201238374 六、發明說明： 【發明所屬之技術領域】 本發明係關於一種通訊系統，尤指一種應用於高速鐵 路之無線通訊系統。 【先前技術】 習知以語音為主的無線通訊系統多以高速公路上的移 動速度（時速120至140公里）作為設計目標，近年來由於高速 鐵路興起’目前以語音為主的無線通訊系統已可於g速200 公里的移動速度下收發訊息，然而對於例如Wi-Fi無線網路 服務、全球互通微波存取（Worldwide Interoperability for Microwave Access，WiMAX)服務、或長期演進技術（L〇ng Term Evolution，LTE)服務等之寬頻無線通訊系統來說，目 前尚未有解決辦法，並且’目前新一代的高速鐵路之移動 速度已超過時速350公里，甚至更達時速5〇〇公里，因此對 於所有的行動通訊系統來說皆為相當大的衝擊。 咼速鐵路在高速移動時所引起的問題主要有二，一是 高速移動下所產生的都卜勒效應，使得接收信號的頻譜被 展寬，二是信號電波於高速移動的情況下，傳送至基地台 的訊號並非經由單—路徑，而是由來自許多路徑的眾多； 徑波所合成，由於各路徑的距離、所需時間及相位皆不同， 使得接收信號衰落。料，在高速移動的情況下由於益 線通訊系統形同斷訊，高速鐵路車厢内所有乘客所搞帶: 例如手機、PDA、或筆記型電腦等行動裝置皆以最大功率 201238374 發出無線信號，因而可能對高速鐵路車廂内的控制系統造 成干擾而產生安全上的顧慮。 以現今2G/3G的無線通訊系統來說，由於資料傳輸速 率遠大於都卜勒效應所引起的通道衰落效率，因此可有效 抵抗都卜勒頻移；但多徑波所引起的信號衰落則因車厢高 速移動而加劇，實際測試結果’在時速超過4〇〇公里的況 下，所有的無線通訊系統仍由於信號衰落快而斷線，且車 庙内所有行動裝置所造成的無線電汙染確實足以干擾高鐵 的控制系統。 習知之長期演進技術（Long Term Evolution, LTE)係採 用正交分頻多工（Orthogonal Frequency Division Multiplexing’ OFDM)及其延伸的技術如〇FDMA等方 法’其係將高速串列資料轉換為多路相對低速的並行資料 並對不同的子載波進行調製，此種平行傳輸體制使訊號的 脈衝寬度大幅擴展，因此可有效提高抗多徑衰落之性能。 然而’在高速移動時，無線通道表現出的是快衰落通道， 此時都卜勒擴展會引起信號失真，而導致資料傳輸速率迅 速下降而斷訊；而為消除都卜勒擴展的影響，習知係將都 卜勒分集技術用於正交分頻多工系統以降低訊號失真，然 而工程浩大且成效不彰。 另外’習知亦提出以高鐵隧道覆蓋採用之漏纜技術來 解決上述問題’當列車高速前進時，由於車頂上的天線與 漏规電波間的入射角永遠為9〇度，除了都卜勒頻移為零之 外’漏規輕射口與天線間係為最短直射路徑，因此多徑波 4 201238374 最少且快速衰落現象亦最不 設置漏纜除了成本過高外， 汗染問題。 明顯。然而，於高鐵沿線全程 其實會引起嚴重的車廂内無線 發明人爱因於此，本於積極發明之精神巫思一種可 有效解決«因高速㈣所產生之賴衰㈣題之高速鐵 路之無線通訊系統，幾經研究實驗終至完成此項嘉氣世人 之發明。 〜 【發明内容】 鑒於上述習知之高速鐵路之無線通訊系統訊尚有改進 空間，本發明之目的係在提供—種高速鐵路之轉通訊系 統。因為高鐵車箱移動的速度非常快；高於35〇公里/小時 甚至達到5GG公里/小時。在這種高速移動下，高速鐵路之 無線通訊系統可以簡化成為車厢上的獨立高鐵無線通訊設 備(包括基地台)和鐵道旁的高鐵無線通訊設備(包括基地台) 之間的相對通訊。車廂上的無線通訊使用者如手機、電腦 CPE等直接和車廂上的高鐵無線通訊設備連結，再聯繫到鐵 道旁的尚鐵無線通訊設備而和外面一般傳统的通訊系统連 接。車廂上的獨立高鐵無線通訊設備（包括基地台）和鐵道旁 的尚鐵無線通訊設備（包括基地台）之間的距離如果在一至 四公里内其相對位置和角度變化很狹小而呈現 '線"狀而 非360度的、面，狀的相對關係。本發明利用這種、線"狀 的關係來提供一種高速鐵路之無線通訊系統，其主要（1)係 以硬體方式解決前述在列車高速移動時因多徑波所引起之 201238374 訊號衰落問題，同時消除、改善及隔離多徑波以有效降低 干擾，（2)當多徑波的問題解決或改善後，及其延伸 技術可以優化來解決或改善都卜勒擴展的影響使得〇fdm 或LTE的通信不斷線；（3)目前的無線通訊系统的頻段都在 0.9GHz至5_8GHz之間，如要以硬體方式來解決多徑波問 題，在高鐵這種狹小如、線〃狀的通訊相對角度其所需天 線有實際上的困難；例如體積太大、精細度作不到及高鐵 車廂無法容納等。為了解決這問題，本發明採用二個工作 頻段。車廂内使用正常的通訊頻段（〇 9(3出至5 8GHz)，車 厢外的通訊則使用第二個工作頻段；超高頻段例如 20GHz，30GHz甚至更高頻段。在此超高頻段’適當的天線 設計（小體積、高增率及狹小乾淨波形）可以達到解决或降低 高鐵多徑波的問題。 依據本發明之一特色，本發明係提出一種高速鐵路之 無線通訊系統’係供一列車車廂中之一行動裝置於列車車 厢向速移動時使用一無線通訊服務’其中無線通訊服務係 使用一第一工作頻段，高速鐵路之無線通訊系統包括：複 數個基地台’係分布設置於尚速鐵路行經路線之一預設範 圍内，用以於一第二工作頻段接收及發送訊號，以提供無 線通訊服務’至少一天線模組，係設置於列車車庙外部， 用以於第二工作頻段發送及接收訊號、以及轉換訊號之頻 率；以及至少一基站模組，係設置於列車車廂内部，與至 少一天線模組·--對應並相連接，用以於第一工作頻段發 送、以及接收訊號，以及對所接收之訊號進行處理然後傳 6 201238374 送至相對應之至少一天線模組以由其於第二工作頻段發 送。 在本發明一較佳實施例中，無線通訊服務係為第二代 行動通訊技術（second-generation，2G)服務、第三代行動通 訊技術（third-generation, 3G)服務、Wi-Fi無線網路服務、全 球互通微波存取（Worldwide Interoperability for Microwave Access, WiMAX)服務、或長期演進技術（Long Term Evolution, LTE)服務，且第一工作頻段係為824-925 MHz、1710-1990 MHz、1900-2170 MHz、2.4-2.5 GHz、或 5.725-5.875 GHz。 ’ ' 在本發明一較佳實施例中，第二工作頻段的中心頻率 係為20GHz。 【實施方式】 請參照圖1 ’圖1係本發明一較佳實施例之高速鐵路之 無線通訊系統之示意圖。如圖1所示，高速鐵路之無線通訊 系統包括至少一天線模組11 '至少一基站模組丨2、以及複 數個基地台2 ’其中至少一天線模組η係設置於列車車廂9 外部’至少一基站模組12係設置於列車車廂9内部，並與至 少一天線模組11一一對應並相連接，複數個基地台2係分布 設置於高速鐵路行經路線的一預設範圍内，基地台2與下一 個基地台2的距離t較佳係為丨至4公里使得基地台和車廂之 間的距離都在這範圍内。天線模組丨丨用以對列車外部於一 第二工作頻段發送及接收訊號、以及轉換所接收之訊號的 201238374 頻率；基站模組12用以對列車車廂内於一第一工作頻段發 送及接收訊號、以及對所接收的訊號進行處理，然後傳送 至相對應的天線模組11以由其於第二工作頻段發送；基地 台2用以於第二工作頻段接收以及發送訊號，以提供無線通 訊服務。 請參照圖2 ’圖2係本發明之高速鐵路之無線通訊系 統之架構示意圖。在圖2中，天線模組11包括一轉換單元 111、以及一天線單元112 ’基站模組12包括一處理單元 121、以及一無線單元122，基地台2係分別連接至光纖網 路以連接無線通訊服務之一服務網路，基地台2包括一天 線裝置21 ’其係包括一天線211、以及一頻率轉換器212。 其中，轉換單元111係用以將天線模組11接收自基站模組 12的訊號的頻率自第一工作頻段轉換為第二工作頻段，以 及將天線模組11接收自基地台2的訊號的頻率自第二工作 頻段轉換為第一工作頻段；天線單元112係供天線模組n 以第二工作頻段發送、或接收訊號；處理單元12丨係用以 對基站模組12所接收的訊號進行處理，然後傳送至相對應 的天線模組112 ;無線单元12 2係供基站模組12於第一工 作頻段發送以及接收訊號；天線211係供天線裝置21以第 二工作頻段發送或接收訊號；頻率轉換器212係用以將基 地台2所接收之訊號之頻率自第一工作頻段轉換為第二工 作頻段、或自第二工作頻段轉換為第一工作頻段；天線單 元112、以及天線211較佳係為圓形號角天線（c〇nicaih〇rn antenna)或平板式天線。