GB2565559A

GB2565559A - Moving cell backhaul coordination

Info

Publication number: GB2565559A
Application number: GB1713088.1A
Authority: GB
Inventors: Tukmanov Anvar; Garifullina Aygul
Original assignee: British Telecommunications PLC
Current assignee: British Telecommunications PLC
Priority date: 2017-08-15
Filing date: 2017-08-15
Publication date: 2019-02-20
Anticipated expiration: 2037-08-15
Also published as: GB2565559B; GB201713088D0

Abstract

A moveable wireless access point device 10 is arranged to move autonomously to a location requiring improved wireless coverage E. The moveable wireless access point, AP, scans for transmissions from another wireless communications access point 1. The moveable wireless AP device 10 determines a direction in which the quality of the coverage from the other wireless AP 1 decreases and the moveable wireless AP moves in the determined direction. The moveable wireless AP device may identify a location at which it is at the limit of coverage provided by the other wireless AP and may then initiate operation as an access point. The moveable wireless AP device may establish a backhaul relay connection via the other wireless AP. The moveable wireless AP device may have a directional antenna. There may be several of the moveable wireless AP devices all providing a relay network by communicating with each other. In another aspect of the invention the moveable wireless AP device is part of an autonomous vehicle. The autonomous vehicle may be deployed on the ground, in the air (e.g. drones or UAVs) or in the water.

Description

Moving Cell Backhaul coordination

This invention provides a solution to mobile network coverage challenge often referred to as “coverage hole” where there is no mobile network signal or the signal is weak.

Coverage holes occur for a number of reasons of economical and physical nature, or a mixture of both. For example, for remote areas a fibre broadband network deployment is particularly difficult to justify commercially due to combination of population density and the volume of required engineering works. A similar mix of techno-economic barriers occurs in cases of temporary high demand in mobile coverage, e.g. during music or sport events, or in natural disaster or emergency situations. Such areas of high demand are not always within a coverage of mobile network signal, representing inconvenience for potential users and a missed opportunity for operators. Even where mobile coverage is available, a temporary event may result in a requirement for greater capacity than the installed base station capacity can handle. Another application area is within research and scientific missions in remote areas where mobile connectivity is required for crew and equipment data exchange.

Autonomous or remotely controlled devices, sometimes known as “drones”, are utilised in a number of situations where a piloted solution is unfeasible. They are also known as UAVs, UGVs, USVs or UUVs (unmanned aerial/ground/surface/underwater vehicles). Feasibility of autonomous vehicle applications has been demonstrated multiple times in recent years, using aerial drones for example. With significant momentum behind the technology, the unit price of such vehicles is expected to decrease while advanced intelligence solutions reduce in size in price as well. For example it is already possible to produce commodity base station under approx. 500g (e.g. femtocell). Purpose-built autonomous vehicle solutions are expected to achieve even better technical characteristics.

Articles “Extending Cell Tower Coverage through Drones” (Dhekne et al, Hotmobile '17, httQS7#expertOijnojs.edu/en/publLcato^ and “Distributed Collaborative Path Planning in Sensor Networks with Multiple Mobile Sensor /Vodes”(Lambrou et al, 17^th Mediterranean Conference on Control & automation, Thessaloniki, June 2009) describe sensor nodes which are deployed in response to demand from mobile terminals in order to improve area coverage. Both the systems are driven by the detection of terminals requiring connection, and therefore would not be suitable for use in anticipation of demand. The second reference takes into account positions of fixed base stations, determined from a database, but does not take account of whether actual signal quality is already adequate, or whether the neighbouring base stations can be used for backhaul purposes. In particular, it does not take account of whether any other autonomous self-deploying nodes are operating in the vicinity.

According to the invention, there is provided a wireless access communications access point equipment, arranged to move autonomously to a location requiring improved wireless coverage, and having a scanning system for detecting transmissions from another wireless communications access point, a processor for determining a direction in which quality of coverage from the other wireless communications access points decreases, a navigation system for directing movement in the direction determined by the processor, and a propulsion and steering system for moving the access point equipment under the control of the navigation system.

The invention also provides a method of controlling an autonomous vehicle having wireless access communications access point equipment, comprising the steps of:

- scanning to detect transmissions from another wireless communications access point,

- determining a direction in which quality of coverage from the other wireless communications access point decreases

- and directing the autonomous vehicle to move in the direction of decreasing coverage.

