CN114679700A - Test method and test terminal of train-ground wireless communication system - Google Patents

Test method and test terminal of train-ground wireless communication system Download PDF

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Publication number
CN114679700A
CN114679700A CN202011547784.1A CN202011547784A CN114679700A CN 114679700 A CN114679700 A CN 114679700A CN 202011547784 A CN202011547784 A CN 202011547784A CN 114679700 A CN114679700 A CN 114679700A
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China
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base station
cell base
rail vehicle
cell
vehicle
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CN202011547784.1A
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李冬
谭新艳
刘阳
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BYD Co Ltd
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BYD Co Ltd
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Priority to CN202011547784.1A priority Critical patent/CN114679700A/en
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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]
    • H04W4/44—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P] for communication between vehicles and infrastructures, e.g. vehicle-to-cloud [V2C] or vehicle-to-home [V2H]
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04B—TRANSMISSION
    • H04B17/00—Monitoring; Testing
    • H04B17/30—Monitoring; Testing of propagation channels
    • H04B17/309—Measuring or estimating channel quality parameters
    • H04B17/345—Interference values
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W24/00—Supervisory, monitoring or testing arrangements
    • H04W24/10—Scheduling measurement reports ; Arrangements for measurement reports

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  • Engineering & Computer Science (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Signal Processing (AREA)
  • Quality & Reliability (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Mobile Radio Communication Systems (AREA)

Abstract

The application provides a test method and a test terminal of a train-ground wireless communication system, wherein the method comprises the following steps: acquiring a first position of the rail vehicle when a communication link of the rail vehicle is transferred from a first cell base station to a second cell base station under the environment without interference of a interference source; acquiring a second position of the rail vehicle when a communication link of the rail vehicle is transferred from a first cell base station to a second cell base station under the environment with interference of an interference source; judging whether the distance difference between the second position and the first position is greater than a preset distance threshold, and if the distance difference is greater than the preset distance threshold, determining that the switching function is abnormal; and if the distance difference is smaller than or equal to the preset distance threshold, determining that the switching function is normal. The method can reliably detect whether the switching function of the base station between the adjacent cells is abnormal or not before the portable rail vehicles such as the Yunba and the light rail are put into operation, and potential safety hazards are eliminated.

Description

Test method and test terminal of train-ground wireless communication system
Technical Field
The application belongs to the technical field of wireless communication, and particularly relates to a test method and a test terminal of a vehicle-ground wireless communication system.
Background
In rail transit, a base station is an important component in a train-ground wireless communication system, in the process of running along a rail, the base station along the rail transmits data of operation control, traction, positioning and the like of the rail train to a ground control center, and meanwhile, a control command sent by the ground control center is transmitted to the rail train through the base station.
In recent years, light rail transportation vehicles such as a Yunba and a light rail have attracted wide attention due to their characteristics of lightness and flexibility, and the light rail transportation vehicles such as the Yunba and the light rail generally need to shuttle among cells in cities, which requires that corresponding base stations are arranged in the cells. When the portable rail vehicles such as the Yunba and the light rail pass through the adjacent cells, the switching of the base stations between the adjacent cells needs to be completed, however, the inventor finds that when the portable rail vehicles such as the Yunba and the light rail pass through the switching overlapping area covered by the base stations of the adjacent cells, the portable rail vehicles are easily interfered by an interference source, the switching function of the base stations between the adjacent cells is abnormal, and further the operation of the portable rail vehicles such as the Yunba and the light rail has potential safety hazards.
Therefore, there is a need for a method for testing an inter-vehicle wireless communication system, which can reliably detect whether there is an abnormality in the handover function of a base station between adjacent cells before a portable rail vehicle such as a baboon or a light rail is put into operation.
Disclosure of Invention
The present application is directed to solving, at least to some extent, one of the technical problems in the related art.
To this end, a first objective of the present application is to propose a method for testing an on-board wireless communication system. The method can reliably detect whether the switching function of the base station between the adjacent cells is abnormal or not before the portable rail vehicles such as the Yunba and the light rail are put into operation, and potential safety hazards are eliminated.
A second object of the present application is a test terminal.
