation between each RRU in the target cell and the frequency offset range.
Optionally, the determining an interval in which the high-speed rail UE is located based on the obtained frequency offset data and the tower in which each RRU is located includes:
determining each target RRU for acquiring the frequency offset data based on the acquired frequency offset data;
determining each target tower where each target RRU is located based on a preset corresponding relation between the RRUs and the tower;
and determining the interval of the high-speed rail UE based on the target towers and the corresponding relation between the preset interval and the towers.
Optionally, the determining, based on the obtained frequency offset data and a frequency offset fingerprint database corresponding to the interval in which the high-speed rail UE is located, a section in the interval in which the high-speed rail UE is located includes:
determining each target frequency offset range in which the obtained frequency offset data is located based on the corresponding relation between each RRU in the target cell and the frequency offset range preset in each section in the frequency offset fingerprint database;
and determining the section in the interval where the high-speed rail UE is located based on the target frequency offset ranges.
Optionally, the frequency offset fingerprint database includes: the preset corresponding relationship of each section in the interval, where the corresponding relationship is the corresponding relationship between each RRU in the target cell and the frequency offset range, includes:
the corresponding relation between each RRU in the target cell and the frequency offset range is determined by the following formula:
wherein, Δ f is frequency offset; theta is an angle between the moving direction of the high-speed rail UE and the propagation direction of the high-speed rail UE transmitting signals to the RRU; when theta is an obtuse angle, taking the angle of minus'; when theta is a non-obtuse angle, taking a plus sign; v is train speed; c is the electromagnetic wave propagation speed; f is the carrier frequency of the high-speed rail UE transmission signal.
Optionally, the dividing the interval based on a preset segment division rule includes:
based on the frequency offset acquisition period of the RRU and the preset train speed per hour, the interval is divided, and the length of each section obtained after division is as follows: the RRU acquires the frequency offset, wherein the frequency offset period is multiplied by the preset train speed per hour multiplied by K, K is a preset constant, and K is larger than 0.
In a second aspect, the present invention further provides a positioning apparatus for a high-speed rail user equipment, including:
the acquiring unit is used for acquiring frequency offset data of the high-speed rail user equipment UE acquired by each RRU in the target cell;
a first determining unit, configured to determine, based on the obtained frequency offset data and the tower where each RRU is located, an interval where the high-speed rail UE is located; the interval is formed by an area between adjacent towers in the target cell;
a second determining unit, configured to determine, based on the obtained frequency offset data and a frequency offset fingerprint database corresponding to the interval in which the high-speed rail UE is located, a section in the interval in which the high-speed rail UE is located; the section is obtained by dividing the interval based on a preset section division rule; the frequency offset fingerprint database comprises: and the corresponding relation preset in each section in the interval is the corresponding relation between each RRU in the target cell and the frequency offset range.
Optionally, the first determining unit is specifically configured to:
determining each target RRU for acquiring the frequency offset data based on the acquired frequency offset data;
determining each target tower where each target RRU is located based on a preset corresponding relation between the RRUs and the tower;
and determining the interval of the high-speed rail UE based on the target towers and the corresponding relation between the preset interval and the towers.
Optionally, the second determining unit is specifically configured to:
determining each target frequency offset range in which the obtained frequency offset data is located based on the corresponding relation between each RRU in the target cell and the frequency offset range preset in each section in the frequency offset fingerprint database;
and determining the section in the interval where the high-speed rail UE is located based on the target frequency offset ranges.
Optionally, the frequency offset fingerprint database includes: the preset corresponding relationship of each section in the interval, where the corresponding relationship is the corresponding relationship between each RRU in the target cell and the frequency offset range, includes:
the corresponding relation between each RRU in the target cell and the frequency offset range is determined by the following formula:
wherein, Δ f is frequency offset; theta is an angle between the moving direction of the high-speed rail UE and the propagation direction of the high-speed rail UE transmitting signals to the RRU; when theta is an obtuse angle, taking the angle of minus'; when theta is a non-obtuse angle, taking a plus sign; v is train speed; c is the electromagnetic wave propagation speed; f is the carrier frequency of the high-speed rail UE transmission signal.
Optionally, the segment is obtained by dividing the interval based on a preset segment division rule, and includes:
based on the frequency offset acquisition period of the RRU and the preset train speed per hour, the interval is divided, and the length of each section obtained after division is as follows: the RRU acquires the frequency offset, wherein the frequency offset period is multiplied by the preset train speed per hour multiplied by K, K is a preset constant, and K is larger than 0.
According to the method and the device for positioning the high-speed rail user equipment, the high-speed rail private network cell is divided into the intervals and the sections twice, and the acquired frequency deviation data acquired by different RRUs are matched with the predetermined frequency deviation fingerprint database, so that the specific section of the interval where the high-speed rail UE is located is determined, and the positioning accuracy of the high-speed rail UE is improved.