The processor may identify a location in which it is at a limit of coverage provided by the other wireless access point, and to initiate operation as an access point at the location so identified.

At a limit of coverage of a wireless communications access point with which it is in communication, the access point may seek a handover to a further wireless communications access point and, if a handover is successful, to continue to move in a direction in which quality of coverage from the further access point decreases, until a further handover is initiated or it reaches a limit of coverage provided by the other wireless access points

A backhaul relay communication may be set up through a wireless access point connected to the wireless communications access point equipment. A series of such access points may be used to establish a relay to a backhaul connection.

Quality of coverage may be measured as a function of one or more properties such as signal strength, bit error rate etc, or number of failed connection attempts (indicative that signal strength is adequate but capacity is limited)

The direction in which quality of coverage from the other access point decreases may be determined using a directional antenna, or it may be configured to direct the navigation system in a search pattern to identify the direction in which quality of coverage from the currently serving access point decreases.

The present invention is concerned with the deployment of an autonomous vehicle with navigation functionality and intelligence necessary to position the autonomous vehicle in a location where it can extend the radio network coverage, acting as a relay between an area where the coverage already exists and part of the “coverage hole” region. The vehicle itself may be an aerial, ground-based, floating or amphibious craft, depending on the nature of the terrain to be covered. In the case of an aerial craft, it may be a lighter-than-air device or a winged aircraft, but in either case would be either tethered or have a control system to allow it to keep on station once deployed. Communications backhaul may be through a wireless connection or, if the device is tethered, through a connection associated with the tether. For airborne systems, where weight is an important constraint, power may also be supplied through a tether.

Embodiments of this invention allow economical and rapid provision of commercial services in the areas where full-scale permanent installation is financially or physically challenging, for example in regions affected by natural disaster or emergencies such as flood, fire or earthquake, or in remote but populated regions or remote scientific bases, or during special events such as festivals. They allow a high level of autonomy of deployed vehicles, as the optimum position for the vehicle is determined by the vehicle itself through its observation of the environment. Autonomy reduces the need for human intervention and is especially useful in cases where human time resources are limited as described above. As the network is deployed reactively, coverage can be optimised dynamically as conditions change - for example if a fixed base station in the area starts to transmit, or ceases to do so, the autonomous vehicle can move into a new position automatically to take account of the change in the environment. Similarly, if more than one autonomous vehicle is deployed in the same area, they will automatically seek out an optimum deployment configuration.

An embodiment of the invention will be described, by way of example, with reference to the drawings in which

Figure 1 depicts an illustrative scenario for deployment of autonomous vehicles

Figure 2 is a schematic diagram of an autonomous vehicle configured to operate according to the invention

Figure 3 is a flow diagram illustrating operation of an autonomous vehicle according to the invention

Figure 4 is a detail of part of the process depicted in Figure 3

Figures 5 and 6 illustrate search strategies usable with the embodiments of the invention.

Figure 1 describes a possible scenario for deployment of autonomous vehicles. In this example three base stations 1,2, 3 provide coverage in respective cells A, B and C to form a permanent network, which is to be extended to provide service into a “coverage hole” D.. It will be understood that the coverage area of a cell is not defined in practice by a clearly delineated circle, as signal quality diminishes over distance and topography and other factors can influence the range of a given base station in different directions. As illustrated by area E in Figure 1, a “coverage hole” can also emerge in an area surrounded by coverage areas, yet no reliable reception can be maintained.

Figure 1 also depicts an autonomous vehicle 10 having an area of coverage depicted by the chain-dotted line 20. This autonomous vehicle can use the signal from an existing base station 1 as backhaul for the users that may be within its coverage area. Note that the coverage areas represented in the figure are for illustration purposes only, e.g. the coverage area of an autonomous vehicle may be comparable to the coverage area of the base station, or a base station coverage may be directed in a particular azimuthal sector, for example. In particular, with emerging beamforming functionality of LTE and 5G systems, the base station 1 may dedicate a beam for backhaul or direction of the autonomous vehicle 10 based on local or backoffice functionality, which may work on top of the autonomous decision-making of the vehicle.

Further autonomous vehicles 11,12 may “daisy-chain” to each other to provide an area 20, 21, 22 of continuous coverage within the “coverage hole” D. Potential interference between the autonomous vehicles in this case can be resolved using conventional methods, such as resource partitioning.