In order to achieve the above object, a first embodiment of the present application provides a method for testing an earth-vehicle wireless communication system, where the method includes:
acquiring a first position of a rail vehicle when a communication link of the rail vehicle is transferred from a first cell base station to a second cell base station under an environment without interference of a interference source, wherein the first cell base station is arranged in a first cell, the second cell base station is arranged in a second cell, and the first cell and the second cell are adjacent cells;
acquiring a second position of the rail vehicle when a communication link of the rail vehicle is transferred from a first cell base station to a second cell base station under an environment with interference of an interference source, wherein the interference source is positioned in the first cell or the second cell;
judging whether the distance difference between the second position and the first position is greater than a preset distance threshold, and if the distance difference is greater than the preset distance threshold, determining that the switching function is abnormal; and if the distance difference is smaller than or equal to a preset distance threshold, determining that the switching function is normal.
In a second aspect of the present application, an embodiment provides a test terminal, which includes a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor, when executing the computer program, implements the test method of the vehicle-ground wireless communication system as described above.
According to the test method of the train-ground wireless communication system, the first position of the railway vehicle when the communication link of the railway vehicle is transferred from the first cell base station to the second cell base station in the environment without interference of an interference source and the second position of the railway vehicle when the communication link of the railway vehicle is transferred from the first cell base station to the second cell base station in the environment with interference of the interference source are obtained respectively, whether the switching function of the base stations between adjacent cells is abnormal or not can be accurately determined by judging whether the distance difference between the second position and the first position is larger than a preset distance threshold or not, and potential safety hazards of the railway vehicle in formal operation are avoided.
Additional features and advantages of the present application will be described in detail in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the principles of the application and not to limit the application. In the drawings:
fig. 1 is a schematic view of a scenario of a testing method of a train-ground wireless communication system according to an embodiment of the present disclosure;
fig. 2 is a schematic flowchart of a testing method of a train-ground wireless communication system according to an embodiment of the present disclosure;
fig. 3 is a schematic flowchart of another testing method for a train-ground wireless communication system according to an embodiment of the present disclosure;
fig. 4 is a schematic flowchart of another testing method for a wireless communication system between a vehicle and an earth according to an embodiment of the present disclosure;
fig. 5 is a schematic flowchart of another testing method for a train-ground wireless communication system according to an embodiment of the present disclosure;
fig. 6 is a schematic flowchart of another testing method for a train-ground wireless communication system according to an embodiment of the present disclosure;
fig. 7 is a schematic flowchart of another testing method for a train-ground wireless communication system according to an embodiment of the present disclosure;
fig. 8 is a schematic flowchart of another testing method for a train-ground wireless communication system according to an embodiment of the present disclosure;
fig. 9 is a schematic flowchart of another testing method for a train-ground wireless communication system according to an embodiment of the present disclosure;
fig. 10 is a block diagram of a test terminal according to an embodiment of the present disclosure.
Detailed Description
In order to make the technical problems, technical solutions and advantageous effects solved by the present application more clear, the present application is further described in detail below with reference to embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application.
In order to realize data transmission between portable rail vehicles such as a Yunba and a light rail and a ground control center and meet the requirement that the portable rail vehicles such as the Yunba and the light rail shuttle among urban cells, each cell needs to be provided with a corresponding base station.
The inventor finds that when light rail vehicles such as a Yunba and a light rail pass through a switching overlapping area covered by a base station of an adjacent cell, namely, when the light rail vehicles such as the Yunba and the light rail pass through the switching overlapping area of the antenna coverage area of the base station of the adjacent cell, due to the interference of the interference source, the signals of the new base station received by the portable rail vehicles such as the baboon and the light rail are blocked, so that when the portable rail vehicles such as the baboon and the light rail are switched to the new base station, the switching position is shifted compared with the switching position which is not subjected to the interference source, because the coverage area of each base station antenna is limited, if the shifting distance is too large, therefore, when the portable rail vehicles such as the Yunba and the light rail run on the road section corresponding to the drift distance, effective information interaction cannot be carried out with the ground control center, and therefore potential safety hazards exist in operation of the portable rail vehicles such as the Yunba and the light rail.
That is, when a portable rail vehicle such as a baboon or a light rail is put into operation, a potential safety hazard is generated due to an abnormal switching function of a base station between adjacent cells. Therefore, an embodiment of the application provides a method for testing a train-ground wireless communication system, which can reliably detect whether the switching function of the base station between adjacent cells is abnormal or not before portable rail vehicles such as a Yunba and a light rail are put into operation, so that potential safety hazards are eliminated.
