CN113411840A - GPS-based dynamic load balancing algorithm for high-speed rail network - Google Patents
GPS-based dynamic load balancing algorithm for high-speed rail network Download PDFInfo
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- CN113411840A CN113411840A CN202110666126.2A CN202110666126A CN113411840A CN 113411840 A CN113411840 A CN 113411840A CN 202110666126 A CN202110666126 A CN 202110666126A CN 113411840 A CN113411840 A CN 113411840A
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04W—WIRELESS COMMUNICATION NETWORKS
- H04W28/00—Network traffic management; Network resource management
- H04W28/02—Traffic management, e.g. flow control or congestion control
- H04W28/08—Load balancing or load distribution
- H04W28/0846—Load balancing or load distribution between network providers, e.g. operators
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S19/00—Satellite radio beacon positioning systems; Determining position, velocity or attitude using signals transmitted by such systems
- G01S19/01—Satellite radio beacon positioning systems transmitting time-stamped messages, e.g. GPS [Global Positioning System], GLONASS [Global Orbiting Navigation Satellite System] or GALILEO
- G01S19/13—Receivers
- G01S19/14—Receivers specially adapted for specific applications
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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
- H04W4/02—Services making use of location information
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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
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Abstract
The invention relates to a communication network, in particular to a GPS-based dynamic load balancing algorithm for a high-speed rail network, which is characterized in that the maximum throughput rate of uplink and downlink networks of each operator in the whole section of an operation route is acquired according to the operation route of a train by combining with GPS information, a bandwidth weight mapping table between a GPS positioning point and each operator is calculated according to a bandwidth weight calculation period T, the bandwidth weight mapping table is preset on the train, the nearest GPS positioning point in the bandwidth weight mapping table is searched according to a real-time GPS positioning value, the network bandwidth distribution proportion is calculated by combining with the current network state of each operator, and network flow is distributed to different network cards according to the calculated network bandwidth distribution proportion; the technical scheme provided by the invention can effectively overcome the defects of low network bandwidth utilization rate and poor user experience in the high-speed rail operation process in the prior art.
Description
Technical Field
The invention relates to a communication network, in particular to a GPS-based dynamic load balancing algorithm for a high-speed rail network.
Background
The running speed of the Chinese're-happy number' high-speed rail can reach 350km/h, the high-speed rail can pass through a conventional wireless cell within about 5-10 s, the Doppler frequency offset effect of wireless signals at high speed is obvious, the cell switching is frequent, the fluctuation of uplink and downlink bandwidths of 4G or 5G wireless communication is very large, and the conventional congestion control and load balancing algorithm basically fails in the scene. The difficulty of predicting the bandwidth based on the module signal is too large, modification needs to be made on module baseband processing, and the signal quality and the actual bearable network capacity cannot be completely matched because of public network base station scheduling. The high-speed rail has a very wide operating range, spans provinces, cities, even east-west, south-north regions, and has large difference between base stations of operators and signal coverage.
Currently, a high-speed rail vehicle-to-ground communication network is generally based on an equivalent route and is matched with an NTH module in a Netfilter to equally divide and link or package data to each network card; or after configuring the equivalent route, selecting a fixed route to go out of the network based on the destination address or the source address, and the like.
The NTH mode can make the network service load on each operator on average, but the actual situation is that the network quality of each operator is different, and the network quality of the same operator at different places is also different, the simple load sharing will result in the network utilization rate being reduced, and the user experience is very poor. Similarly, the method of binding the destination address or the source address cannot exert the advantages of multiple modules and multiple operators, and cannot effectively improve the user experience.
Disclosure of Invention
Technical problem to be solved
Aiming at the defects in the prior art, the invention provides a GPS-based high-speed rail network dynamic load balancing algorithm, which can effectively overcome the defects of low network bandwidth utilization rate and poor user experience in the high-speed rail operation process in the prior art.
(II) technical scheme
In order to achieve the purpose, the invention is realized by the following technical scheme:
a dynamic load balancing algorithm of a high-speed rail network based on GPS comprises the following steps:
s1, acquiring the maximum throughput rate of the uplink and downlink network of each operator on the whole section of the running route by combining GPS information according to the running route of the train;
s2, calculating a bandwidth weight mapping table between the GPS positioning point and each operator according to the bandwidth weight calculation period T, and presetting the bandwidth weight mapping table on the train;
s3, searching the nearest GPS positioning point in the bandwidth weight mapping table according to the real-time GPS positioning value, and calculating the network bandwidth allocation proportion by combining the current network state of each operator;
and S4, distributing the network traffic to different network cards according to the calculated network bandwidth distribution proportion.