Figure 2 is a schematic diagram of an autonomous vehicle 10 configured to operate according to the invention. The principal functional elements are a vehicular platform 30, a motion processor 40, a radio module 50, and a power system 60.

The Vehicular platform 30 provides functions that enable the autonomous vehicle to change its position. In the case of a ground deployment this may comprise a motor 31 driving a number of wheels 32, and a suitable parking brake to retain the autonomous vehicle in position when at its selected location. In the case of deployment in water a motor would instead drive a propeller or impeller, and an anchor or other fixing device would be provided to secure the device in its selected location. In an airborne context, a motor would drive a propulsion system to be used to move the platform into position and then to keep station. Typically such a device would be tethered to a ground station to prevent it drifting away and to provide power.

The motion processor 40 comprises a processing unit 41 responsible for determining the direction of travel based on inputs from sensors 42, 43 and from the radio interface 50. The sensors 42, 43 may be proximity sensors or other types of environment sensors to allow the vehicular platform to negotiate obstacles, whilst the radio input 50 provides data to the motion processor on received signal strength and other measures of channel quality.

The radio module 50 is also responsible for radio communication with the existing network 1, 2, 3 for provision of backhaul connectivity, for provision of signal to users in the autonomous vehicle’s area of coverage 20, with the autonomous vehicle acting as a base station, and for peer-to-peer communication with other autonomous vehicles 11, 12 for purposes of backhaul or coordination. An antenna system 51 is connected to the module. This can comprise external, internal or retractable antennas, depending on the application. Separate antennas may be provided for the different communications functions. For example an omnidirectional (or azimuthal) antenna may be provided for communication with mobile terminals within the area of coverage, and for initial searching for a deployment location, and one or more directional antennas may be provided for backhaul and peer to peer functions.

The Power system 60 comprises a battery 61 associated with a solar panel 62 which can be deployed to provide power for movement and radio communication. Alternative embodiments may use an external power supply, for example through a tether between an aerial platform and a ground station. It will be recognised that the radio interface will only be in receiving mode during the search and movement phase, and will not require power for radio transmission until a location has been selected, after which, with the exception of aerial applications which may require power to maintain position, the vehicular system can be shut down.

Figure 3 is a flow diagram illustrating a generalised process for operating of an autonomous vehicle according to the invention. The process will depend to some extent on the purpose for which the autonomous vehicle is to be deployed; for example a disaster-recovery case would differ in some respects from a music festival case, but Figure 3 illustrates an overall strategy that an autonomous vehicle can follow. These procedures are implemented in the motion processor module 41, in response to inputs from the radio interface 50 and sensors 42, 43, and providing outputs to the traction system 30 and the radio interface 50. This process will be described as two main sub-processes 60, 70, respectively for determining the direction of travel and for relocation.

At power-on (step 100) the autonomous vehicle scans the environment and may attach to a network as a User Equipment (UE) (step 101), for example to download instructions. Otherwise, or if no connectivity to back-end systems is available, the autonomous vehicle may continue to operate with a default objective of extending the network coverage, as will be described below.

Following attachment, the autonomous vehicle performs a network scan (102) to collect observations of the environment, such as neighbour cells’ identities and their received power levels.

These network environment observations are provided to the motion processor to decide the direction of movement for the autonomous vehicle (step 103). Other data such as GPS location may also be used if available. A basic search strategy is described here, but more advanced and sophisticated processes and methods can be provided to suit individual applications.

The principle of the default strategy is to move in the direction of the serving cell’s signal quality decay (step 104), whilst continuing to monitor the serving cell’s signal quality (step 105), and handing over to neighbour cells if available (step 106), continuing until no further handover candidate is available (step 107), and then stopping on the edge of coverage of the currently serving cell (step 108).

Other strategies can be realised, for example, following the principles of event-based measurement triggers utilised in LTE [TS36.331], where a serving base station signal is monitored for a set of events. Figure 4 depicts the process of steps 103-106 in more detail, using such triggers. In this embodiment, the measurements are utilised to control the autonomous vehicle’s motion processor 41. In particular, once in motion the drone may monitor the serving cell RSRP (step 104) and continue movement while conditions trigger LTE event A2, with appropriately-adjusted threshold and hysteresis value, remain true (step 114) . The event A2 specified in the LTE standard is triggered when the serving cell becomes worse than threshold, i.e. Meas + Hyst < Threshold, where Hyst is a small hysteresis value to even out instantaneous fluctuations in measurements. The threshold in the case of this invention would be the previous measurement result (re-set at each iteration, step 116), so that the result of the difference Meas - Threshold would be negative. The adjustment of hysteresis can realised taking into account the specifics of the drone motion and terrain type to prevent the drone leaving the coverage area of the cell. Similarly, one tactical element of a strategy can be a change in the direction of moving (step 113) should event A1 be triggered (step 115 - Event A1 is triggered when the serving cell becomes better than threshold.), indicating that the drone is approaching the serving cell’s centre.