這種天線的設計必需要求達到體 8 201238374 積小、高增率（antenna gain)及狹小乾淨波形（narrow antenna radiation pattern with extreme low side-lobes) ° 本發明之高速鐵路之無線通訊系統係供行動裝置3於 列車高速移動時使用一無線通訊服務，此處無線通訊服務 可為第二代行動通訊技術（second-generation，2G)服務、第 三代行動通訊技術（third-generation，3G)服務、Wi-Fi無線網 路服務 '全球互通微波存取（Worldwide Interoperability for Microwave Access，WiMAX)服務、或長期演進技術（Long Term Evolution，LTE)服務。如圖2所示，行動裝置3與基站 模組12之間係於第一工作頻段發送以及接收訊號，此處第 一工作頻段即旅客欲以行動裝置3使用之無線通訊服務之 工作頻段，其可為 824-925 MHz、1710-1990 MHz、1900-2170 MHz、2.4-2.5 GHz、或 5.725-5.875 GHz ;天線模組 11與基 地台2之間係於第二工作頻段發送以及接收訊號，此處第二 工作頻段係為一超高頻的頻段，其中心頻率較佳係為 20GHz。 當無線通訊服務之服務網路欲發送訊號至行動裝置3 時，首先透過光織網路將欲發送的訊號傳送至基地台2,頻 率轉換器212將來自光纖網路的訊號頻率自無線通訊服務 所使用的第一工作頻段轉換為超高頻的第二工作頻段，以 由天線21 1發送；設置於列車外部的天線單元112接收訊 號，由轉換單元111將訊號頻率由超高頻的第二工作頻段轉 換為無線通訊服務所使用的第一工作頻段，然後傳送至基 201238374 站模組12’以由無線單元122於列車車廂9中發送；行動裝 置3接收來自基站模組丨2的無線訊號。 當行動裝置3於無線通訊服務所使用的第一工作頻段 發送訊號’設置於列車車廂内部的無線單元丨22接收訊號並 由處理單元121進行處理，然後基站模組12將訊號傳送至天 線模組11;轉換單元1U將訊號頻率自無線通訊服務所使用 的第一工作頻段轉換為超高頻的第二工作頻段，以由天線 單元112於第二工作頻段發送；天線211於超高頻的第二工 作頻段接收無線訊號，頻率轉器212將其之頻率自超高頻的 第二工作頻段轉換為無線通訊服務所使用的第一工作頻 段’然後經光纖網路傳遞至相對應之無線通訊服務之服務 網路。 以本發明之高速鐵路之無線通訊系統提供使用者於列 車行進間可以行動裝置使用無線通訊服務時，行動裝置與 設置於列車車廂内部的基站模組之間的距離短，因此無線 訊號的傳遞不會使訊號衰弱；而天線模組與基地台之間係 以例如20GHz的超高頻頻段傳遞訊號，其所能容許的通訊 距離較長、對環境變化的容忍度較高、且讀取速度快；因 此’本發明之高速鐵路之無線通訊系統可有效改善在列車 高速移動時因多徑波而引起的訊號衰落及干擾，進而達到 可有效提供旅客於列車高速行進時可以行動裝置使用無線 通訊服務之功效。 201238374 本發明所 而非僅限 上述實施例僅係為了方便說明而舉例而已 主張之權利範圍自應以中請專利範圍所 於上述實施例。 " 【圖式簡單說明】 圖1係本發明一較佳實施例之高速鐵路之無線通訊系統之 不意圖。 圖2係本發明之高速鐵路之無線通訊系統之架構示意圖。 【主要元件符號說明】 Π1轉換單元 12基站模組 122無線單元 21天線裝置 212頻率轉換器 9列車車廂 11天線模組 112天線單元 121處理單元 2基地台 211天線 3行動裝置 t距離201238374 VI. Description of the Invention: [Technical Field of the Invention] The present invention relates to a communication system, and more particularly to a wireless communication system applied to a high speed railway. [Prior Art] It is known that the voice-based wireless communication system mostly uses the moving speed on the expressway (120 to 140 km per hour) as the design target. In recent years, the high-speed railway has emerged as the current voice-based wireless communication system. Send and receive messages at a speed of 200 km/h, for example, for Wi-Fi wireless network services, Worldwide Interoperability for Microwave Access (WiMAX) services, or Long Term Evolution (L〇ng Term Evolution) For broadband wireless communication systems such as LTE) services, there is currently no solution, and 'the current speed of the new generation of high-speed railways has exceeded 350 kilometers per hour, even more than 5 kilometers per hour, so for all actions The communication system is a considerable impact. There are two main problems caused by the idle speed railway during high-speed movement. One is the Doppler effect generated by high-speed movement, so that the spectrum of the received signal is broadened. The second is that the signal wave is transmitted to the base when moving at high speed. The signal of the station is not through a single-path, but by a large number of paths; the combination of the path waves, because the distance, time and phase of each path are different, so that the received signal is fading. In the case of high-speed movement, because the line communication system is similarly broken, all passengers in the high-speed rail car are equipped with: mobile devices such as mobile phones, PDAs, or notebook computers emit wireless signals with maximum power 201238374. As a result, it is possible to cause interference with the control system in the high-speed railway car and cause safety concerns. In today's 2G/3G wireless communication system, since the data transmission rate is much larger than the channel fading efficiency caused by the Doppler effect, it can effectively resist the Doppler shift; however, the signal fading caused by multipath waves is caused by The car's high-speed movement is intensifying. The