The following describes embodiments of the present application in further detail with reference to the accompanying drawings.
As shown in fig. 1 and 2, the testing method of the train-ground wireless communication system is applied to a testing terminal, and comprises the following steps:
step 101, under an environment without interference of interference sources, acquiring a first position of a rail vehicle when a communication link of the rail vehicle is transferred from a first cell base station to a second cell base station, wherein the first cell base station is arranged in a first cell, the second cell base station is arranged in a second cell, and the first cell and the second cell are adjacent cells.
In the embodiment of the present application, the first position may be obtained from a positioning module of the rail vehicle, and may also be obtained from an onboard controller of the rail vehicle, which is not specifically limited in the present application.
As a possible implementation manner, as shown in fig. 3, the step 101 specifically includes the following steps:
step 201, in an environment without interference of a source, controlling the rail vehicle to drive from a first cell to a second cell, and acquiring the position of the rail vehicle in real time.
In an embodiment of the application, the environment without interference of the interference source refers to that no interference source influencing the reception of base station signals by the rail vehicle exists along a rail or in a cell, in the environment, the test terminal sends a traction control instruction to the vehicle-mounted controller, the vehicle-mounted controller receives the traction control instruction, controls the rail vehicle to drive from a first cell to a second cell, and obtains the position of the rail vehicle in real time.
In another embodiment of the application, under an environment without interference of a interference source, the test terminal reminds a driver to control the rail vehicle to drive from the first cell to the second cell and obtains the position of the rail vehicle in real time.
It should be noted that the rail vehicle can be controlled to drive from the first cell to the second cell at a constant speed, and also can be controlled to drive from the first cell to the second cell at a non-constant speed, and when the rail vehicle is controlled to drive from the first cell to the second cell at a constant speed, the test result can be more accurate; in addition, when the rail vehicle is controlled to travel from the first cell to the second cell at a constant speed, the speed of the rail vehicle may be 5km/h or 10km/h, which is not particularly limited in this application.
Step 202, when the communication link between the rail vehicle and the second cell base station is established and the communication link between the rail vehicle and the first cell base station is disconnected, marking the position of the rail vehicle at the moment as a first position.
In the embodiment of the application, in the process that a rail vehicle drives from a first cell to a second cell, a communication link between the rail vehicle and a base station of the first cell is firstly connected, when a switching condition of the base station is met, the communication link between the rail vehicle and the base station of the second cell is connected, the communication link between the rail vehicle and the base station of the first cell is disconnected, and the position of the rail vehicle at the moment is marked as a first position. It should be understood that after the handover of the base station is completed, the communication link between the rail vehicle and the second cell base station is in a connected state for a period of time, and the communication link between the rail vehicle and the first cell base station is in a disconnected state, and the first position in this application refers to the position of the rail vehicle at the initial moment when the rail vehicle is in a connected state with the communication link of the second cell base station and in a disconnected state with the communication link of the first cell base station under an environment without interference of a interference source.
As a possible implementation manner, as shown in fig. 4, before performing step 202, the method further includes determining whether a handover condition of the base station is satisfied by the following steps:
step 301, acquiring signal strength of a first cell base station and a second cell base station in real time.
In the embodiment of the present application, the signal strength of the first cell base station and the second cell base station may be obtained from a vehicle-mounted access unit in the rail vehicle, such as a TAU, or may be obtained from a communication monitoring terminal in the rail vehicle, such as a network tester.
And 302, when the signal intensity of the second cell base station is greater than that of the first cell base station, enabling the rail vehicle to establish a communication link with the second cell base station and enabling the rail vehicle to disconnect the communication link with the first cell base station.
In the embodiment of the application, when the signal intensity of the second cell base station is greater than that of the first cell base station, the test terminal or the vehicle-mounted controller controls the rail vehicle to perform an operation of registering the second cell base station so that the rail vehicle establishes a communication link with the second cell base station, and controls the rail vehicle to perform an operation of deregistering the first cell base station so that the rail vehicle disconnects the communication link with the first cell base station.