The determination of the direction of the serving station’s decay may be achieved using a directional antenna which can determine in which direction the serving station lies, which data is used to direct the vehicle to move in the opposite direction. A simpler but slower system may use trial and error, by moving in a given direction, detecting the change in signal strength at the new location, and adjusting the direction of the next move quality according to whether the quality has increased, decreased, or stayed the same.

After stopping, the autonomous vehicle starts acting as a relay (step 109), providing services to users in its coverage area. The autonomous vehicle may use RSRP, LTE sync signals or other signal power or KPI to determine “signal quality” above. The autonomous vehicle can also be guided to the desired position through beamforming functionality implemented at the serving base station.

Such a procedure will mean that the autonomous vehicle will stop on the edge of coverage and extend the coverage into the coverage hole.

Re-evaluation of current position (step 110) can be performed periodically or in response to changes in the radio environment such as deterioration of the backhaul connection or installation of a permanent facility. Again, the details of the strategy will depend on the circumstances, but a default strategy may be installed in which the autonomous vehicle reacts to changes in the serving cell (or serving autonomous vehicle in case of daisy-chaining) (step 111) by moving further away if the signal becomes significantly better, however the autonomous vehicle would not retreat back if the signal becomes worse as this may break the chain to dependent autonomous vehicles further on in the coverage hole area. Therefore the threshold for the signal quality indicator above should be picked conservatively in this case.

Other cases are possible, for example the autonomous vehicles may launch a reconfiguration of the coverage by retreating back within coverage and re-starting the self-deployment process once again.

Figures 5 and 6 illustrate how autonomous vehicles according to respective first and second embodiments of the invention may seek a suitable location for deployment. The difference between the embodiments is in the search strategy used to identify the direction of the serving base station’s signal decay (step 103 in Figure 3). In the first embodiment, a directional antenna is used. In the second embodiment, an omnidirectional antenna is used, and the direction of decay determined by trial and error.

In Figures 5 and 6, two fixed base stations 1,2 are present, and an autonomous vehicle 10 is seeking a suitable location at which to be deployed so that coverage may be extended. It will be noted that in this simplified example, the locations found (83, 99) are different in the two cases, but when several such autonomous vehicles are deployed the total coverage would tend towards a similar result in both cases. Successive locations found during the search are depicted by markers 80, 81,82, 83; 90, 91, 92, 93 etc....99. In practice, detection and course correction would be undertaken over much shorter distances than illustrated in the Figures.

In the first example (Figure 5), the autonomous vehicle starts at a location 80. It determines that it is in range of a base station 1 and attaches to that base station (step 101). It then measures the signal strength and direction of the base station (step 103) and having determined that it is not close to the threshold signal quality it moves in the direction away from the base station to a second position 81, where the autonomous vehicle determines that the signal quality has now deteriorated to below a threshold (step 105), and that a handover is possible to another base station 2 (step 106). Being now within range of the second base station the autonomous vehicle then moves to a third position 82. The direction of the second base station 2 is determined (step 103) and the autonomous vehicle moves in the opposite direction until it reaches location 83 at which the signal quality again falls to the threshold value (step

105). As in this case no further handover is possible (step 107) the autonomous vehicle 10 stops (step 108) and activates its relay functionality 109.

