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Urban rail transit LTE-M network system and fault monitoring method

An urban rail transit, LTE-M technology, applied in the field of urban rail transit LTE-M network system and fault monitoring, can solve problems such as abnormal standing waves, low reliability, affecting vehicle entry and exit sections and main line operations, etc., to ensure fast Rodability, the effect of improving redundancy reliability

Pending Publication Date: 2019-12-10
HUNAN CRRC TIMES SIGNAL & COMM CO LTD
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  • Summary
  • Abstract
  • Description
  • Claims
  • Application Information

AI Technical Summary

Problems solved by technology

[0006] (1) Single point failures such as combiners cannot be avoided
Since the RRUs of different networks are fed into the leaky cable after being combined by a combiner, if the combiner fails, or the jumper connecting the combiner and the RRU fails, or the corresponding joint is damaged due to construction technology or other cleaning operations Waterproof damage or loose joint failures will cause abnormal standing waves or even wireless link interruptions. Since the data of the A / B network is combined into the leaky coaxial cable by a combiner at the same time through a combiner, the combined In a very long section where the router is the midpoint, there will be a wireless coverage blind area, that is, the A / B dual network has no wireless signal in this area and there will be a short-term interruption, and because only one TAU is installed at the front and rear of the train , the front and rear of the train can only access the data of one network respectively. When the train passes through the coverage blind zone, the network interruption of the front TAU ​​will occur, resulting in a long-term interruption of the wireless communication between the train and the ground. The community obtains the data of one network, which cannot guarantee the reliable communication of the train
[0007] (2) When one of the LTE-M redundant dual networks fails completely and the RRU of the other network fails, the coverage blind area of ​​the entire cell will also appear. When the TAU is connected to the B network, when the A network fails and a RRU in the B network fails, the TAU at the front of the vehicle will experience continuous network interruption, and when the rear of the vehicle passes through the coverage area of ​​the faulty RRU, the network will also be interrupted, causing long-term wireless communication between the vehicle and the ground. If the network is disconnected in time, the communication link will be interrupted, which may even lead to emergency shutdown
[0008] (3) Low reliability in scenarios such as fully automatic driving
In the unmanned driving scenario, after the train is dormant, since the wake-up command can only be transmitted from one end through the on-board TAU, and the switch connected to the head and tail TAU of the vehicle is not powered in this mode, if the wake-up TAU fails, it will directly Affect the efficiency of the fully automatic operation of the vehicle, and even affect the normal entry and exit of the vehicle and the main line operation
[0009] To sum up, when a single point of failure occurs in the existing LTE-M system (such as the above-mentioned combiner failure, complete failure of one network and RRU single point failure of the other network, etc.), the network will be interrupted for a long time. , and problems such as low reliability in fully automatic driving scenarios
If the leaky cables are overlapped at the trackside RRU, the length of the radio frequency jumper will be very long, resulting in a large signal attenuation, and it is not conducive to construction, and the feasibility is poor
[0010] In order to improve the reliability of the vehicle-to-ground wireless network, some practitioners have proposed further redundancy settings based on the LET-M dual-network redundancy, but these are usually designed for the redundancy of the vehicle-to-ground wireless network architecture, or to the vehicle-to-ground wireless network architecture. Redundancy of signal and system equipment, PIS service transmission channels, etc. For example, Chinese patent application 201110414160.7 discloses a multiple redundant processing method for vehicle-to-ground data transmission in rail transit, which is to directly perform redundant configuration for WLAN networks. This type of redundant setting The method still cannot solve the above-mentioned problems of single point of failure, reliability in fully automatic driving scenarios, etc.
If you directly consider setting up redundant units for the TAUs in the train, the way of setting up backup equipment is usually adopted, that is, one TAU is used as the main TAU and the other is used as the backup TAU. When the main TAU fails, the backup TAU is activated, but the backup TAU is used. , the front and rear of the car can still only access the data of one network respectively, and still cannot solve the above-mentioned single point of failure problem and low reliability in fully automatic driving scenarios.