Further, compared with the prior art, the positioning method and the positioning device for the high-speed rail user equipment improve the positioning real-time performance of the high-speed rail UE: the prior art mainly depends on MR matching, but a certain time delay exists in non-real-time report of MR acquisition, and the method and the device realize the positioning of the high-speed rail UE according to the frequency offset data (the sampling period can reach 5ms at most) acquired by the RRU in real time, so that the positioning real-time performance of the high-speed rail UE is improved.
Further, compared with the prior art, the positioning method and the positioning device for the high-speed rail user equipment improve the positioning integrity of the high-speed rail UE: in the prior art, MR matching is mainly relied on, and MR is reported according to the system load condition after MR acquisition is completed, part of MRs may not be reported due to high system load, and the MR reported by high-speed rail UE may be deleted in the sampling process. The method and the device realize the positioning of the high-speed rail UE according to the frequency offset data acquired by the RRU in real time, and improve the positioning integrity of the high-speed rail UE.
Further, compared with the prior art, the positioning method and the positioning device for the high-speed rail user equipment improve the positioning accuracy of the high-speed rail UE: in the prior art, the accuracy of the working parameters and the propagation model along the high-speed rail is too depended, and once deviation occurs in the simulation stage, a large error occurs in the later positioning; in addition, in the prior art, the high-speed rail UE and the low-speed UE are not considered to be distinguished, and the low-speed UE which is mistakenly accessed to the private network of the high-speed rail is positioned only by covering the signal intensity, so that part of the low-speed UE is also positioned by the identity of the high-speed rail UE. The method and the device utilize the Doppler frequency shift principle, and consider that the moving speed of the low-speed UE is low, and the frequency offset generated by the low-speed UE is almost zero, so that the low-speed UE is directly excluded from the acquisition range, and the positioning accuracy of the high-speed UE is improved.
Drawings
Fig. 1 is a schematic diagram of a high-speed rail private network cell;
fig. 2 is a flowchart of a high-speed rail ue positioning method according to a first embodiment of the present invention;
fig. 3 is a schematic diagram illustrating a high-speed rail private network cell division according to a first embodiment of the present invention;
fig. 4 is a schematic diagram of a high-speed rail user equipment in an interval 1 according to a first embodiment of the present invention;
fig. 5 is a schematic diagram of a high-speed rail ue in an interval 2 according to a first embodiment of the present invention;
fig. 6 is a schematic diagram of a high-speed rail user equipment in an interval 3 according to a first embodiment of the present invention;
fig. 7 is a schematic diagram of a high-speed rail user equipment in an interval 4 according to a first embodiment of the present invention;
fig. 8 is a schematic structural diagram of a positioning apparatus for a high-speed rail user equipment according to a second embodiment of the present invention;
fig. 9 is a schematic structural diagram of a positioning apparatus for a high-speed rail user equipment according to a third embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some embodiments, but not all embodiments, of the present invention.
It should be noted that, in this document, relational terms such as "first" and "second", and the like are used only to distinguish the same names, and do not imply a relationship or order between the names.
The high-speed movement of the train can cause the frequency of a signal received by a receiving end (high-speed railway UE or RRU) to change, and the size and speed of the frequency change are related to the speed of the train. For the receiving end, it is equivalent to modulate the original received signal with a time-varying frequency.
The Doppler frequency offset calculation of the train is given by the following formula:
wherein f isdDoppler frequency offset of the train; theta is an included angle between the moving direction of the high-speed rail UE and the signal propagation direction; v is train speed; c is the electromagnetic wave propagation speed; f is carrier frequency, f corresponds to uplink transmitting frequency when calculating uplink Doppler shift, f corresponds to downlink transmitting frequency when calculating downlink Doppler shift,for the LTE TDD system, the uplink transmission frequency is the same as the downlink transmission frequency.
For the uplink receiving end (i.e., RRU), when the high-speed rail UE moves away from the base station, f is generateddAnd frequency offset, wherein the frequency received by the RRU is:
(f0-fd)-fd=f0-2fd
for the uplink receiving end (i.e., RRU), when the high-speed rail UE moves close to the base station, the + f is generateddAnd frequency offset, wherein the frequency received by the RRU is:
(f0+fd)+fd=f0+2fd
when the train speed v and the carrier frequency f are determined, f is 0 degree or 180 degrees when thetadAnd max.
At present, all communication equipment manufacturers solve the problem of Doppler frequency shift through an automatic frequency correction technology, and the principle of the automatic frequency correction technology is to measure and calculate frequency shift caused by high-speed movement rapidly, compensate Doppler effect and improve the stability of a wireless link, so that the demodulation performance is improved. The automatic frequency correction technique includes: the initial deviation correction and the continuous deviation correction are specifically described as follows:
initial rectification: the initial deviation correction is that when the UE performs random access, the base station detects the frequency deviation of the accessed UE through the random access preamble and performs deviation correction. After the initial deskew, the UE may transmit access signaling on a Physical Uplink Shared CHannel (PUSCH).
Continuously correcting deviation: and the continuous deviation correction is that after the UE accesses the network, the base station carries out frequency deviation estimation according to the pilot signal of the UE, and the obtained frequency deviation is used as the continuous input of the UE frequency correction.
