WO2019137154A1 - Système et procédé de support intégré sans fil train-sol utilisant une lte-u - Google Patents

Système et procédé de support intégré sans fil train-sol utilisant une lte-u Download PDF

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Publication number
WO2019137154A1
WO2019137154A1 PCT/CN2018/121163 CN2018121163W WO2019137154A1 WO 2019137154 A1 WO2019137154 A1 WO 2019137154A1 CN 2018121163 W CN2018121163 W CN 2018121163W WO 2019137154 A1 WO2019137154 A1 WO 2019137154A1
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WIPO (PCT)
Prior art keywords
vehicle
signal
antenna
trackside
switch
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PCT/CN2018/121163
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English (en)
Chinese (zh)
Inventor
邵明乾
杨圣楠
江奕辰
王发平
刘伟华
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比亚迪股份有限公司
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Publication of WO2019137154A1 publication Critical patent/WO2019137154A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/70—Details of trackside communication
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
    • H04L12/2854—Wide area networks, e.g. public data networks
    • H04L12/2856—Access arrangements, e.g. Internet access
    • H04L12/2869—Operational details of access network equipments
    • H04L12/2878—Access multiplexer, e.g. DSLAM
    • H04L12/2887—Access multiplexer, e.g. DSLAM characterised by the offered subscriber services
    • H04L12/2889—Multiservice, e.g. MSAN
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L67/00—Network arrangements or protocols for supporting network services or applications
    • H04L67/01—Protocols
    • H04L67/12—Protocols specially adapted for proprietary or special-purpose networking environments, e.g. medical networks, sensor networks, networks in vehicles or remote metering networks
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
    • H04W4/30—Services specially adapted for particular environments, situations or purposes
    • H04W4/40—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P]
    • H04W4/42—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P] for mass transport vehicles, e.g. buses, trains or aircraft
    • 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
    • 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]
    • H04W4/48—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P] for in-vehicle communication
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W88/00—Devices specially adapted for wireless communication networks, e.g. terminals, base stations or access point devices
    • H04W88/08—Access point devices
    • H04W88/10—Access point devices adapted for operation in multiple networks, e.g. multi-mode access points
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B61L2027/204—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using Communication-based Train Control [CBTC]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02D—CLIMATE CHANGE MITIGATION TECHNOLOGIES IN INFORMATION AND COMMUNICATION TECHNOLOGIES [ICT], I.E. INFORMATION AND COMMUNICATION TECHNOLOGIES AIMING AT THE REDUCTION OF THEIR OWN ENERGY USE
    • Y02D30/00—Reducing energy consumption in communication networks
    • Y02D30/70—Reducing energy consumption in communication networks in wireless communication networks

Definitions

  • the present application relates to the field of vehicle-to-ground communication technologies, and in particular, to a vehicle-ground wireless integrated bearer system and method based on LTE-U.
  • the vehicle-to-ground wireless system in the urban rail transit signal system generally uses a communication system such as a WLAN (Wireless Local Area Networks) or an LTE-M (Long Term Evolution Machine to Machine), wherein the WLAN is utilized.
  • the communication mechanism has the following drawbacks: the WLAN is a common frequency band and is susceptible to interference; the antenna coverage area is small, and more poles for installing the base station and the antenna are required to be placed next to the track; the voice signal cannot be carried, and a network carrying voice must be added.
  • WLAN Level 3 QoS Quality of Service
  • GBR Guard Bit Rate
  • the communication mechanism using LTE-M has the following drawbacks: the private network is not easy to apply; although the communication requirements for the rapid movement of the train are satisfied, since the base station next to the track is a sub-cell arrangement, the train is passing through different cells. Inevitably, there will be a handover, that is, the train needs to disconnect from the local cell and then establish a link with the next cell. The switching delay also increases the probability of error.
  • the present application aims to solve at least one of the technical problems in the above-mentioned techniques to some extent.
  • an object of the present application is to provide a vehicle-ground wireless integrated bearer system based on LTE-U, which is based on an LTE-U network for communication, has strong anti-interference ability, long transmission distance, and can carry vehicle land when moving at high speed.
  • the communication of the wireless integrated system improves the reliability of communication.