Method used

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  • Urban rail transit LTE-M network system and fault monitoring method
  • Urban rail transit LTE-M network system and fault monitoring method
  • Urban rail transit LTE-M network system and fault monitoring method

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Experimental program
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Embodiment 1

[0049] like figure 2 As shown, the urban rail transit LTE-M network system in this embodiment includes an LTE network layer and a vehicle access layer. The LTE network layer includes A and B dual-core networks, base station equipment, and a combiner. The dual-core networks are respectively transmitted through the base station equipment. To the combiner, after combining, it is fed into the leaky cable beside the track. The vehicle access layer includes the TAU (vehicle wireless access unit) arranged on the train, which is used for data transmission between the train and the dual core network. The TAU carries data access services including subway train control, video surveillance (CCTV), and passenger information system (PIS). One TAU is connected to one core network, and the other TAU is connected to another core network. Data transmission is performed in parallel between two TAUs in each carriage and the dual core network.

[0050] This embodiment considers problems such as ...

Embodiment 2

[0072] like Figure 7 As shown, this embodiment is basically the same as Embodiment 1, the difference is that each TAU in the train is equipped with more than one backup TAU, and when the main TAU breaks down, the corresponding backup TAU can be switched to work for further Improve system redundancy reliability. Since the train is running, if the TAU breaks down, it is difficult to repair the TAU in time. In this embodiment, each TAU is equipped with a spare TAU, so that the standby TAU can be switched when the TAU fails, and the normal operation of the TAU can still be guaranteed.

[0073] In this embodiment, a redundant switching unit connected to the main TAU and the corresponding standby TAU is also included, and is used to control the switching control between the main TUA and the standby TAU, and the redundant switching unit can automatically control the main and standby TAU switch.

[0074] As shown in Embodiment 1, when a TAU single-point failure occurs, the faulty T...

Embodiment 3

[0077] like Figure 8 As shown, in this embodiment, on the basis of Embodiment 2, more than two BBUs are further set in the base station equipment of each cell, wherein one BBU is used as the main BBU, and the remaining BBUs are used as backup BBUs, so as to perform redundancy on the BBUs Backup, when a failure of a BBU is detected, the redundant backup BBU is switched to provide services to further improve the redundancy reliability of the system.

[0078] In this embodiment, the base station equipment of each cell is equipped with more than two RRUs corresponding to the dual network, one of the RRUs is used as the main RRU, and the remaining RRUs are used as backup RRUs to perform redundant backup of the RRUs. When a certain RRU is detected When an RRU fails, the redundant backup RRU is switched to provide services, so as to further improve the redundancy reliability of the system.

[0079] As shown in Embodiment 1, when an RRU single-point failure occurs, the faulty RRU ca...

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Abstract

The invention discloses an urban rail transit LTE-M network system and a fault monitoring method. The system comprises an LTE network layer and a vehicle-mounted access layer, the LTE network layer comprises an A core network, a B core network, base station equipment and a combiner. Transmission data is transmitted to the combiner through the dual-core network and the base station device. The vehicle-mounted access layer comprises a TAU arranged on a train and used for data transmission between a train and a dual-core network. More than two TAUs are respectively arranged in a head carriage anda tail carriage of the train, a part of TAUs in each carriage are connected with one core network, the other part of TAUs in each carriage are connected with the other core network, and parallel datatransmission is carried out between each TAU in each carriage and the dual-core network. The method has the advantages that the structure is simple, the cost is low, the redundancy is high, single-point faults such as a combiner can be reduced, the influence on train operation under the extreme network fault working condition is reduced, and safety and reliability are achieved.

Description

technical field [0001] The invention relates to the technical field of urban rail transit communication, in particular to an urban rail transit LTE-M network system and a fault monitoring method. Background technique [0002] LTE (Long Term Evolution, Long Term Evolution) is a long-term evolution wireless communication technology, its goal is to establish a high transmission rate, low delay, support for enhanced multimedia broadcast multicast service (e-MBMS), based on optimization An evolvable wireless access architecture, LTE-M is a TD-LTE system aimed at the comprehensive service bearing requirements of urban rail transit, to meet the application requirements of urban rail transit interconnection and information transmission integrated service bearer. The LTE-M system works in the dedicated frequency band of 1785MHz to 1805MHz to meet the needs of urban rail transit vehicle-to-ground communication services. On the basis of ensuring the communication-based train control sy...

Claims

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Application Information

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Patent Type & Authority Applications(China)
IPC IPC(8): H04W4/42H04W4/44H04W4/48H04W24/04H04L12/24
CPCH04W4/44H04W4/48H04W4/42H04W24/04H04L41/044H04L41/0631H04L41/0668
Inventor 韩琛王景康王海明王奇吕浩炯张业庭
Owner HUNAN CRRC TIMES SIGNAL & COMM CO LTD
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