As another possible embodiment, a preset position may be further preset, and when the rail vehicle travels to the preset position, the base station is switched, and the preset position may be set at the first position or at a position close to the first position, which is not particularly limited in this application.
And 102, acquiring a second position of the rail vehicle when a communication link of the rail vehicle is transferred from a first cell base station to a second cell base station under the environment with interference of an interference source, wherein the interference source is located in the first cell or the second cell.
In the embodiment of the application, the interference source is the unmanned aerial vehicle who carries radio interference equipment, through the combination of unmanned aerial vehicle and radio interference equipment, has realized the interference source simulation at test space optional position. The number of the interference sources may be one or more, and is not particularly limited in the present application.
As a possible implementation manner, as shown in fig. 5, step 102 specifically includes the following steps:
and step 401, controlling the unmanned aerial vehicle to fly and hover to a target range, wherein the target range is a sector range covered by an antenna of the second cell base station.
In the embodiment of the application, after the antenna of the second cell base station is arranged, the ground control center or the test terminal can determine the sector range covered by the antenna of the second cell base station according to the pitch angle of the antenna of the second cell base station and the power of the transmitted signal, the sector range is a target range, the test terminal generates the flight control instruction according to the target range and transmits the flight control instruction to the unmanned aerial vehicle, and the unmanned aerial vehicle flies to the target range according to the flight control instruction and hovers to any position in the target range.
As a possible implementation manner, as shown in fig. 6, step 401 specifically includes the following steps:
step 501, obtaining the position of the vehicle-mounted antenna when the rail vehicle runs to the first position.
In an embodiment of the application, a table may be stored in advance in the vehicle-mounted controller or the test terminal, where the table includes a mapping relationship between positions of the vehicle-mounted antenna and positions of the rail vehicle, that is, when the first position is determined, the position of the vehicle-mounted antenna corresponding to the first position may be queried from the table.
In another embodiment of the application, a positioning module of the vehicle-mounted antenna can be arranged on the railway vehicle, and the position of the vehicle-mounted antenna is obtained through the positioning module of the vehicle-mounted antenna.
Step 502, the position of the antenna of the second cell base station is obtained.
In this embodiment, the test terminal may obtain the position of the antenna of the second cell base station from the ground control center, and may also obtain the position of the antenna of the second cell base station from the memory of the test terminal, which is not specifically limited in this application.
Specifically, after the second cell base station is arranged in the second cell, the position of the second cell base station may be determined, and accordingly, the position of the antenna of the second cell base station may also be determined, and the position of the antenna of the second cell base station may be stored in advance in the memory of the ground control center or the test terminal.
Step 503, determining a target position according to the position of the vehicle-mounted antenna and the position of the antenna of the second cell base station, wherein the target position is located in the target range.
In the embodiment of the present application, a midpoint of a connection line between the position of the vehicle-mounted antenna and the position of the antenna of the second cell base station is taken as a target position.
And step 504, controlling the unmanned aerial vehicle to fly and hover to the target position.
In the embodiment of the application, the test terminal sends a flight control instruction to the unmanned aerial vehicle, the flight control instruction comprises a target position, and the unmanned aerial vehicle flies and hovers to the target position according to the flight control instruction.
Step 402, controlling the unmanned aerial vehicle to send out an interference signal, wherein the frequency of the interference signal is consistent with the working frequency of the antenna of the second cell base station, and the power of the interference signal is adjustable.
In the embodiment of the application, when the unmanned aerial vehicle flies and hovers to the target range, the test terminal sends an interference control instruction to the unmanned aerial vehicle, namely, the unmanned aerial vehicle is controlled to send an interference signal, specifically, the radio interference device is controlled to send the interference signal, and the frequency of the interference signal is consistent with the working frequency of the antenna of the second cell base station.
As a possible implementation manner, the power of the interference signal may be set according to the historical data of the operation of the rail vehicle, and specifically, in the historical data of the operation of the rail vehicle, the maximum power of the interference source encountered is taken as the power of the interference signal. Therefore, the extreme condition of the train-ground wireless communication system can be tested.
In order to make the test result more accurate, as another possible implementation, as shown in fig. 7, step 402 specifically includes the following steps:
step 601, determining the target power of the interference signal according to the target position and the power of the signal sent by the antenna of the second cell base station.