  • the embodiment of the present application provides a vehicle-ground wireless integrated bearer system based on LTE-U, including: a core network, a trackside wired network, and a first in-vehicle communication network; wherein the trackside cable network includes a plurality of track-side base stations deployed along the track line, each track-side base station is respectively connected with a corresponding power management module and a track-side antenna, and all power management modules are connected to the optical cable of the core network;
  • the in-vehicle communication network includes: a first in-vehicle access unit, wherein the first in-vehicle access unit is respectively connected to the first in-vehicle antenna and the first switch, and the first switch is connected to the in-vehicle device subsystem; wherein the rail The working frequency band of the side antenna and the first vehicle antenna is an LTE-U frequency band; the power management module is configured to receive, by the optical cable, an optical signal transmitted by the control center through the core network, and the optical signal Converting
  • the LTE-U-based vehicle-ground wireless integrated bearer system of the embodiment of the present invention performs communication based on the LTE-U network, has strong anti-interference capability, long transmission distance, and can carry the communication of the vehicle-ground wireless integrated system when moving at high speed, thereby improving The reliability of communication.
  • the LTE-U-based vehicle-ground wireless integrated bearer system of the embodiment of the present application further has the following additional technical features:
  • the first switch is further configured to receive a feedback signal sent by each in-vehicle device subsystem, and send the feedback signal to the first in-vehicle access unit;
  • the in-vehicle access unit is further configured to convert the feedback signal into a radio frequency signal, and send the signal to the track-side antenna through the first vehicle antenna in an LTE-U frequency band;
  • the track-side base station is also used to pass the connected track
  • the side antenna receives the radio frequency signal sent by the vehicle antenna, and converts the radio frequency signal into an electrical signal and sends the signal to the connected power management module.
  • the power management module is further configured to convert the electrical signal sent by the trackside base station into An optical signal is transmitted to the control center through an optical cable of the core network.
  • the in-vehicle device subsystem connected to the first switch includes: a communication-based train automatic control system CBTC, a passenger information system PIS, a video monitoring system CCTV, a voice cluster system, and a broadcast system.
  • the method further includes: a second in-vehicle communication network, wherein the second in-vehicle communication network includes: a second in-vehicle access unit, and the second in-vehicle access unit and the second in-vehicle antenna respectively Connected to the second switch, the second switch is connected to the in-vehicle device subsystem; wherein the working frequency band of the second vehicle antenna is an LTE-U frequency band; the second in-vehicle access unit is configured to pass the The second vehicle antenna receives the radio frequency signal sent by the trackside antenna, and converts the radio frequency signal into a wired signal and sends the signal to the second switch; the second switch is configured to parse the received wired signal, Send to the corresponding in-vehicle device subsystem.
  • the second in-vehicle communication network includes: a second in-vehicle access unit, and the second in-vehicle access unit and the second in-vehicle antenna respectively Connected to the second switch, the second switch
  • the second switch is further configured to receive a feedback signal sent by each in-vehicle device subsystem, and send the feedback signal to the second in-vehicle access unit;
  • the in-vehicle access unit is further configured to convert the feedback signal into a radio frequency signal, and send the signal to the trackside antenna through the second vehicle antenna in an LTE-U frequency band.
  • the second in-vehicle communication network and the first in-vehicle communication network are mutually redundant.
  • the in-vehicle device subsystem connected to the second switch includes: a communication-based train automatic control system CBTC.
  • the first in-vehicle access unit, the first in-vehicle antenna and the first switch are disposed at a front position
  • the second in-vehicle access unit, the second The vehicle antenna and the second switch are disposed at a rear position; or the first vehicle access unit, the first vehicle antenna and the first switch are disposed at a front position, and the second vehicle access a unit, the second vehicle antenna and the second switch are disposed at a front position; or the first vehicle access unit, the first vehicle antenna and the first switch are disposed at a rear position, and In the second in-vehicle access unit, the second in-vehicle antenna and the second switch are disposed at a rear position.
  • the first vehicle antenna or the second vehicle antenna includes: a directional antenna or an omnidirectional antenna.
  • each trackside base station is equipped with two directional antennas for transmitting and receiving wireless signals.
  • the power management module is further configured to supply power to a corresponding connected trackside base station.
  • an LTE-U-based vehicle wireless integrated bearer method including: a power management module receives an optical signal transmitted by a control center through a core network through an optical cable, and the optical signal is Converting into an electrical signal transmission to the connected trackside base station; the trackside base station converts the received electrical signal into a radio frequency signal, and transmits the same to the vehicle antenna through the LTE-U frequency band through the connected trackside antenna; The access unit receives the radio frequency signal sent by the trackside antenna through the first vehicle antenna, and converts the radio frequency signal into a wired signal and sends the signal to the first switch; the first switch parses the received wired signal. , sent to the corresponding in-vehicle device subsystem.
  • the LTE-U-based vehicle-ground wireless integrated bearer method performs communication based on the LTE-U network, has strong anti-interference capability, long transmission distance, and can carry the communication of the vehicle-ground wireless integrated system when moving at high speed, thereby improving The reliability of communication.