Initial deskewing is a course of coarse tuning, while continuous deskewing is a course of fine tuning. When the fine tuning cannot effectively track the frequency shift due to sudden change of the channel of the UE having access to the network, continuous decoding failure may occur to the uplink data. At this time, the base station will perform frequency shift search again to ensure correct demodulation and decoding of uplink data. And the base station carries out frequency offset estimation according to the frequency of the received uplink signal, and then carries out frequency correction on the frequency offset signal, thereby improving the demodulation performance of the uplink signal.
For overlapping areas covered by different RRUs in the same cell of the high-speed rail private network, an uplink signal of the high-speed rail UE is received by each RRU corresponding to the overlapping areas in the moving process, and certain frequency offset is achieved. The embodiment of the invention establishes the frequency offset fingerprint database by using the technical characteristic, and further matches the frequency offset data acquired by the RRU with the frequency offset fingerprint database so as to perform positioning judgment on the UE.
In summary, in fig. 1, different RRUs governed by BBU receive different frequency offset data reported by the high-speed rail UE, and the embodiment of the present invention performs frequency offset fingerprint database matching on the different frequency offset data to obtain a specific location where the high-speed rail UE is located, so as to achieve the purpose of positioning the high-speed rail UE.
As shown in fig. 2, the embodiment discloses a method for positioning a high-speed rail user equipment, which may include the following steps 201 to 203:
201. acquiring frequency offset data of User Equipment (UE) of a high-speed rail, which is acquired by Radio Remote Unit (RRU) in a target cell.
202. Determining an interval where the high-speed rail UE is located based on the obtained frequency offset data and the tower where each RRU is located; the interval is constituted by an area between adjacent towers in the target cell.
As shown in fig. 3, the high-speed rail private network cell has 4 towers, each tower is equipped with 2 RRUs, then the interval is formed by the area between adjacent towers in the cell, the area between tower 1 and adjacent tower in another cell in fig. 3 forms interval 1, the area between tower 1 and tower 2 forms interval 2, the area between tower 2 and tower 3 forms interval 3, the area between tower 3 and tower 4 forms interval 4, and the corresponding relationship between towers and RRUs is also determined, for example, tower 1 corresponds to RRU1 and RRU 2.
As shown in fig. 4, when the train runs from left to right and the high-speed railway UE is in the interval 1, the RRUs on the tower 1 and the tower 2 acquire frequency offset data of the high-speed railway UE, and specifically, the RRU1 and the RRU3 acquire frequency offset data of the high-speed railway UE. Accordingly, in step 202, when it is determined that the RRU1 and the RRU3 acquire frequency offset data of the high-speed UE, it may be determined that the high-speed UE is in the interval 1 because the RRU1 is located at the tower 1 and the RRU2 is located at the tower 2.
As shown in fig. 5, when the train runs in the left-to-right direction and the high-speed railway UE is in the section 2, the RRUs on the towers 1, 2 and 3 collect frequency offset data of the high-speed railway UE, and specifically, the RRU2, the RRU3 and the RRU5 collect frequency offset data of the high-speed railway UE. Accordingly, in step 202, when it is determined that the RRU2, the RRU3, and the RRU5 acquire frequency offset data of the high-speed rail UE, it may be determined that the high-speed rail UE is in the interval 2 because the RRU2 is located in the tower 1, the RRU3 is located in the tower 2, and the RRU5 is located in the tower 3.
As shown in fig. 6, when the train runs in the left-to-right direction and the high-speed railway UE is in the section 3, the RRUs on the tower 1, the tower 2, the tower 3 and the tower 4 acquire frequency offset data of the high-speed railway UE, and specifically, the RRU2, the RRU4, the RRU5 and the RRU7 acquire frequency offset data of the high-speed railway UE. Accordingly, in step 202, when it is determined that the RRU2, the RRU4, the RRU5 and the RRU7 acquire frequency offset data of the high-speed UEs, the RRU2 is located in tower 1, the RRU4 is located in tower 2, the RRU5 is located in tower 3, and the RRU7 is located in tower 4, so that the high-speed UEs can be determined to be in the interval 3.
As shown in fig. 7, when the train runs in the left-to-right direction and the high-speed railway UE is in the section 4, the RRUs on the towers 2, 3 and 4 collect frequency offset data of the high-speed railway UE, and specifically, the RRU4, the RRU6 and the RRU7 collect frequency offset data of the high-speed railway UE. Accordingly, in step 202, when it is determined that the RRU4, the RRU6, and the RRU7 acquire frequency offset data of the high-speed rail UE, since the RRU4 is located at the tower 2, the RRU6 is located at the tower 3, and the RRU7 is located at the tower 4, it may be determined that the high-speed rail UE is in the interval 4.
As can be seen, step 202 specifically includes: and determining the interval of the high-speed rail UE based on each RRU for acquiring frequency offset data and the tower where each RRU is located according to the corresponding relation between the preset interval and the tower.