actual test result 'At a speed of more than 4 mph, all wireless communication systems are still disconnected due to fast signal fading, and the radio pollution caused by all mobile devices in the temple is enough. Interfere with the control system of high-speed rail. The Long Term Evolution (LTE) system adopts Orthogonal Frequency Division Multiplexing (OFDM) and its extended technologies such as 〇FDMA, which converts high-speed serial data into multiple channels. Compared with low-speed parallel data and modulation of different sub-carriers, this parallel transmission system greatly expands the pulse width of the signal, thereby effectively improving the performance against multipath fading. However, when moving at high speed, the wireless channel exhibits a fast fading channel. At this time, the Buhler expansion causes signal distortion, which causes the data transmission rate to drop rapidly and breaks. To eliminate the influence of the Doppler expansion, The knowledge system uses Doppler diversity technology for orthogonal frequency division multiplexing systems to reduce signal distortion. However, the project is vast and ineffective. In addition, 'Tradition also proposes to solve the above problems by using the cable leakage technology covered by high-speed rail tunnels.' When the train advances at high speed, the incident angle between the antenna on the roof and the leaky radio wave is always 9 degrees, except for the Doppler frequency. Moving to zero outside the 'leakage gauge light and the antenna is the shortest direct path, so multipath wave 4 201238374 minimum and fast fading phenomenon is also the least to install the cable in addition to the cost is too high, the problem of sweating. obvious. However, the whole process along the high-speed rail will actually cause serious inventors in the car. Because of this, the spirit of active invention is a kind of wireless communication that can effectively solve the high-speed railway caused by the high speed (4). The system has been researched and completed to complete the invention of this world. ~ [Summary of the Invention] In view of the above-mentioned conventional high-speed railway wireless communication system, there is still room for improvement, and the object of the present invention is to provide a high-speed railway communication system. Because the speed of the high-speed rail car is very fast; more than 35 〇 km / h or even 5 GG km / h. Under this high-speed movement, the high-speed rail wireless communication system can simplify the relative communication between the independent high-speed rail wireless communication equipment (including the base station) on the train and the high-speed rail wireless communication equipment (including the base station) next to the railway. The wireless communication users on the compartment, such as mobile phones and computer CPEs, are directly connected to the high-speed rail wireless communication equipment on the train, and then connected to the Shangtie wireless communication equipment beside the railway to connect with the traditional communication system outside. The distance between the independent high-speed rail wireless communication equipment (including the base station) on the carriage and the Shangtie wireless communication equipment (including the base station) next to the railway line is very narrow if the relative position and angle change within one to four kilometers. ; rather than 360 degrees, face, shape relative relationship. The present invention utilizes this relationship of line " to provide a high-speed railway wireless communication system, which mainly (1) solves the aforementioned problem of 201238374 signal fading caused by multipath waves during