  • the LTE-U-based vehicle-ground wireless integrated bearer method of the embodiment of the present application further has the following additional technical features:
  • the method further includes: the first switch receives a feedback signal sent by each in-vehicle device subsystem, and sends the feedback signal to the first in-vehicle access unit;
  • the first in-vehicle access unit converts the feedback signal into a radio frequency signal, and sends the radio frequency signal to the rail-side antenna through the first vehicle antenna in an LTE-U frequency band;
  • the track-side base station transmits the vehicle antenna through the connected rail-side antenna.
  • the power management module converts the electrical signal sent by the trackside base station into an optical signal, and the optical cable passing through the core network Send to the control center.
  • the method further includes: the second in-vehicle access unit receives the radio frequency signal sent by the trackside antenna through the second vehicle antenna, and converts the radio frequency signal into a wired signal, and then sends the radio frequency signal to the second switch.
  • the second switch parses the received wired signal and sends it to the corresponding in-vehicle device subsystem.
  • the method further includes: the second switch receives a feedback signal sent by each in-vehicle device subsystem, and sends the feedback signal to the second in-vehicle access unit;
  • the access unit converts the feedback signal into a radio frequency signal and transmits the LTE-U frequency band to the trackside antenna through the second vehicle antenna.
  • Yet another object of the present application is to provide an apparatus comprising: one or more processors, a memory, one or more programs, the one or more programs being stored in the memory when the one or more When executed by the processor, the LTE-U based vehicle wireless integrated bearer method as described in the foregoing method embodiments is performed.
  • FIG. 1 is a structural block diagram of an LTE-U based vehicle wireless integrated bearer system according to an embodiment of the present application
  • FIG. 2 is a structural block diagram of an LTE-U based vehicle wireless integrated bearer system according to another embodiment of the present application.
  • FIG. 3 is a structural block diagram of an LTE-U-based vehicle-mounted wireless integrated bearer system according to still another embodiment of the present application.
  • FIG. 4 is a structural block diagram of an LTE-U-based vehicle-mounted wireless integrated bearer system according to still another embodiment of the present application.
  • FIG. 5 is a flowchart of an LTE-U-based vehicle-ground wireless integrated bearer method according to an embodiment of the present application
  • FIG. 6 is a flowchart of an LTE-U based vehicle wireless integrated bearer method according to another embodiment of the present application.
  • the vehicle-to-ground wireless system in the urban rail transit signal system usually uses a communication system such as WLAN or LTE-M.
  • a communication system such as WLAN or LTE-M.
  • AP points communication access points
  • Each AP forms a ground communication network through a communication optical cable, and at the same time, an AP point is placed at the front and the rear of the vehicle, and the wireless communication between the AP and the AP at the track is established during the running of the train, thereby realizing the function of wireless communication of the vehicle.
  • CBTC Communication Based Train Control System
  • PIS Passenger Information System
  • CCTV Camera
  • the communication network based on the communication system such as WLAN or LTE-M in the related art is limited by the limitation of the communication bandwidth, and multiple wireless communication systems must be set up to connect with multiple subsystems of the vehicle ground data transmission. Or, when the train moves quickly, the switching delay occurs during the handover, thereby increasing the probability of an error.
  • the present application proposes a new communication system based on LTE-U (Long Term Evolution Unlicensed) network for communication, strong anti-interference ability, long transmission distance, and can carry vehicle wireless when moving at high speed.
  • LTE-U Long Term Evolution Unlicensed
  • the communication of the integrated system improves the reliability of communication.
  • the LTE-U-based vehicle-ground wireless integrated bearer system includes: a core network 100, a track The side wired network 200 and the first in-vehicle communication network 300.
  • the rail-side cable network 200 includes: a plurality of track-side base stations 210 deployed along the track line, and each track-side base station 210 is respectively connected to a corresponding power management module 220 and a track-side antenna 230, and all the power management modules 220 and The optical cables of the core network 100 are connected.
  • track-side base station 210 only one track-side base station 210 is shown in FIG. 1. During actual implementation, a plurality of track-side base stations 210 are set according to the length of the train travel route and the area range that the LTE-U can cover.
  • the core network 100 is connected to a trackside base station 210 on the entire line.
  • the first in-vehicle communication network 300 includes: a first in-vehicle access unit 310, the first in-vehicle access unit 310 is respectively connected to the first in-vehicle antenna 320 and the first switch 330, and the first switch 330 is connected to the in-vehicle device subsystem 340;
  • the working frequency band of the trackside antenna 230 and the first vehicle antenna 320 is an LTE-U frequency band.
  • the first in-vehicle communication network 300 can be placed at any position of the train according to the needs of the application, such as at the front position (the manner shown in FIG. 2) or the rear position.