Preferably, the maximum throughput rate of the uplink and downlink networks of each operator in the whole operation route section is obtained in S1, and the maximum throughput rate can be detected through iperf3 network speed measurement software.
Preferably, in S2, the step of calculating the mapping table of the GPS positioning point and the bandwidth weight of each operator according to the bandwidth weight calculation period T includes:
based on the train running speed, selecting a proper load balancing dispatching cycle, taking the load balancing dispatching cycle as a bandwidth weight calculation cycle T, and calculating the network bandwidth weight by adopting the following formula:
wherein, BWNetwork bandwidth weight for the current GPS fix, BnNetwork bandwidth for the current GPS fix, Bn+1The period T is generally calculated as the bandwidth weight according to the time that the train traverses a cell for the network bandwidth of the next GPS fix.
Preferably, in S3, the network bandwidth allocation ratio is calculated by combining the current network status of each operator, and the following formula is adopted for calculation:
B1＝Br/(Br+BM+BU)*100
B2＝BM/(Br+BM+BU)*100
B3＝BU/(Br+BM+BU)*100
wherein, B1The ratio of the telecommunication network bandwidth to the GPS location point, BrThe telecommunication network bandwidth weight of the GPS positioning point; b is2The mobile network bandwidth allocation proportion of the GPS positioning point, BMThe mobile network bandwidth weight of the GPS positioning point is obtained; b is3Distribution proportion of communication network bandwidth for the GPS positioning point, BUAnd the weight of the communication network bandwidth of the GPS positioning point.
Preferably, the step S4 of allocating the network traffic to different network cards according to the calculated network bandwidth allocation ratio includes: and randomly distributing data packets with a specified proportion to a specified network card through a static module in the Netfilter.
(III) advantageous effects
Compared with the prior art, the GPS-based high-speed rail network dynamic load balancing algorithm provided by the invention detects the actual situation of the wireless network bandwidth of each operator on the train running route in advance, combines the GPS position information, utilizes data mining to analyze the smooth scatter point value of the network bandwidth at continuous positions within a period of time, forms the bandwidth weight mapping table between the GPS positioning point and each operator, combines the actual network state of each operator at each position during the running process, calculates the network bandwidth allocation example of each operator, and allocates the bandwidth requirements to different network cards based on the network bandwidth allocation example, so as to achieve the dynamic load balancing effect of the communication network, effectively improve the utilization rate of the comprehensive bandwidth, and further improve the use experience of users.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below. It is obvious that the drawings in the following description are only some embodiments of the invention, and that for a person skilled in the art, other drawings can be derived from them without inventive effort.
FIG. 1 is a schematic flow diagram of the present invention;
fig. 2 is a high-speed rail train-ground communication system architecture diagram 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 and completely described below with reference to the drawings in the embodiments of the present invention. It is to be understood that the embodiments described are only a few embodiments of the present invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
A dynamic load balancing algorithm of a high-speed rail network based on a GPS is disclosed, as shown in figure 1, the maximum throughput rate of an uplink network and a downlink network of each operator in a whole section of a running route is obtained according to the running route of a train and by combining GPS information.
The maximum throughput rate of the uplink network and the downlink network of each operator in the whole section of the operation route is obtained, and the maximum throughput rate can be detected through iperf3 network speed measurement software. For example, in the case of an acquisition period of 1s, the results obtained are shown in the following table (wire speed in Mbps):
TABLE 1 maximum throughput table of uplink and downlink networks of each operator in train operation route
| utc | lat | lng | Real-time network speed of telecommunication | Mobile real-time network speed | Real-time network speed of UNICOM |
| "083337.00" | "40.712662" | "115.362259" | 86.46 | 181 | 105.33 |
| "083338.00" | "40.712368" | "115.361580" | 43.96 | 137.94 | 125.09 |
| "083339.00" | "40.712078" | "115.360931" | 116.68 | 166.08 | 108.6 |
| "083340.00" | "40.711792" | "115.360275" | 148.46 | 173.29 | 111.17 |
| "083341.00" | "40.711498" | "115.359596" | 130.05 | 164.37 | 118.18 |
And calculating a bandwidth weight mapping table between the GPS positioning point and each operator according to the bandwidth weight calculation period T, and presetting the bandwidth weight mapping table on the train.