203. Determining a section in the interval in which the high-speed rail UE is located based on the acquired frequency offset data and a frequency offset fingerprint database corresponding to the interval in which the high-speed rail UE is located; the section is obtained by dividing the interval based on a preset section division rule; the frequency offset fingerprint database comprises: and the corresponding relation preset in each section in the interval is the corresponding relation between each RRU in the target cell and the frequency offset range.
In this embodiment, the interval is further divided into a plurality of sections, the length of each section is, for example, any value of 100 to 150 meters, a frequency offset fingerprint database corresponding to each interval is established in advance, and the frequency offset fingerprint database includes: and the corresponding relation preset in each section in the interval is the corresponding relation between each RRU in the cell and the frequency offset range. Specifically, when the high-speed rail UE is in different positions of a certain section, frequency offset data acquired by the RRU are different, so that the same section corresponds to a specific frequency offset range, and the specific frequency offset range can be determined by hard acquisition of the frequency offset data with latitude and longitude and combining with the high-speed rail on-line parameters and the antenna parameters, and can be determined in other ways as long as the specific frequency offset range corresponding to the same section can be determined.
Therefore, the method for positioning the high-speed rail user equipment, disclosed by the embodiment, can position the high-speed rail UE to a sector level based on the frequency offset data of the high-speed rail UE acquired by the multiple RRUs and finally positioning the high-speed rail UE, and the positioning accuracy can reach 100-150 meters between towers.
Further, the method for positioning the high-speed rail user equipment disclosed in this embodiment performs two divisions of an interval and a section on a cell of a private network for the high-speed rail, and matches the acquired frequency offset data acquired by different RRUs with a predetermined frequency offset fingerprint database, so as to determine a specific section of the interval in which the high-speed rail UE is located, and improve the positioning accuracy of the high-speed rail UE.
Further, compared with the prior art, the positioning method for the high-speed rail user equipment disclosed in this embodiment improves the positioning real-time performance of the high-speed rail UE: in the prior art, MR matching is mainly relied on, but a certain time delay exists in non-real-time report of MR acquisition, and the method realizes the positioning of the high-speed rail UE according to frequency offset data (the sampling period can reach 5ms at most) acquired by the RRU in real time, so that the positioning real-time performance of the high-speed rail UE is improved.
Further, compared with the prior art, the positioning method for the high-speed rail user equipment disclosed in this embodiment improves the positioning integrity of the high-speed rail UE: in the prior art, MR matching is mainly relied on, and MR is reported according to the system load condition after MR acquisition is completed, part of MRs may not be reported due to high system load, and the MR reported by high-speed rail UE may be deleted in the sampling process. The method realizes the positioning of the high-speed rail UE according to the frequency offset data acquired by the RRU in real time, and improves the positioning integrity of the high-speed rail UE.
Further, compared with the prior art, the positioning method for the high-speed rail user equipment disclosed in this embodiment improves the positioning accuracy of the high-speed rail UE: in the prior art, the accuracy of the working parameters and the propagation model along the high-speed rail is too depended, and once deviation occurs in the simulation stage, a large error occurs in the later positioning; in addition, in the prior art, the high-speed rail UE and the low-speed UE are not considered to be distinguished, and the low-speed UE which is mistakenly accessed to the private network of the high-speed rail is positioned only by covering the signal intensity, so that part of the low-speed UE is also positioned by the identity of the high-speed rail UE. The method utilizes the Doppler frequency shift principle, and considers that the low-speed UE has low moving speed and the frequency offset generated by the low-speed UE is almost zero, so that the low-speed UE is directly excluded from the acquisition range, and the positioning accuracy of the high-speed UE is improved.
In a specific example, the step 202 "determining an interval where the high-speed rail UE is located based on the obtained frequency offset data and the tower where each RRU is located" specifically includes the following steps 2021 to 2023, which are not shown in fig. 2:
2021. determining each target RRU for acquiring the frequency offset data based on the acquired frequency offset data;
2022. determining each target tower where each target RRU is located based on a preset corresponding relation between the RRUs and the tower;
2023. and determining the interval of the high-speed rail UE based on the target towers and the corresponding relation between the preset interval and the towers.
As shown in fig. 4, step 2021 may determine that the RRUs acquiring the frequency offset data are RRU1 and RRU 2; step 2021 may determine that RRU1 and RRU2 are located in towers column 1 and column 2, respectively; step 2023 determines that the section where the high-speed rail UE is located is section 1, based on the correspondence between the sections and the towers, where section 1 corresponds to tower 1 and tower 2 in this embodiment.
As shown in fig. 5, step 2021 may determine that the RRUs acquiring the frequency offset data are RRU2, RRU3, and RRU 5; step 2021 may determine that RRU2, RRU3, and RRU5 are located in towers column 1, column 2, and column 3, respectively; step 2023 is based on the correspondence between the section and the tower, and if the section 2 corresponds to the tower 1, the tower 2, and the tower 3 in this embodiment, it is determined that the section where the high-speed rail UE is located is the section 2.