high-speed movement of the train in a hardware manner. At the same time, eliminate, improve and isolate multipath waves to effectively reduce interference, (2) when the problem of multipath waves is solved or improved, and its extension technology can be optimized to solve or improve the influence of Doppler expansion so that 〇fdm or LTE (3) The current wireless communication system's frequency band is between 0.9GHz and 5_8GHz. If the multipath wave problem is to be solved in a hardware manner, the narrow iron wire-like communication in the high-speed rail is relatively The angle required for the antenna has practical difficulties; for example, the volume is too large, the fineness is not available, and the high-speed rail compartment cannot be accommodated. To solve this problem, the present invention employs two operating frequency bands. The normal communication band (〇9 (3 out to 5 8 GHz) is used in the car, the second working band is used for communication outside the car; the ultra-high band is for example 20 GHz, 30 GHz or higher. In this ultra-high frequency band The antenna design (small volume, high rate of increase and narrow clean waveform) can solve or solve the problem of high-iron multipath wave. According to one feature of the present invention, the present invention provides a high-speed railway wireless communication system for a train One of the moving parts of the vehicle uses a wireless communication service when the train car moves at a speed. 'The wireless communication service uses a first working frequency band, and the high-speed railway wireless communication system includes: a plurality of base stations' are distributed in the The speed rail is used to receive and transmit signals in a second working frequency band to provide a wireless communication service. At least one antenna module is disposed outside the train car temple for the second work. a frequency band for transmitting and receiving signals and a frequency of converting signals; and at least one base station module disposed inside the train compartment, and at least one The line module---corresponding to the parallel connection, for transmitting and receiving the signal in the first working frequency band, and processing the received signal, and then transmitting 6 201238374 to the corresponding at least one antenna module for The second working frequency band is transmitted. In a preferred embodiment of the present invention, the wireless communication service is a second-generation (2G) service and a third-generation (3G) service. , Wi-Fi wireless network service, Worldwide Interoperability for Microwave Access (WiMAX) service, or Long Term Evolution (LTE) service, and the first working frequency band is 824-925 MHz, 1710-1990 MHz, 1900-2170 MHz, 2.4-2.5 GHz, or 5.725-5.875 GHz. ' In a preferred embodiment of the present invention, the center frequency of the second operating band is 20 GHz. [Embodiment] Please refer to 1 is a schematic diagram of a wireless communication system of a high-speed railway according to a preferred embodiment of the present invention. As shown in FIG. 1, a wireless communication system of a high-speed railway includes at least one antenna module 11' One less base station module 丨2, and a plurality of base stations 2' wherein at least one antenna module η is disposed outside the train compartment 9' At least one base station module 12 is disposed inside the train compartment 9 and is coupled to at least one antenna module Group 11 is connected to each other in a one-to-one correspondence, and a plurality of base stations 2 are distributed in a predetermined range of the high-speed railway travel route, and the distance t between the base station 2 and the next base