In the embodiment of the present application, the target power may be calculated by the following formula:
Ptarget=S1/S2×P；
Wherein, PTargetIs the target power of the interfering signal, S1Is the distance of the target position from the first position, S2Is the distance between the position of the antenna of the second base station and the first position, and P is the power of the signal transmitted by the antenna of the second cell base station.
Step 602, controlling the drone to send out an interference signal of the target power.
In this application embodiment, test terminal sends the interference control instruction to unmanned aerial vehicle, and this interference control instruction includes interfering signal's target power, controls unmanned aerial vehicle to send the interfering signal of this target power from this, specifically controls the radio jamming equipment to send the interfering signal of this target power. So design for the interference signal that the interference source sent under the actual conditions is pressed close to more to the interference signal that unmanned aerial vehicle sent, and the test result is more accurate.
And step 403, controlling the rail vehicle to drive from the first cell to the second cell, and acquiring the position of the rail vehicle in real time.
In an embodiment of the application, the test terminal sends a traction control instruction to the vehicle-mounted controller, and the vehicle-mounted controller receives the traction control instruction, controls the rail vehicle to drive from the first cell to the second cell, and obtains the position of the rail vehicle in real time.
In another embodiment of the application, the test terminal reminds a driver to control the rail vehicle to drive from the first cell to the second cell and obtains the position of the rail vehicle in real time.
It should be noted that the rail vehicle can be controlled to drive from the first cell to the second cell at a constant speed, and also can be controlled to drive from the first cell to the second cell at a non-constant speed, and when the rail vehicle is controlled to drive from the first cell to the second cell at a constant speed, the test result can be more accurate; in addition, when the rail vehicle is controlled to travel from the first cell to the second cell at a constant speed, the speed of the rail vehicle may be 5km/h or 10km/h, which is not particularly limited in this application.
And step 404, when the communication link between the rail vehicle and the second cell base station is established and the communication link between the rail vehicle and the first cell base station is disconnected, marking the position of the rail vehicle at the moment as a second position.
In the embodiment of the application, in the process that a rail vehicle drives from a first cell to a second cell, a communication link between the rail vehicle and a base station of the first cell is firstly connected, when a switching condition of the base station is met, the communication link between the rail vehicle and the base station of the second cell is connected, the communication link between the rail vehicle and the base station of the first cell is disconnected, and the position of the rail vehicle at the moment is marked as a second position. It should be understood that after the handover of the base station is completed, the communication link between the rail vehicle and the second cell base station is in a connected state and the communication link between the rail vehicle and the first cell base station is in a disconnected state within a period of time, and the second position in this application refers to the position of the rail vehicle at the initial time when the rail vehicle is in a connected state with the communication link of the second cell base station and in a disconnected state with the communication link of the first cell base station in an environment with interference of an interference source.
As a possible implementation manner, before performing step 404, the method further includes determining whether a handover condition of the base station is satisfied by the following steps:
step 801, acquiring signal strength of a first cell base station and a second cell base station in real time.
In the embodiment of the present application, the signal strengths of the first cell base station and the second cell base station may be obtained from a vehicle-mounted access unit in the rail vehicle, such as a TAU, or may be obtained from a communication monitoring terminal in the rail vehicle, such as a network tester.
And step 802, when the signal strength of the second cell base station is greater than that of the first cell base station, establishing a communication link between the rail vehicle and the second cell base station, and disconnecting the communication link between the rail vehicle and the first cell base station.
In the embodiment of the application, when the signal intensity of the second cell base station is greater than that of the first cell base station, the test terminal or the vehicle-mounted controller controls the rail vehicle to perform an operation of registering the second cell base station so that the rail vehicle establishes a communication link with the second cell base station, and controls the rail vehicle to perform an operation of deregistering the first cell base station so that the rail vehicle disconnects the communication link with the first cell base station.
As another possible embodiment, a preset position may be further preset, and when the rail vehicle travels to the preset position, the base station is switched, and the preset position may be set at the first position or at a position close to the first position, which is not particularly limited in this application.
Step 103, determining whether the distance difference between the second position and the first position is greater than a preset distance threshold.