Wherein, according to the bandwidth weight calculation period T, calculating the mapping table of the GPS positioning point and the bandwidth weight of each operator, comprising:
based on the train running speed, selecting a proper load balancing dispatching cycle, taking the load balancing dispatching cycle as a bandwidth weight calculation cycle T, and calculating the network bandwidth weight by adopting the following formula:
wherein, BWNetwork bandwidth weight for the current GPS fix, BnNetwork bandwidth for the current GPS fix, Bn+1The period T is generally calculated as the bandwidth weight according to the time that the train traverses a cell for the network bandwidth of the next GPS fix.
For example, the speed per hour of the "rejuvenated" high-speed rail is 350km/h, the bandwidth weight calculation period T is 5s, and the calculated network bandwidth weights are shown in the following table:
table 2 bandwidth weight mapping table between GPS positioning point and each operator
| utc | lat | lng | Telecommunications bandwidth weighting | Moving bandwidth weights | Weight of connected bandwidth |
| "083337.00" | "40.712662" | "115.362259" | 105 | 165 | 114 |
| "083338.00" | "40.712368" | "115.361580" | 113 | 161 | 121 |
| "083339.00" | "40.712078" | "115.360931" | 140 | 168 | 117 |
| "083340.00" | "40.711792" | "115.360275" | 125 | 168 | 117 |
| "083341.00" | "40.711498" | "115.359596" | 115 | 164 | 113 |
Finally, a bandwidth weight mapping table between GPS positioning points (lat, lng) and each operator is formed.
And searching the nearest GPS positioning point in the bandwidth weight mapping table according to the real-time GPS positioning value, and calculating the network bandwidth allocation proportion by combining the current network state of each operator.
The network bandwidth allocation proportion is calculated by combining the current network state of each operator, and the following formula is adopted for calculation:
B1＝Br/(Br+BM+BU)*100
B2＝BM/(Br+BM+BU)*100
B3＝BU/(Br+BM+BU)*100
wherein, B1The bandwidth of the telecommunication network of the GPS positioning point is allocated with a proportion,Brthe telecommunication network bandwidth weight of the GPS positioning point; b is2The mobile network bandwidth allocation proportion of the GPS positioning point, BMThe mobile network bandwidth weight of the GPS positioning point is obtained; b is3Distribution proportion of communication network bandwidth for the GPS positioning point, BUAnd the weight of the communication network bandwidth of the GPS positioning point.
Assuming that the current network statuses of the three operators are online statuses, the network bandwidth allocation ratios shown in the following table can be obtained:
table 3 three operator network bandwidth allocation ratio table
In addition, assuming that the current network states of the telecom operator are all inaccessible, and only the mobile and the communication are in an online state at this time, the network bandwidth allocation proportion is calculated by adopting the following formula:
B2＝BM/(Br+BM+BU)*100
B3＝BU/(Br+BM+BU)*100
the network bandwidth allocation ratios shown in the following table can be obtained according to the above formula:
table 4 network bandwidth allocation ratio table when telecom operator is unable to access
| utc | lat | lng | Telecommunication bandwidth ratio | Moving bandwidth ratio | Ratio of connected bandwidths |
| "083337.00" | "40.712662" | "115.362259" | N/A | 41 | 59 |
| "083338.00" | "40.712368" | "115.361580" | N/A | 43 | 57 |
| "083339.00" | "40.712078" | "115.360931" | N/A | 41 | 59 |
| "083340.00" | "40.711792" | "115.360275" | N/A | 41 | 59 |
| "083341.00" | "40.711498" | "115.359596" | N/A | 41 | 59 |
And distributing the network flow to different network cards according to the calculated network bandwidth distribution proportion. The implementation mode is that a data packet with a specified proportion is randomly distributed to a specified network card through a static module in the Netfilter.