station 2 is preferably 丨 to 4 km. The distance between the base station and the car is within this range. The antenna module is configured to transmit and receive signals to and from the second working frequency band of the train, and convert the received signal to the 201238374 frequency; the base station module 12 is configured to send and receive the train vehicle in a first working frequency band. Signaling and processing the received signal, and then transmitting to the corresponding antenna module 11 for transmission in the second working frequency band; the base station 2 is for receiving and transmitting signals in the second working frequency band to provide wireless communication service. Referring to FIG. 2, FIG. 2 is a schematic structural diagram of a wireless communication system of the high-speed railway of the present invention. In FIG. 2, the antenna module 11 includes a conversion unit 111 and an antenna unit 112. The base station module 12 includes a processing unit 121 and a wireless unit 122. The base station 2 is connected to the optical network to connect wirelessly. One of the communication services, the base station 2 includes an antenna device 21' including an antenna 211 and a frequency converter 212. The conversion unit 111 is configured to convert the frequency of the signal received by the antenna module 11 from the base station module 12 from the first working frequency band to the second working frequency band, and the frequency of the signal received by the antenna module 11 from the base station 2. Converting from the second working frequency band to the first working frequency band; the antenna unit 112 is for the antenna module n to transmit or receive signals in the second working frequency band; the processing unit 12 is configured to process the signals received by the base station module 12 And then transmitted to the corresponding antenna module 112; the wireless unit 12 2 is for the base station module 12 to transmit and receive signals in the first working frequency band; the antenna 211 is used for the antenna device 21 to transmit or receive signals in the second working frequency band; The converter 212 is configured to convert the frequency of the signal received by the base station 2 from the first working frequency band to the second working frequency band or from the second working frequency band to the first working frequency band; the antenna unit 112 and the antenna 211 are preferably It is a circular horn antenna (c〇nicaih〇rn antenna) or a flat antenna. The design of such an antenna must meet the requirements of the body 8 201238374 small antenna radiation pattern with extreme low side-lobes ° The high-speed railway wireless communication system of the present invention is for action The device 3 uses a wireless communication service when the train moves at a high speed, where the wireless communication service can be a second-generation (2G) service, a third-generation (3G) service, Wi-Fi wireless network service 'Worldwide Interoperability for Microwave Access (WiMAX) service, or Long Term Evolution (LTE) service. As shown in FIG. 2, the mobile device 3 and the base station module 12 are connected to receive and receive signals in the first working frequency band, where the first working frequency band is the working frequency band of the wireless communication service that the passenger wants to use by the mobile device 3, It can be 824-925 MHz, 1710-1990 MHz, 1900-2170 MHz, 2.4-2.5 GHz, or 5.725-5.875 GHz; the antenna module 11 and the base station 2 transmit and receive signals in the second working frequency band. The second working frequency band is an ultra-high frequency band, and the center frequency is preferably 20 