  • the in-vehicle device subsystem 340 includes a communication-based train automatic control system CBTC 341, a passenger information system PIS 342, a video monitoring system CCTV 343, a voice cluster system 344, and a broadcast system 345.
  • the power management module 220 is configured to receive, by the optical cable, the optical signal transmitted by the control center through the core network 100, and convert the optical signal into an electrical signal for transmission to the connected trackside base station 210.
  • the power management module 220 is further configured to supply power to the corresponding connected trackside base station 210, such as POE (Power Over Ethernet, 48V).
  • POE Power Over Ethernet, 48V
  • the trackside base station 210 is configured to convert the received electrical signal into a radio frequency signal and transmit it to the vehicle antenna through the LTE-U frequency band through the connected trackside antenna 230.
  • each trackside base station 210 is equipped with two directional antennas for transmitting and receiving wireless signals.
  • the first in-vehicle access unit 310 is configured to receive the radio frequency signal sent by the trackside antenna 230 through the first in-vehicle antenna 320, and convert the radio frequency signal into a wired signal and send the signal to the first switch 330.
  • the first vehicle antenna 330 may be a different antenna, for example, a directional antenna or an omnidirectional antenna, etc., depending on the application scenario.
  • the first switch 330 is configured to parse the received wired signal and send it to the corresponding in-vehicle device subsystem 340.
  • the first switch 330 is further configured to receive a feedback signal sent by each in-vehicle device subsystem 340, and send the feedback signal to the first in-vehicle access unit 310, where the first in-vehicle access
  • the unit 310 is further configured to convert the feedback signal into a radio frequency signal and transmit the signal to the trackside antenna 230 through the first vehicle antenna 320 in the LTE-U frequency band.
  • the trackside base station 210 is further configured to receive the radio frequency signal sent by the vehicle antenna through the connected trackside antenna 230, and convert the radio frequency signal into an electrical signal and send the signal to the connected power management module 220, and further, the power management module 220.
  • the electrical signal sent by the trackside base station 210 is converted into an optical signal and transmitted to the control center through the optical cable of the core network 100.
  • the LTE-U-based vehicle platform shown in FIG. 2 is combined with the following.
  • the block diagram of the wireless integrated bearer system is described.
  • the trackside cable network 200 performs wireless data exchange through the trackside antenna 230 and the first vehicle antenna 320.
  • the frequency band in which the trackside antenna 230 and the first vehicle antenna 320 operate is the LTE-U frequency band, which is 5150- 5850MHz, and further, the wired signal transmitted from the core network 100 of the control center through the optical cable is transmitted to the power management module 220 through the optical cable (indicated by Dock in FIG. 2), and the power management module 220 converts the received optical signal into an electrical signal. It is transmitted to the trackside base station 210 and simultaneously supplies power to the trackside base station 210.
  • the trackside base station 210 converts the received electrical signal into a radio frequency signal, and converts it into a wireless signal through the conversion of the trackside antenna 230, thereby completing the transmission of the control command sent by the control center to the train.
  • the first vehicle antenna 320 receives the wireless signal transmitted by the trackside antenna 230 and transmits it to the first in-vehicle access unit 310 (represented by TAU (Train Access Unit) in FIG. 2), and the first in-vehicle access unit 310 converts the wireless signal.
  • the first switch 330 parses the received wired signal and sends it to the corresponding in-vehicle device subsystem 340, and the in-vehicle device subsystem 340 passes the first feedback signal generated according to the received wired signal.
  • the switch 330 is transmitted to the first in-vehicle access unit 310, and then converts the feedback signal into a radio frequency signal via the first in-vehicle access unit 310, and transmits the signal to the track-side antenna 230 through the first in-vehicle antenna 320 in the LTE-U band, and the wireless signal passes.
  • the trackside base station 210 converts into a wired signal, transmits it to the control center via the optical cable, realizes vehicle-to-ground wireless communication, and the LTE-U-based vehicle-ground wireless integrated carrying system can carry the communication-based train automatic control system CBTC, PIS of the rail transit , CCTV, voice cluster, broadcast and other subsystems that require train and terrestrial wireless communication. Because the frequency band is exempt from authorization, it can be used without application, the transmission distance is long, the anti-interference ability is strong, the security is high, and the high-speed mobile (up to 160kM/h) environment can comprehensively carry each vehicle equipment subsystem.
  • the terrestrial network and the in-vehicle communication network may be multiple.