For example, an eth1 network card is correspondingly accessed to a telecommunication module, an eth2 network card is correspondingly accessed to a mobile module, an eth3 network card is correspondingly accessed to a communication module, and when a GPS positioning point ("40.712662", "115.362259") closest to a real-time GPS positioning value is located, three operators are online, and the bandwidth weight is 27:43:30, the configuration load balance is as follows:
iptables-t mangle-A OUTPUT-m state--state NEW-m statistic--mode random--probability 0.27-j eth1；
iptables-t mangle-A OUTPUT-m state--state NEW-m statistic--mode random--probability 0.43-j eth2；
iptables-t mangle-A OUTPUT-m state--state NEW-m statistic--mode random--probability 0.30-j eth3；
the load balancing configuration is updated once after each bandwidth weight calculation period T, and the period T is generally calculated according to the time when the train passes through a cell.
Aiming at the dynamic load balancing algorithm of the high-speed rail network in the technical scheme of the application, the following test data are provided:
the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; such modifications and substitutions do not depart from the spirit and scope of the corresponding technical solutions.
Claims (5)
1. A high-speed rail network dynamic load balancing algorithm based on a GPS is characterized in that: the method comprises the following steps:
s1, acquiring the maximum throughput rate of the uplink and downlink network of each operator on the whole section of the running route by combining GPS information according to the running route of the train;
s2, calculating a bandwidth weight mapping table between the GPS positioning point and each operator according to the bandwidth weight calculation period T, and presetting the bandwidth weight mapping table on the train;
s3, searching the nearest GPS positioning point in the bandwidth weight mapping table according to the real-time GPS positioning value, and calculating the network bandwidth allocation proportion by combining the current network state of each operator;
and S4, distributing the network traffic to different network cards according to the calculated network bandwidth distribution proportion.
2. The GPS-based high-speed rail network dynamic load balancing algorithm of claim 1, wherein: and S1, acquiring the maximum throughput rate of the uplink and downlink networks of each operator in the whole section of the operation route, and detecting through iperf3 network speed measurement software.
3. The GPS-based high-speed rail network dynamic load balancing algorithm of claim 2, wherein: in S2, according to the bandwidth weight calculation period T, a GPS positioning point and bandwidth weight mapping table of each operator is calculated, including:
based on the train running speed, selecting a proper load balancing dispatching cycle, taking the load balancing dispatching cycle as a bandwidth weight calculation cycle T, and calculating the network bandwidth weight by adopting the following formula:
wherein, BWNetwork bandwidth weight for the current GPS fix, BnNetwork bandwidth for the current GPS fix, Bn+1The period T is generally calculated as the bandwidth weight according to the time that the train traverses a cell for the network bandwidth of the next GPS fix.
4. The GPS-based high-speed rail network dynamic load balancing algorithm of claim 3, wherein: in S3, the current network status of each operator is combined to calculate the network bandwidth allocation ratio, and the following formula is used to calculate:
B1＝Br/(Br+BM+BU)*100
B2＝BM/(Br+BM+BU)*100
B3＝BU/(Br+BM+BU)*100
wherein, B1The ratio of the telecommunication network bandwidth to the GPS location point, BrThe telecommunication network bandwidth weight of the GPS positioning point; b is2The mobile network bandwidth allocation proportion of the GPS positioning point, BMThe mobile network bandwidth weight of the GPS positioning point is obtained; b is3Distribution proportion of communication network bandwidth for the GPS positioning point, BUPosition the GPSThe link network bandwidth weight of the point.
5. The GPS-based high-speed rail network dynamic load balancing algorithm according to claim 4, wherein: in S4, allocating the network traffic to different network cards according to the calculated network bandwidth allocation ratio includes: and randomly distributing data packets with a specified proportion to a specified network card through a static module in the Netfilter.
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Effective date of registration: 20230104 Address after: 100038 No. 10 Fuxing Road, Haidian District, Beijing Patentee after: China National Railway Group Co.,Ltd. Patentee after: CHINA ACADEMY OF RAILWAY SCIENCES Corp.,Ltd. Patentee after: China Railway Jixun Technology Co.,Ltd. Address before: 100089 704, 7th floor, building 5, East District, yard 9, Linglong Road, Haidian District, Beijing Patentee before: China Railway Jixun Technology Co.,Ltd. |