In the embodiment of the application, the test terminal determines whether the handover function of the base station between the adjacent cells is abnormal according to the distance difference between the second position and the first position. It should be noted that the preset distance threshold may be set according to the operation requirement of the rail vehicle, and may be set to 10m or 15m, which is not specifically limited in this application. If the distance difference between the second position and the first position is smaller than or equal to the preset distance threshold, go to step 104; if the distance difference between the second location and the first location is greater than the predetermined distance threshold, step 105 is performed.
And 104, determining that the switching function is normal.
Step 105, determining that the switching function is abnormal.
According to the test method of the train-ground wireless communication system, the first position of the railway vehicle when the communication link of the railway vehicle is transferred from the first cell base station to the second cell base station in the environment without interference of an interference source and the second position of the railway vehicle when the communication link of the railway vehicle is transferred from the first cell base station to the second cell base station in the environment with interference of the interference source are obtained respectively, whether the switching function of the base stations between adjacent cells is abnormal or not can be accurately determined by judging whether the distance difference between the second position and the first position is larger than a preset distance threshold or not, and potential safety hazards of the railway vehicle in formal operation are avoided.
As a possible implementation manner, as shown in fig. 9, after the step 105 is executed, the method further includes:
step 106, the second cell base station or the antenna of the second cell base station is rearranged.
In the embodiment of the present application, the second cell base station or the antenna of the second cell base station may be rearranged by an operator, and the rearranging of the second cell base station or the antenna of the second cell base station includes, but is not limited to, adjusting the position of the second cell base station, or adjusting the position of the antenna of the second cell base station, or adjusting the pitch angle of the antenna of the second cell base station.
And step 107, after the second cell base station or the antenna of the second cell base station is rearranged, the testing step of the train-ground wireless communication system is executed again.
In the embodiment of the application, after the second cell base station or the antenna of the second cell base station is rearranged, the steps 101 to 103 are executed again until the switching function is determined to be normal. The unreasonable base station can be adjusted, so that the normal operation of the rail vehicle can be ensured.
As a possible implementation manner, as shown in fig. 8, after the step 104 is executed, the method further includes:
and step 108, acquiring performance parameters of the communication network of the rail vehicle and the second cell base station, wherein the performance parameters comprise at least one of network delay and bit error rate.
In the embodiment of the application, the performance parameters of the communication network between the rail vehicle and the second cell base station can be acquired from the communication monitoring terminal in the rail vehicle and also can be acquired from the communication monitoring terminal in the second cell base station, and the communication monitoring terminal in the rail vehicle and the communication monitoring terminal in the second cell base station can both select the network tester.
And step 109, judging whether the performance parameters of the communication network between the rail vehicle and the second cell base station meet preset conditions.
In the embodiment of the application, the test terminal judges whether the performance parameter of the communication network between the rail vehicle and the second cell base station meets a preset condition, specifically, judges whether the network delay is less than or equal to a preset delay or judges whether the error rate is less than or equal to a preset error rate. It should be noted that the predetermined delay may be 100ms or 150ms, and the error rate may be 0.0005 or 0.001, which is not limited in this application. If the performance parameters of the communication network between the rail vehicle and the second cell base station meet the preset conditions, executing step 110; if the performance parameters of the communication network between the rail vehicle and the second cell base station do not satisfy the preset conditions, step 111 is executed.
And step 110, determining that the communication network between the rail vehicle and the second cell base station is normal.
In the embodiment of the application, if the network delay is less than or equal to the preset delay, the communication network between the railway vehicle and the second cell base station is determined to be normal; or if the error rate is less than or equal to the preset error rate, determining that the communication network between the rail vehicle and the second cell base station is normal; or if the network delay is smaller than the preset delay and the error rate is smaller than or equal to the preset error rate, determining that the communication network between the rail vehicle and the second cell base station is normal.
And step 111, determining that the communication network between the rail vehicle and the second cell base station is abnormal.
In the embodiment of the application, if the network delay is greater than the preset delay, the communication network between the rail vehicle and the second cell base station is determined to be abnormal; or if the error rate is greater than the preset error rate, determining that the communication network between the rail vehicle and the second cell base station is abnormal. The safety and reliability of the operation of the rail vehicle are further improved by determining whether the communication network between the rail vehicle and the second cell base station is abnormal.