As shown in fig. 6, step 2021 may determine that the RRUs acquiring the frequency offset data are RRU2, RRU4, RRU5, and RRU 7; step 2021 may determine that RRU2, RRU4, RRU5, and RRU7 are located in towers column 1, column 2, column 3, and column 4, respectively; step 2023 is based on the correspondence between the sections and the towers, and if the section 3 corresponds to tower 1, tower 2, tower 3, and tower 4 in this embodiment, it is determined that the section where the high-speed rail UE is located is the section 3.
As shown in fig. 7, step 2021 may determine that the RRUs acquiring the frequency offset data are RRU4, RRU6, and RRU 7; step 2021 may determine that RRU4, RRU6, and RRU7 are located in towers column 2, column 3, and column 4, respectively; step 2023 is based on the correspondence between the section and the tower, and if the section 4 corresponds to the tower 2, the tower 3, and the tower 4 in this embodiment, it is determined that the section where the high-speed rail UE is located is the section 4.
In a specific example, the step 203 of "determining a section in the interval in which the high-speed railway UE is located based on the obtained frequency offset data and the frequency offset fingerprint database corresponding to the interval in which the high-speed railway UE is located" specifically includes the following steps 2031 and 2032 that are not shown in fig. 2:
2031. determining each target frequency offset range in which the obtained frequency offset data is located based on the corresponding relation between each RRU in the target cell and the frequency offset range preset in each section in the frequency offset fingerprint database;
2032. and determining the section in the interval where the high-speed rail UE is located based on the target frequency offset ranges.
In this embodiment, as shown in fig. 4, if the interval 1 includes 8 sections, the correspondence between each RRU and the frequency offset range preset in the section 3 is, for example, that the RRU1 corresponds to the frequency offset range 1 and the RRU3 corresponds to the frequency offset range 3; if it is determined in step 2031 that the frequency offset data acquired by the RRU1 is in the frequency offset range 1 and the frequency offset data acquired by the RRU3 is in the frequency offset range 3; it is determined in step 2032 that the high-speed rail UE is in section 3 of interval 1.
In a specific example, the frequency offset fingerprint database of step 203 includes: a preset corresponding relationship between each section in the interval and the frequency offset range, where the corresponding relationship is a corresponding relationship between each RRU in the target cell and the frequency offset range, specifically includes:
the corresponding relation between each RRU in the target cell and the frequency offset range is determined by the following formula:
wherein, Δ f is frequency offset; theta is an angle between the moving direction of the high-speed rail UE and the propagation direction of the high-speed rail UE transmitting signals to the RRU; when theta is an obtuse angle, taking the angle of minus'; when theta is a non-obtuse angle, taking a plus sign; v is train speed; c is the propagation speed of electromagnetic wave, c is 3 × 108m/s; f is the carrier frequency of the high-speed rail UE transmission signal.
As shown in fig. 4, if the high-speed rail UE is just switched into the target cell, that is, the high-speed rail UE is in the interval 1, the RRU1 and the RRU3 acquire frequency offset data of the high-speed rail UE, divide the interval 1 into a plurality of sections, determine, for each section, frequency offsets corresponding to each RRU under different θ according to the following formula, and finally obtain a correspondence relationship between each RRU in the target cell and a frequency offset range preset in each section:
wherein, Δ fRRU 1-UE (Interval 1-N)Represents frequency offset data collected by the RRU1 when the high-speed rail UE is in the nth section of the interval 1; thetaRRU 1-UE (Interval 1-N)Represents the angle between the moving direction of the high-speed rail UE and the propagation direction of the high-speed rail UE transmitting signal to the RRU1 when the high-speed rail UE is in the nth zone of the interval 1, and the skilled person can understand that θ isRRU 1-UE (Interval 1-N)Is a variable, N is a variable, and N is a positive integer not exceeding the number of segments.
As shown in fig. 5, if the high-speed rail UE enters between tower 1 and tower 2, that is, the high-speed rail UE is in the interval 2, the RRU2, the RRU3, and the RRU5 acquire frequency offset data of the high-speed rail UE, divide the interval 2 into a plurality of sections, determine, for each section, a frequency offset corresponding to each RRU under different θ according to the following formula, and finally obtain a correspondence relationship between each RRU in the target cell and a frequency offset range preset in each section:
as shown in fig. 6, if the high-speed rail UE enters between tower 2 and tower 3, that is, the high-speed rail UE is located in the interval 3, the RRU2, the RRU4, the RRU5, and the RRU7 acquire frequency offset data of the high-speed rail UE, divide the interval 3 into a plurality of sections, determine, for each section, a frequency offset corresponding to each RRU in different θ according to the following formula, and finally obtain a correspondence relationship between each RRU in the target cell and a frequency offset range preset in each section:
in a specific example, the "dividing the interval based on the preset segment division rule" in step 203 includes:
based on the frequency offset acquisition period of the RRU and the preset train speed per hour, the interval is divided, and the length of each section obtained after division is as follows: the RRU acquires the frequency offset, wherein the frequency offset period is multiplied by the preset train speed per hour multiplied by K, K is a preset constant, and K is larger than 0.