  • the LTE-U based vehicle wireless integrated bearer system further includes a second trackside wired network 500 and a second in-vehicle communication network 400, thereby passing through the first trackside wired network 200, the second track side
  • the wired network 500, the first in-vehicle communication network 300, and the second in-vehicle communication network 400 implement integrated bearer for a plurality of in-vehicle subsystems and ensure CBTC signal redundancy.
  • the second in-vehicle communication network 400 includes: a second in-vehicle access unit 410, which is connected to the second in-vehicle antenna 420 and the second switch 430, respectively, the second switch 430 and the in-vehicle device subsystem 440 Connected; wherein the working frequency band of the second vehicle antenna 420 is the LTE-U frequency band.
  • the second in-vehicle access unit 410 is configured to receive the radio frequency signal sent by the trackside antenna 530 through the second in-vehicle antenna 420, and convert the radio frequency signal into a wired signal and then send the signal to the second switch 430.
  • the second switch 430 is configured to parse the received wired signal and send it to the corresponding in-vehicle device subsystem 440.
  • the in-vehicle device subsystem 440 includes its corresponding communication-based train automatic control system CBTC (Communication Based Train Control System) 441.
  • CBTC Communication Based Train Control System
  • the second switch 430 is further configured to receive the feedback signal sent by each in-vehicle device subsystem 440, and send the feedback signal to the second in-vehicle access unit 410, the second in-vehicle access unit.
  • 410 is further configured to convert the feedback signal into a radio frequency signal, and send the LTE-U frequency band to the trackside antenna 530 through the second vehicle antenna 420.
  • the first in-vehicle communication network 300 and the second in-vehicle communication network 400 may be disposed at any position of the train according to application requirements, for example, the first in-vehicle communication network 300 and the second in-vehicle communication network 400 are respectively disposed in the front of the vehicle.
  • Position and tail position such as the first in-vehicle communication network 300 shown in FIG. 3 is disposed at the front position, the second in-vehicle communication network 400 is disposed at the rear position
  • the communication network 400 is disposed at a front end position or a rear end position or the like.
  • the first in-vehicle access unit 310, the first in-vehicle antenna 320, and the first switch 330 are disposed at a front position, the second in-vehicle access unit 410, the second in-vehicle antenna 420, and the second switch 430 Set at the rear of the car.
  • the first in-vehicle access unit 310, the first in-vehicle antenna 320, and the first switch 330 are disposed at a front position, the second in-vehicle access unit 410, the second in-vehicle antenna 420, and the second switch 430 Set at the front of the car.
  • the first in-vehicle access unit 310, the first in-vehicle antenna 320, and the first switch 330 are disposed at a vehicle tail position, a second in-vehicle access unit 410, a second in-vehicle antenna 420, and a second switch.
  • the 430 is set at the rear of the car.
  • first in-vehicle communication network 300 and the second in-vehicle communication network 400 can work independently, so that when the in-vehicle communication network 300 or the second in-vehicle communication network 400 fails, another in-vehicle communication network can complete the vehicle-to-ground communication. The reliability of the communication is ensured.
  • the in-vehicle communication network 300 and the second in-vehicle communication network 400 may also work together.
  • the first in-vehicle communication network 300 communicates with a part of the in-vehicle subsystem
  • the second The in-vehicle communication network 400 communicates with another part of the vehicle subsystem to improve communication efficiency.
  • the LTE-U-based vehicle land shown in FIG. 4 is combined with the following.
  • the structural block diagram of the wireless integrated bearer system is described.
  • the wired signal transmitted by the trackside wired network 200 from the core network 100 of the control center through the optical cable is transmitted to the power management module 220 through the optical cable (indicated by Dock in FIG. 4), and the power management module 220 receives the received signal.
  • the optical signal is converted into an electrical signal and transmitted to the trackside base station 210 (indicated by an eAN (Enterprise Air Node) in FIG. 4) and simultaneously supplies power to the trackside base station 210.
  • Each trackside base station 210 is equipped with two directional antennas for transmitting and receiving wireless signals.
  • the in-vehicle communication network includes a first in-vehicle communication network 300 and a second in-vehicle communication network 400. As shown in FIG. 4, the first in-vehicle communication network 300 and the second in-vehicle communication network 400 are both disposed at a front position, wherein each in-vehicle device
  • the system consists of CBTC train control system, passenger information system PIS, video surveillance system CCTV, voice cluster system and broadcasting system.
  • the CBTC-I train control system 341 of the train corresponds to the first in-vehicle communication network 300
  • the CBTC-II train control system 441 of the train corresponds to the first in-vehicle communication network 400, wherein, as shown in FIG. 4, the train has The vehicle antenna of the core network communication, two sets of vehicle access units are installed on the train (indicated by TAU in Figure 4), the data sent and received by the train are transmitted through the vehicle access unit, and the vehicle access unit provides continuous data transmission redundant channels.