In the second example (Figure 6) the autonomous vehicle starts at a location 90. It determines that it is in range of a base station 1 and attaches to that base station (step 101). It then measures the signal strength of the base station (step 103) and having determined that it is not close to the threshold signal quality it moves to a second position 91, where the process is repeated. In this embodiment the radio interface does not have a directional capability and so the initial move is made in a random direction, although making use of inputs from the proximity sensors 42, 43. In this example the signal quality detected at the second location 91 is similar to that at the first location 90, indicating that the vehicle is “contouring” around the base station 1, so at one or more subsequent iterations (92, 93) different directions are attempted until a direction is discovered in which the signal quality deteriorates (step 94). Being still within range of the first base station the autonomous vehicle then continues to move in that direction until the autonomous vehicle reaches a position (95) where it determines that the signal quality has deteriorated to below a threshold (step 105), and that a handover is possible to another base station 2 (step 106). The autonomous vehicle then searches again for a direction to move (96, 97, 98) until it reaches a location 99 at which the signal quality again falls to the threshold value (step 105). As in this case no further handover is possible (step 107) the autonomous vehicle 10 stops (step 108) and activates its relay functionality 109.

It will be seen that the second search strategy is slower than the first, but does not require a directional antenna to identify the direction to travel.

Claims

1. A wireless access communications access point equipment, arranged to move autonomously to a location requiring improved wireless coverage, and having a scanning system for detecting transmissions from another wireless communications access point, a processor for determining a direction in which quality of coverage from the other wireless communications access points decreases, a navigation system for directing movement in the direction determined by the processor, and a propulsion and steering system for moving the access point equipment under the control of the navigation system.

2. A wireless communications access point equipment according to Claim 1, the processor having provision to identify a location in which it is at a limit of coverage provided by the other wireless access point, and to initiate operation as an access point at the location so identified.

3. A wireless communications access point equipment according to Claim 2, arranged that at a limit of coverage of a wireless communications access point with which it is in communication to seek a handover to a further wireless communications access point and, if a handover is successful, to continue to move in a direction in which quality of coverage from the further access point decreases, until a further handover is initiated or it reaches a limit of coverage provided by the other wireless access points

4. A wireless communications access point equipment according to Claim 2 or Claim 3, arranged to establish a backhaul relay communication through a wireless access point connected to the wireless communications access point equipment.

5. A wireless communications access point equipment according to Claiml, Claim 2, Claim 3 or Claim 4, having a directional antenna for detecting the direction in which quality of coverage from the other access point decreases.

6. A wireless communications access point equipment according to Claiml, Claim 2, Claim

3 or Claim 4, wherein the processor is configured to direct the navigation system in a search pattern to identify the direction in which quality of coverage from the currently serving access point decreases.

7. A wireless communications access point equipment according to Claiml, Claim 2, Claim 3, Claim 4, Claim 5 or Claim 6, configured to operate as a relay between one or more further wireless communications access points and a backhaul connection.

8. A method of controlling an autonomous vehicle having wireless access communications access point equipment, comprising the steps of:

9. A method according to Claim 8, comprising the further steps of

- identifying a location at a limit of coverage provided by the other wireless access points, and

- initiating operation as an access point at the location so identified.

10. A method according to Claim 9, wherein the wireless access communications access point equipment:

- establishes communication with a first wireless communications access point

- determines a direction in which quality of coverage from the first wireless communications access point decreases

- directs the autonomous vehicle to move in the direction of decreasing coverage

- identifies a location at a limit of coverage provided by the first wireless access point,

- at the location so identified, attempts a handover to a second wireless communications access point

- if a handover if possible, repeats the preceding steps with the second and any subsequent wireless access points,

- if a handover is not possible, initiates operation as an access point.

11. A method according to Claim 9 or 10, wherein the wireless communications access point equipment establishes a backhaul relay communication through the wireless access point with which it is currently in communication.

12. A method according to Claim 8, Claim 9, Claim 10 or Claim 11, in which the determination of a direction in which quality of coverage from the other wireless communications access points decreases is performed by a scan with a directional antenna

13. A method according to Claim 8, Claim 9, Claim 10 or Claim 11, in which the determination of a direction in which quality of coverage from the other wireless communications access points decreases is performed by navigating in a search pattern to identify the direction in which quality of coverage from a currently serving access point decreases.

14. A method according to Claim 8, Claim 9, Claim 10, Claim 11, Claim 12 or Claim 13, wherein a plurality of autonomous vehicles, each having respective wireless access communications access point equipment, are deployed in sequence, each such vehicle identifying a limit of wireless coverage provided by fixed wireless communications access points and any of the autonomous vehicles previously deployed, and initiating operation as an access point at the limit of wireless coverage so identified.

15. A method according to Claim 14, wherein the wireless access communications equipments associated with each autonomous vehicle communicate with each other to

5 provide a relay network connected to a backhaul system through at least one fixed network access point in communication with one or more of the wireless access communications equipments.