In this embodiment, it is considered that the minimum period of the frequency offset collected by the existing network communication equipment manufacturer RRU is 5ms, and if the train runs at a speed of 250KM/H per hour, the minimum distance in each section may be subdivided into 250KM/H × 5ms which is 0.35 m. In practical application positioning, the positioning is not required to be so fine, so that the embodiment preliminarily suggests that each section is divided according to 100-150 meters.
As shown in fig. 8, the present embodiment discloses a high-speed rail user equipment positioning apparatus, which may include the following units: an acquisition unit 81, a first determination unit 82, and a second determination unit 83, each of which is specifically described as follows:
an obtaining unit 81, configured to obtain frequency offset data of the high-speed rail user equipment UE, which is acquired by each RRU in the target cell;
a first determining unit 82, configured to determine, based on the obtained frequency offset data and the tower where each RRU is located, an interval where the high-speed rail UE is located; the interval is formed by an area between adjacent towers in the target cell;
a second determining unit 83, configured to determine, based on the obtained frequency offset data and a frequency offset fingerprint library corresponding to the interval in which the high-speed rail UE is located, a section in the interval in which the high-speed rail UE is located; the section is obtained by dividing the interval based on a preset section division rule; the frequency offset fingerprint database comprises: and the corresponding relation preset in each section in the interval is the corresponding relation between each RRU in the target cell and the frequency offset range.
The positioning apparatus for high-speed rail user equipment disclosed in this embodiment may implement the method flow shown in fig. 2, and therefore, for specific descriptions and effects of the units in this embodiment, reference is made to the method embodiment shown in fig. 2, which is not described again in this embodiment.
In a specific example, the first determining unit 82 is specifically configured to:
determining each target RRU for acquiring the frequency offset data based on the acquired frequency offset data;
determining each target tower where each target RRU is located based on a preset corresponding relation between the RRUs and the tower;
and determining the interval of the high-speed rail UE based on the target towers and the corresponding relation between the preset interval and the towers.
In a specific example, the second determining unit 83 is specifically configured to:
determining each target frequency offset range in which the obtained frequency offset data is located based on the corresponding relation between each RRU in the target cell and the frequency offset range preset in each section in the frequency offset fingerprint database;
and determining the section in the interval where the high-speed rail UE is located based on the target frequency offset ranges.
In a specific example, the frequency offset fingerprint database includes: the preset corresponding relationship of each section in the interval, where the corresponding relationship is the corresponding relationship between each RRU in the target cell and the frequency offset range, includes:
the corresponding relation between each RRU in the target cell and the frequency offset range is determined by the following formula:
wherein, Δ f is frequency offset; theta is an angle between the moving direction of the high-speed rail UE and the propagation direction of the high-speed rail UE transmitting signals to the RRU; when theta is an obtuse angle, taking the angle of minus'; when theta is a non-obtuse angle, taking a plus sign; v is train speed; c is the electromagnetic wave propagation speed; f is the carrier frequency of the high-speed rail UE transmission signal.
In a specific example, the segment is obtained by dividing the interval based on a preset segment division rule, and includes:
based on the frequency offset acquisition period of the RRU and the preset train speed per hour, the interval is divided, and the length of each section obtained after division is as follows: the RRU acquires the frequency offset, wherein the frequency offset period is multiplied by the preset train speed per hour multiplied by K, K is a preset constant, and K is larger than 0.
Therefore, the positioning device for the user equipment in the high-speed rail disclosed by the embodiment performs two divisions of intervals and sections on the cell of the private network in the high-speed rail, and matches the acquired frequency offset data acquired by different RRUs with the predetermined frequency offset fingerprint database, so that the specific section of the interval in which the high-speed rail UE is located is determined, and the positioning accuracy of the high-speed rail UE is improved.
Further, the positioning device for the high-speed rail user equipment disclosed in the embodiment improves the positioning real-time performance of the high-speed rail UE compared with the prior art: in the prior art, MR matching is mainly relied on, but a certain time delay exists in non-real-time report of MR acquisition, and the method realizes the positioning of the high-speed rail UE according to frequency offset data (the sampling period can reach 5ms at most) acquired by the RRU in real time, so that the positioning real-time performance of the high-speed rail UE is improved.
Further, the positioning apparatus for high-speed rail UE disclosed in the embodiment improves the positioning integrity of the high-speed rail UE, compared with the prior art: in the prior art, MR matching is mainly relied on, and MR is reported according to the system load condition after MR acquisition is completed, part of MRs may not be reported due to high system load, and the MR reported by high-speed rail UE may be deleted in the sampling process. The method realizes the positioning of the high-speed rail UE according to the frequency offset data acquired by the RRU in real time, and improves the positioning integrity of the high-speed rail UE.