  • the equipment on all trains is connected by two independent Ethernet networks to form an in-vehicle data communication network to ensure the reliable transmission of vehicle-to-ground communication data when the vehicle-mounted equipment fails in a single-end operation, without affecting the normal operation of the train.
  • the trackside wired network is composed of two completely independent networks (a first trackside wired network 200 and a second trackside wired network 500), and the in-vehicle communication subsystem consists of two completely independent networks.
  • the first in-vehicle communication network 300 and the second in-vehicle communication network 400 are composed, and the two networks are mutually redundant.
  • the two sets of signal networks adjacent to the track transmit/receive information to the first in-vehicle communication network 300 and the second in-vehicle communication network 400, respectively.
  • the first in-vehicle access unit 310 is connected to the first in-vehicle communication network 300, and the second in-vehicle access unit 410 is connected to the second in-vehicle communication network 400.
  • the first in-vehicle communication network 300 and the second in-vehicle communication network 400 operate simultaneously.
  • the first in-vehicle communication network 300 and the second in-vehicle communication network 400 transmit data between the in-vehicle device and the two sets of trackside devices.
  • the in-vehicle device of the current working terminal simultaneously communicates with the trackside related device through the first in-vehicle communication network 300 and the access unit of the second in-vehicle communication network 400, and forwards the information received from the track (required by the in-vehicle system) to the vehicle. system.
  • the in-vehicle device simultaneously receives/transmits the information of the first in-vehicle communication network 300 and the second in-vehicle communication network 400, and does not affect the normal vehicle-to-ground communication of the signal system when the first in-vehicle communication network 300 or the second in-vehicle communication network 400 fails in a single network.
  • the vehicle-to-ground wireless communication performs wireless data interaction through the trackside antenna and the vehicle antenna.
  • the cable signal transmitted by the control center fiber switch through the optical cable is transmitted to the power management module in the rail-side wired network through the optical cable, and the power management module converts the optical signal into an electrical signal, and transmits it to the track-side base station and simultaneously supplies power to the track-side base station.
  • the trackside base station converts the received signal into a radio frequency signal, and after being converted by the trackside antenna, the wireless signal is sent out and received by the two vehicle antennas.
  • the first in-vehicle communication network carries the CBTC
  • the second in-vehicle communication network carries the CBTC/CCTV/PIS/broadcast/voice cluster, and vice versa.
  • the wireless signal received by the vehicle antenna is converted into a wired signal through the corresponding in-vehicle access unit and transmitted to the corresponding switch, and transmitted to the in-vehicle device subsystem by the corresponding switch.
  • the signals fed back by each sub-vehicle system are output to the corresponding in-vehicle access unit through the corresponding switch, and then transmitted to the track-side antenna by the vehicle-mounted antenna, and the wireless signal is converted into a wired signal through the track-side base station, and transmitted to the control center via the optical cable to realize Car wireless communication and integrated bearer.
  • the first in-vehicle communication network and the second in-vehicle communication network operate independently. For example, the first in-vehicle communication network or the second in-vehicle communication network single network failure does not affect normal vehicle-to-ground communication.
  • the LTE-U-based vehicle-ground wireless integrated bearer system of the embodiment of the present application can carry the subsystems of the train and the ground wireless communication, such as CBTC, PIS, CCTV, voice cluster, and broadcast of the rail transit.
  • CBTC the ground wireless communication
  • PIS the public information system
  • CCTV the voice cluster
  • broadcast the high-speed mobile (up to 160kM/h) environment
  • the CBTC train control system of the train, the passenger information system PIS, the video surveillance system CCTV, the voice cluster system and the broadcast system can all be uniformly carried.
  • a car can only be integrated with two in-vehicle communication networks in this application.
  • the LTE-U-based vehicle-mounted wireless integrated bearer system performs communication based on the LTE-U network, has strong anti-interference capability, long transmission distance, and can carry the vehicle-ground wireless integration when moving at high speed.
  • System communication improves the reliability of communication.
  • FIG. 5 is a flowchart of a LTE-U-based vehicle-ground wireless integrated bearer method according to an embodiment of the present application. As shown in FIG. 5, the method includes:
  • Step 101 The power management module receives the optical signal transmitted by the control center through the core network through the optical cable, and converts the optical signal into an electrical signal for transmission to the connected trackside base station.
  • control center generates and sends a control command according to the scene requirement
  • power management module receives the optical signal transmitted by the control center through the core network through the optical cable, and converts the optical signal into an electrical signal for transmission and reception for signal transmission and reception.