GHz. When the service network of the wireless communication service wants to send a signal to the mobile device 3, the signal to be transmitted is first transmitted to the base station 2 through the optical network, and the frequency converter 212 transmits the signal frequency from the optical network to the wireless communication service. The first working frequency band used is converted into the second working frequency band of the ultra high frequency to be transmitted by the antenna 21 1; the antenna unit 112 disposed outside the train receives the signal, and the signal frequency is converted by the converting unit 111 by the second high frequency The working frequency band is converted into the first working frequency band used by the wireless communication service, and then transmitted to the base 201238374 station module 12' for transmission by the wireless unit 122 in the train car 9; the mobile device 3 receives the wireless signal from the base station module 丨2 . When the mobile device 3 transmits a signal to the first working frequency band used by the wireless communication service, the wireless unit 22 disposed inside the train car receives the signal and processes it by the processing unit 121, and then the base station module 12 transmits the signal to the antenna module. The conversion unit 1U converts the signal frequency from the first working frequency band used by the wireless communication service to the second working frequency band of the ultra high frequency to be transmitted by the antenna unit 112 in the second working frequency band; the antenna 211 is in the ultra high frequency The second working frequency band receives the wireless signal, and the frequency converter 212 converts the frequency from the second working frequency band of the ultra high frequency to the first working frequency band used by the wireless communication service, and then transmits the corresponding wireless communication service through the optical fiber network. Service network. The wireless communication system of the high-speed railway of the present invention provides a user with a short distance between the mobile device and the base station module disposed inside the train compartment when the mobile device can use the wireless communication service between the trains, so the wireless signal transmission is not The signal will be weakened; and the antenna module and the base station transmit signals in an ultra-high frequency band of, for example, 20 GHz, which can tolerate a long communication distance, high tolerance to environmental changes, and fast reading speed. Therefore, the wireless communication system of the high-speed railway of the present invention can effectively improve signal fading and interference caused by multipath waves when the train moves at a high speed, thereby effectively providing wireless communication services for mobile devices when the train is traveling at high speed. The effect. The present invention is not limited to the above-described embodiments, but is intended to be illustrative only and the scope of the claims is intended to be within the scope of the invention. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a schematic diagram of a wireless communication system of a high speed railway according to a preferred embodiment of the present invention. 2 is a schematic structural view of a wireless communication system of the high-speed railway of the present invention. [Description of main component symbols] Π1 conversion unit 12 base station module 122 wireless unit 21 antenna device 212 frequency converter 9 train car 11 antenna module 112 antenna unit 121 processing unit 2 base station 211 antenna 3 mobile device t distance