Further, the positioning apparatus for high-speed rail UE disclosed in the embodiment improves the positioning accuracy of high-speed rail UE, compared with the prior art: in the prior art, the accuracy of the working parameters and the propagation model along the high-speed rail is too depended, and once deviation occurs in the simulation stage, a large error occurs in the later positioning; in addition, in the prior art, the high-speed rail UE and the low-speed UE are not considered to be distinguished, and the low-speed UE which is mistakenly accessed to the private network of the high-speed rail is positioned only by covering the signal intensity, so that part of the low-speed UE is also positioned by the identity of the high-speed rail UE. The method utilizes the Doppler frequency shift principle, and considers that the low-speed UE has low moving speed and the frequency offset generated by the low-speed UE is almost zero, so that the low-speed UE is directly excluded from the acquisition range, and the positioning accuracy of the high-speed UE is improved.
Fig. 9 is a block diagram illustrating a structure of the high-speed rail user equipment positioning device shown in fig. 8.
Referring to fig. 9, the high-speed rail user equipment positioning apparatus includes: a processor (processor)901, a memory (memory)902, a communication Interface (Communications Interface)903, and a bus 904;
wherein the content of the first and second substances,
the processor 901, the memory 902 and the communication interface 903 complete mutual communication through the bus 904;
the communication interface 903 is used for information transmission between external devices; in this embodiment, the external device is, for example, a base station of a high-speed rail private network cell;
the processor 901 is configured to call program instructions in the memory 902 to perform methods provided by the method embodiments associated with fig. 2, for example, including:
acquiring frequency offset data of high-speed rail User Equipment (UE) acquired by each Radio Remote Unit (RRU) in a target cell;
determining an interval where the high-speed rail UE is located based on the obtained frequency offset data and the tower where each RRU is located; the interval is formed by an area between adjacent towers in the target cell;
determining a section in the interval in which the high-speed rail UE is located based on the acquired frequency offset data and a frequency offset fingerprint database corresponding to the interval in which the high-speed rail UE is located; the section is obtained by dividing the interval based on a preset section division rule; the frequency offset fingerprint database comprises: and the corresponding relation preset in each section in the interval is the corresponding relation between each RRU in the target cell and the frequency offset range.
The present embodiments disclose a computer program product comprising a computer program stored on a non-transitory computer readable storage medium, the computer program comprising program instructions which, when executed by a computer, enable the computer to perform the methods provided by the method embodiments associated with fig. 2, for example, including:
acquiring frequency offset data of high-speed rail User Equipment (UE) acquired by each Radio Remote Unit (RRU) in a target cell;
determining an interval where the high-speed rail UE is located based on the obtained frequency offset data and the tower where each RRU is located; the interval is formed by an area between adjacent towers in the target cell;
determining a section in the interval in which the high-speed rail UE is located based on the acquired frequency offset data and a frequency offset fingerprint database corresponding to the interval in which the high-speed rail UE is located; the section is obtained by dividing the interval based on a preset section division rule; the frequency offset fingerprint database comprises: and the corresponding relation preset in each section in the interval is the corresponding relation between each RRU in the target cell and the frequency offset range.
The present embodiments provide a non-transitory computer-readable storage medium storing computer instructions that cause the computer to perform a method as provided by the method embodiments associated with fig. 2, for example, comprising:
acquiring frequency offset data of high-speed rail User Equipment (UE) acquired by each Radio Remote Unit (RRU) in a target cell;
determining an interval where the high-speed rail UE is located based on the obtained frequency offset data and the tower where each RRU is located; the interval is formed by an area between adjacent towers in the target cell;
determining a section in the interval in which the high-speed rail UE is located based on the acquired frequency offset data and a frequency offset fingerprint database corresponding to the interval in which the high-speed rail UE is located; the section is obtained by dividing the interval based on a preset section division rule; the frequency offset fingerprint database comprises: and the corresponding relation preset in each section in the interval is the corresponding relation between each RRU in the target cell and the frequency offset range.
Those of ordinary skill in the art will understand that: all or part of the steps of the method provided by the embodiments of the method related to fig. 2 may be implemented by hardware related to program instructions, and the program may be stored in a computer-readable storage medium, and when executed, the program performs the steps including the embodiments of the method; and the aforementioned storage medium includes: various media that can store program codes, such as ROM, RAM, magnetic or optical disks.
Through the above description of the embodiments, those skilled in the art will clearly understand that each embodiment can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware. With this understanding in mind, the above-described technical solutions may be embodied in the form of a software product, which can be stored in a computer-readable storage medium such as ROM/RAM, magnetic disk, optical disk, etc., and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the methods described in the embodiments or some parts of the embodiments.
Finally, it should be noted that: the above embodiments are only used for illustrating the technical solutions of the embodiments of the present invention, and are not limited thereto; although embodiments of the present invention have been described in detail with reference to the foregoing embodiments, those skilled in the art will understand that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.