  • Trackside base station
  • the power management module supplies power to the connected track-side base station, and in order to improve the power utilization rate, the power can be supplied while the track-side base station is working, and when the track-side base station is not working, Power supply, etc.
  • Step 102 The trackside base station converts the received electrical signal into a radio frequency signal, and transmits the signal to the vehicle antenna through the LTE-U frequency band through the connected trackside antenna.
  • the trackside base station converts the received electrical signal into a radio frequency signal, and transmits the signal to the vehicle antenna through the LTE-U frequency band through the connected trackside antenna, wherein the LTE-U frequency band is adopted.
  • the transmission of radio frequency signals can make full use of the unlicensed frequency band, and can support two-way mobile communication between vehicles and vehicles in a high-speed mobile environment, achieving high-speed, safe, reliable, real-time wireless communication, and strong anti-interference ability.
  • the delay is small and the communication quality is high.
  • Step 103 The first in-vehicle access unit receives the radio frequency signal sent by the trackside antenna through the first vehicle antenna, and converts the radio frequency signal into a wired signal, and then sends the radio frequency signal to the first switch.
  • Step 104 The first switch parses the received wired signal and sends it to the corresponding in-vehicle device subsystem.
  • the first in-vehicle access unit receives the radio frequency signal sent by the trackside antenna through the first vehicle antenna, and converts the radio frequency signal into a wired signal, and then sends the radio frequency signal to the first switch, so that the first switch parses the received wired signal. And transmitting to the corresponding in-vehicle device subsystem, so that the corresponding in-vehicle device subsystem executes the control command sent by the control center, thereby completing the wireless communication from the ground-to-vehicle direction.
  • the wireless communication process from the vehicle to the ground direction is as shown in FIG. 6, and includes the following steps:
  • Step 201 The first switch receives the feedback signal sent by each in-vehicle device subsystem, and sends the feedback signal to the first in-vehicle access unit.
  • the first switch receives the feedback signal sent by each in-vehicle device subsystem, for example, receiving a feedback signal after execution of the execution control sent by each in-vehicle device subsystem, and receiving feedback sent by each in-vehicle device subsystem after collecting the current driving environment.
  • a signal or the like transmits a feedback signal to the first in-vehicle access unit.
  • Step 202 The first in-vehicle access unit converts the feedback signal into a radio frequency signal, and sends the signal to the trackside antenna through the first vehicle antenna in the LTE-U frequency band.
  • the first in-vehicle access unit converts the feedback signal into a radio frequency signal, and transmits the signal to the rail-side antenna through the first vehicle antenna in the LTE-U frequency band, that is, when communicating in the vehicle, Based on LTE-U frequency band implementation, it can be used without application without special application, with long transmission distance, strong anti-interference ability, high security, and high-speed mobile (up to 160kM/h) environment. The system is therefore more practical and guarantees the quality of communication.
  • Step 203 The trackside base station receives the radio frequency signal sent by the vehicle antenna through the connected trackside antenna, and converts the radio frequency signal into an electrical signal and sends the signal to the connected power management module.
  • Step 204 The power management module converts the electrical signal sent by the trackside base station into an optical signal, and sends the optical signal to the control center through the optical cable of the core network.
  • the trackside base station receives the radio frequency signal sent by the vehicle antenna through the connected trackside antenna, and converts the radio frequency signal into an electrical signal and sends the signal to the connected power management module, and the power management module sends the electrical signal sent by the trackside base station.
  • the optical signal is converted into an optical signal and sent to the control center through the optical cable of the core network, so that the control center analyzes the feedback signal of the vehicle equipment subsystem and analyzes the current driving state of the train, so as to further control the train and generate corresponding control commands.
  • the terrestrial network and the in-vehicle communication network may be multiple.
  • the vehicle-ground wireless integrated bearer system based on LTE-U further includes a second trackside wired network and a second in-vehicle communication network, thereby passing the first trackside wired network, the second trackside wired network, the first in-vehicle communication network and The second in-vehicle communication network realizes comprehensive bearer for various in-vehicle subsystems and ensures CBTC signal redundancy.
  • the second in-vehicle access unit receives the radio frequency signal sent by the trackside antenna through the second vehicle antenna, converts the radio frequency signal into a wired signal, and sends the signal to the second switch, where the second switch parses and transmits the received wired signal.
  • the second switch parses and transmits the received wired signal.
  • the second switch receives the feedback signal sent by each in-vehicle device subsystem, and sends the feedback signal to the second in-vehicle access unit, and the second in-vehicle access unit converts the feedback signal into a radio frequency signal.
  • the LTE-U band is transmitted to the trackside antenna through the second vehicle antenna.