In order to implement the foregoing embodiments, the present application proposes a test terminal, as shown in fig. 10, the test terminal 900 includes a memory 920, a processor 910, and a computer program stored in the memory 920 and executable on the processor 910, and when the processor 910 executes the computer program, the test terminal implements the test method of the train-ground wireless communication system according to the foregoing embodiments.
In order to implement the above embodiments, the present application also proposes a non-transitory computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the method of testing the train-ground wireless communication system as proposed in the foregoing embodiments.
In order to implement the foregoing embodiments, the present application also proposes a computer program product, wherein when the instructions in the computer program product are executed by a processor, the testing method of the train-ground wireless communication system proposed by the foregoing embodiments is executed.
In the description herein, reference to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the application. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the feature. In the description of the present application, "plurality" means at least two, e.g., two, three, etc., unless explicitly specified otherwise.
Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more executable instructions for implementing steps of a custom logic function or process, and alternate implementations are included within the scope of the preferred embodiment of the present application in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order, depending on the functionality involved, as would be understood by those reasonably skilled in the art of the present application.
The logic and/or steps represented in the flowcharts or otherwise described herein, e.g., an ordered listing of executable instructions that can be considered to implement logical functions, can be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. For the purposes of this description, a "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of the computer-readable medium would include the following: an electrical connection (electronic device) having one or more wires, a portable computer diskette (magnetic device), a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). Additionally, the computer-readable medium could even be paper or another suitable medium upon which the program is printed, as the program can be electronically captured, via for instance optical scanning of the paper or other medium, then compiled, interpreted or otherwise processed in a suitable manner if necessary, and then stored in a computer memory.
It should be understood that portions of the present application may be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, the various steps or methods may be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. If implemented in hardware, as in another embodiment, any one or combination of the following techniques, which are known in the art, may be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application specific integrated circuit having an appropriate combinational logic gate circuit, a Programmable Gate Array (PGA), a Field Programmable Gate Array (FPGA), or the like.
It will be understood by those skilled in the art that all or part of the steps carried out in the method of implementing the above embodiments may be implemented by hardware related to instructions of a program, which may be stored in a computer readable storage medium, and the program, when executed, includes one or a combination of the steps of the method embodiments.
In addition, functional units in the embodiments of the present application may be integrated into one processing module, or each unit may exist alone physically, or two or more units are integrated into one module. The integrated module can be realized in a hardware mode, and can also be realized in a software functional module mode. The integrated module, if implemented in the form of a software functional module and sold or used as a separate product, may also be stored in a computer-readable storage medium.
The storage medium mentioned above may be a read-only memory, a magnetic or optical disk, etc. Although embodiments of the present application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present application, and that variations, modifications, substitutions and alterations may be made to the above embodiments by those of ordinary skill in the art within the scope of the present application.

Claims (10)

1. A test method of a train-ground wireless communication system is applied to a test terminal and is characterized by comprising the following steps:
under the environment without interference of interference sources, acquiring a first position of a rail vehicle when a communication link of the rail vehicle is transferred from a first cell base station to a second cell base station, wherein the first cell base station is arranged in a first cell, the second cell base station is arranged in a second cell, and the first cell and the second cell are adjacent cells;
acquiring a second position of the rail vehicle when a communication link of the rail vehicle is transferred from a first cell base station to a second cell base station under the environment with interference of an interference source, wherein the interference source is positioned between the first cell base station and the second cell base station;
judging whether the distance difference between the second position and the first position is greater than a preset distance threshold, and if the distance difference is greater than the preset distance threshold, determining that the switching function is abnormal; and if the distance difference is smaller than or equal to a preset distance threshold, determining that the switching function is normal.
2. The method for testing the train-ground wireless communication system according to claim 1, wherein the acquiring the first position of the railway vehicle when the communication link of the railway vehicle is transferred from the first cell base station to the second cell base station in the environment without interference of the interference source specifically comprises:
under the environment without interference of a interference source, controlling the rail vehicle to drive from the first cell to the second cell, and acquiring the position of the rail vehicle in real time;
and when the communication link of the rail vehicle and the second cell base station is connected and the communication link of the rail vehicle and the first cell base station is disconnected, marking the position of the rail vehicle at the moment as the first position.