Claims (8)

1. A high-speed rail user equipment positioning method is characterized by comprising the following steps:
acquiring frequency offset data of high-speed rail User Equipment (UE) acquired by each Radio Remote Unit (RRU) in a target cell;
determining an interval where the high-speed rail UE is located based on the obtained frequency offset data and the tower where each RRU is located; the interval is formed by an area between adjacent towers in the target cell;
determining a section in the interval in which the high-speed rail UE is located based on the acquired frequency offset data and a frequency offset fingerprint database corresponding to the interval in which the high-speed rail UE is located; the section is obtained by dividing the interval based on a preset section division rule; the frequency offset fingerprint database comprises: a preset corresponding relationship of each section in the interval is the corresponding relationship between each RRU in the target cell and the frequency offset range;
the determining, based on the obtained frequency offset data and a frequency offset fingerprint database corresponding to the interval in which the high-speed rail UE is located, a section in the interval in which the high-speed rail UE is located includes:
determining each target frequency offset range in which the obtained frequency offset data is located based on the corresponding relation between each RRU in the target cell and the frequency offset range preset in each section in the frequency offset fingerprint database;
and determining the section in the interval where the high-speed rail UE is located based on the target frequency offset ranges.
2. The method of claim 1, wherein the determining the interval in which the high-speed UE is located based on the obtained frequency offset data and the tower in which each RRU is located comprises:
determining each target RRU for acquiring the frequency offset data based on the acquired frequency offset data;
determining each target tower where each target RRU is located based on a preset corresponding relation between the RRUs and the tower;
and determining the interval of the high-speed rail UE based on the target towers and the corresponding relation between the preset interval and the towers.
3. The method of claim 1, wherein the frequency offset fingerprint library comprises: the preset corresponding relationship of each section in the interval, where the corresponding relationship is the corresponding relationship between each RRU in the target cell and the frequency offset range, includes:
the corresponding relation between each RRU in the target cell and the frequency offset range is determined by the following formula:
wherein, Δ f is frequency offset; theta is an angle between the moving direction of the high-speed rail UE and the propagation direction of the high-speed rail UE transmitting signals to the RRU; when theta is an obtuse angle, taking the angle of minus'; when theta is a non-obtuse angle, taking a plus sign; v is train speed; c is the electromagnetic wave propagation speed; f is the carrier frequency of the high-speed rail UE transmission signal.
4. The method according to claim 1, wherein the dividing the interval based on the preset segment division rule comprises:
based on the frequency offset acquisition period of the RRU and the preset train speed per hour, the interval is divided, and the length of each section obtained after division is as follows: the RRU acquires the frequency offset, wherein the frequency offset period is multiplied by the preset train speed per hour multiplied by K, K is a preset constant, and K is larger than 0.
5. A high-speed rail user equipment positioning apparatus, comprising:
the acquiring unit is used for acquiring frequency offset data of the high-speed rail user equipment UE acquired by each RRU in the target cell;
a first determining unit, configured to determine, based on the obtained frequency offset data and the tower where each RRU is located, an interval where the high-speed rail UE is located; the interval is formed by an area between adjacent towers in the target cell;
a second determining unit, configured to determine, based on the obtained frequency offset data and a frequency offset fingerprint database corresponding to the interval in which the high-speed rail UE is located, a section in the interval in which the high-speed rail UE is located; the section is obtained by dividing the interval based on a preset section division rule; the frequency offset fingerprint database comprises: a preset corresponding relationship of each section in the interval is the corresponding relationship between each RRU in the target cell and the frequency offset range;
the second determining unit is specifically configured to:
determining each target frequency offset range in which the obtained frequency offset data is located based on the corresponding relation between each RRU in the target cell and the frequency offset range preset in each section in the frequency offset fingerprint database;
and determining the section in the interval where the high-speed rail UE is located based on the target frequency offset ranges.
6. The apparatus according to claim 5, wherein the first determining unit is specifically configured to:
determining each target RRU for acquiring the frequency offset data based on the acquired frequency offset data;
determining each target tower where each target RRU is located based on a preset corresponding relation between the RRUs and the tower;
and determining the interval of the high-speed rail UE based on the target towers and the corresponding relation between the preset interval and the towers.
7. The apparatus of claim 5, wherein the frequency offset fingerprint library comprises: the preset corresponding relationship of each section in the interval, where the corresponding relationship is the corresponding relationship between each RRU in the target cell and the frequency offset range, includes:
the corresponding relation between each RRU in the target cell and the frequency offset range is determined by the following formula:
wherein, Δ f is frequency offset; theta is an angle between the moving direction of the high-speed rail UE and the propagation direction of the high-speed rail UE transmitting signals to the RRU; when theta is an obtuse angle, taking the angle of minus'; when theta is a non-obtuse angle, taking a plus sign; v is train speed; c is the electromagnetic wave propagation speed; f is the carrier frequency of the high-speed rail UE transmission signal.
8. The apparatus of claim 5, wherein the segment is obtained by dividing the interval based on a preset segment division rule, and the method comprises:
based on the frequency offset acquisition period of the RRU and the preset train speed per hour, the interval is divided, and the length of each section obtained after division is as follows: the RRU acquires the frequency offset, wherein the frequency offset period is multiplied by the preset train speed per hour multiplied by K, K is a preset constant, and K is larger than 0.
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