  • the first in-vehicle communication network and the second in-vehicle communication network can work independently, so that when the in-vehicle communication network or the second in-vehicle communication network fails, another in-vehicle communication network can complete the vehicle-to-ground communication, thereby ensuring the reliability of the communication.
  • the in-vehicle communication network and the second in-vehicle communication network may also work together, for example, the first in-vehicle communication network communicates with a part of the in-vehicle subsystem, the second in-vehicle communication network and another part of the in-vehicle subsystem Communicate with each other to improve communication efficiency.
  • the LTE-U-based vehicle-mounted wireless integrated bearer method described in the embodiment of the present application corresponds to the LTE-U-based vehicle-ground wireless integrated bearer system described in the foregoing embodiment, and the present application is based on the LTE-U vehicle-ground wireless integrated bearer method. Details that are not disclosed in the embodiments are not described herein again.
  • the LTE-U-based vehicle-ground wireless integrated bearer method performs communication based on the LTE-U network, has strong anti-interference capability, long transmission distance, and can carry the vehicle-ground wireless integration when moving at high speed.
  • System communication improves the reliability of communication.
  • the application also provides an apparatus comprising: one or more processors, a memory, one or more programs, the one or more programs being stored in the memory when the one or more processors are When executed, the LTE-U based vehicle wireless integrated bearer method as described in the foregoing method embodiments is performed.
  • first and second are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated.
  • features defining “first” or “second” may include at least one of the features, either explicitly or implicitly.
  • the meaning of "a plurality” is at least two, such as two, three, etc., unless specifically defined otherwise.
  • a "computer-readable medium” can be any apparatus that can contain, store, communicate, propagate, or transport a program for use in an instruction execution system, apparatus, or device, or in conjunction with such an instruction execution system, apparatus, or device.
  • computer readable media include the following: electrical connections (electronic devices) having one or more wires, portable computer disk cartridges (magnetic devices), random access memory (RAM), Read only memory (ROM), erasable editable read only memory (EPROM or flash memory), fiber optic devices, and portable compact disk read only memory (CDROM).
  • the computer readable medium may even be a paper or other suitable medium on which the program can be printed, as it may be optically scanned, for example by paper or other medium, followed by editing, interpretation or, if appropriate, other suitable The method is processed to obtain the program electronically and then stored in computer memory.
  • portions of the application can be implemented in hardware, software, firmware, or a combination thereof.
  • multiple steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system.
  • a suitable instruction execution system For example, if implemented in hardware and in another embodiment, it can be implemented by any one or combination of the following techniques well known in the art: discrete with logic gates for implementing logic functions on data signals Logic circuits, application specific integrated circuits with suitable combinational logic gates, programmable gate arrays (PGAs), field programmable gate arrays (FPGAs), and the like.
  • each functional unit in each embodiment of the present application may be integrated into one processing module, or each unit may exist physically separately, or two or more units may be integrated into one module.
  • the above integrated modules can be implemented in the form of hardware or in the form of software functional modules.
  • the integrated modules, if implemented in the form of software functional modules and sold or used as stand-alone products, may also be stored in a computer readable storage medium.
  • the above mentioned storage medium may be a read only memory, a magnetic disk or an optical disk or the like. While the embodiments of the present application have been shown and described above, it is understood that the above-described embodiments are illustrative and are not to be construed as limiting the scope of the present application. The embodiments are subject to variations, modifications, substitutions and variations.

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Abstract

La présente invention concerne un système et un procédé de support intégré sans fil train-sol utilisant une LTE-U, le système comprenant : un réseau central, un réseau filaire côté voie ferrée et un premier réseau de communication embarqué. Une station de base côté voie ferrée est conçue pour convertir un signal électrique reçu en un signal de radiofréquence, et pour envoyer ce dernier à une antenne embarquée par l'intermédiaire d'une antenne côté voie ferrée au moyen d'une bande de fréquence LTE-U. Une première unité d'accès embarquée est conçue pour recevoir le signal de radiofréquence envoyé par l'antenne côté voie ferrée, et pour convertir le signal de radiofréquence en un signal filaire et envoyer le signal filaire à un premier commutateur. Le premier commutateur est conçu pour analyser le signal filaire reçu et pour envoyer le signal à un sous-système d'appareil embarqué correspondant. La communication employant un réseau LTE-U présente une forte immunité contre les brouillages, une longue distance de transmission et fournit un support de communication pour le système intégré sans fil train-sol même lors d'un déplacement à grande vitesse, ce qui permet d'améliorer la fiabilité de la communication.
PCT/CN2018/121163 2018-01-09 2018-12-14 Système et procédé de support intégré sans fil train-sol utilisant une lte-u WO2019137154A1 (fr)

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