3. The method for testing the train-ground wireless communication system according to claim 2, wherein when the communication link between the rail vehicle and the second cell base station is established and the communication link between the rail vehicle and the first cell base station is disconnected, the method further comprises the step of marking the position of the rail vehicle at the moment as the first position:
acquiring the signal intensity of the first cell base station and the second cell base station in real time;
and when the signal intensity of the second cell base station is greater than that of the first cell base station, enabling the railway vehicle to establish a communication link with the second cell base station and enabling the railway vehicle to disconnect the communication link with the first cell base station.
4. The method for testing the train-ground wireless communication system according to claim 1, wherein the interference source is an unmanned aerial vehicle carrying a radio interference device, and the obtaining of the second position of the railway vehicle when the communication link of the railway vehicle is transferred from the first cell base station to the second cell base station in the environment with interference from the interference source specifically comprises:
controlling the unmanned aerial vehicle to fly and hover to a target range, wherein the target range is a sector range covered by an antenna of the second cell base station;
controlling the unmanned aerial vehicle to send an interference signal, wherein the frequency of the interference signal is consistent with the working frequency of an antenna of the second cell base station, and the power of the interference signal is adjustable;
controlling the rail vehicle to drive from the first cell to the second cell, and acquiring the position of the rail vehicle in real time;
and when the communication link between the rail vehicle and the second cell base station is established and the communication link between the rail vehicle and the first cell base station is disconnected, marking the position of the rail vehicle at the moment as the second position.
5. The method for testing the train-ground wireless communication system according to claim 4, wherein when the communication link between the rail vehicle and the second cell base station is established and the communication link between the rail vehicle and the first cell base station is disconnected, the method further comprises the step of marking the position of the rail vehicle at the moment as the second position:
acquiring the signal intensity of the first cell base station and the second cell base station in real time;
and when the signal intensity of the second cell base station is greater than that of the first cell base station, enabling the railway vehicle to establish a communication link with the second cell base station and enabling the railway vehicle to disconnect the communication link with the first cell base station.
6. The method for testing the train-ground wireless communication system according to claim 4, wherein the controlling the unmanned aerial vehicle to fly and hover to the target range specifically comprises:
acquiring the position of a vehicle-mounted antenna when the rail vehicle runs to the first position;
acquiring the position of an antenna of the second cell base station;
determining a target position according to the position of the vehicle-mounted antenna and the position of the antenna of the second cell base station, wherein the target position is located in the target range;
and controlling the unmanned aerial vehicle to fly and hover to the target position.
7. The method for testing the train-ground wireless communication system according to claim 6, wherein the controlling the unmanned aerial vehicle to emit the interference signal specifically comprises:
determining the target power of the interference signal according to the target position and the power of a signal sent by an antenna of the second cell base station;
and controlling the unmanned aerial vehicle to send out an interference signal of the target power.
8. The method for testing the train-ground wireless communication system according to claim 1, further comprising:
when the switching function is determined to be normal, acquiring performance parameters of the communication network between the rail vehicle and the second cell base station, wherein the performance parameters comprise at least one of network delay and bit error rate;
judging whether the performance parameters of the communication network between the rail vehicle and the second cell base station meet preset conditions or not, and if the performance parameters of the communication network between the rail vehicle and the second cell base station meet the preset conditions, determining that the communication network between the rail vehicle and the second cell base station is normal; and if the performance parameters of the communication network between the rail vehicle and the second cell base station do not meet the preset conditions, determining that the communication network between the rail vehicle and the second cell base station is abnormal.
9. The method for testing the train-ground wireless communication system according to claim 1, further comprising:
when the switching function is determined to be abnormal, rearranging the second cell base station or the antenna of the second cell base station;
and after the second cell base station or the antenna of the second cell base station is rearranged, the testing step of the train-ground wireless communication system is executed again.
10. A test terminal comprising a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor when executing the computer program implements a method of testing a vehicle-to-ground wireless communication system as claimed in any one of claims 1 to 9.
CN202011547784.1A 2020-12-24 2020-12-24 Test method and test terminal of train-ground wireless communication system Pending CN114679700A (en)

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Application Number Priority Date Filing Date Title
CN202011547784.1A CN114679700A (en) 2020-12-24 2020-12-24 Test method and test terminal of train-ground wireless communication system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202011547784.1A CN114679700A (en) 2020-12-24 2020-12-24 Test method and test terminal of train-ground wireless communication system

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