A wireless communication network coverage method for rail transit vehicles

Abstract

The present invention relates to the field of rail transit communication technology, and discloses a wireless communication network coverage method for rail transit vehicles; the wireless communication network coverage method for rail transit vehicles comprises the following steps: S1: preliminary investigation of road sections; S2: segment preset design; S3: backup network design; S4: system composition design; S5: post-tuning design; S6: network communication test. The present invention performs zoning planning for rail transit vehicle travel sections that require wireless communication network coverage, and performs different network coverage designs according to the characteristics of different areas, so that the network coverage can be made more stable to avoid network instability during rail transit vehicle travel, thereby affecting the call quality. On the basis of the original single network path, a backup network is set up, and when the network signal is unstable, the backup network can be switched in time, thereby establishing a more rigorous system structure for the stability of network communication.

Description

Technical Field

[0001] The present invention belongs to the technical field of rail transit communications, and in particular relates to a wireless communication network coverage method for rail transit vehicles. Background Art

[0002] With the vigorous development of the transportation industry, the construction of subways has improved urban transportation efficiency to a certain extent and provided support for the rapid development of the urban economy.

[0003] Subway transportation lines are complicated. How to adopt a reasonable wireless system to achieve network coverage, ensure subway driving safety, and realize underground and ground communication is of great practical significance. The existing wireless communication network coverage of rail transit vehicles generally adopts a direct coverage method, which may cause unstable communication in different sections; therefore, in view of the current situation, it needs to be improved. Summary of the invention

[0004] In view of the above situation, in order to overcome the defects of the prior art, the present invention provides a wireless communication network coverage method for rail transit vehicles, which effectively solves the problem of how to adopt a reasonable wireless system to achieve network coverage in the complex subway transportation lines, ensure the safety of subway driving, and realize underground and ground communication. It has important practical significance. The existing wireless communication network coverage of rail transit vehicles generally adopts a direct coverage method, which may cause unstable communication problems in different sections.

[0005] To achieve the above object, the present invention provides the following technical solution: a wireless communication network coverage method for rail transit vehicles, comprising the following steps:

[0006] S1: Preliminary investigation of the road section: Before the wireless communication network coverage of rail transit vehicles is carried out, the driving route of the rail transit vehicles is first investigated on the spot, and the driving route of the rail transit vehicles is divided accordingly, including special sections, elevated sections, common rail sections and common channel sections, among which the special sections include tunnel sections and tunnel entrance sections;

[0007] S2: Segmented preset design: Pre-design the communication network coverage according to the tunnel section, tunnel entrance section, elevated section, common rail section and common channel section divided in step S1. When performing preset timing of the tunnel section, the middle section of the tunnel is designed as the switching area, and the two ends of the switching area are designed as non-switching areas; when performing preset timing of the tunnel entrance section, the outdoor signal is introduced into the tunnel entrance for design; when performing preset timing of the elevated section, the signal transmission is designed with the cooperation of BBU and RRU, and the BBU is designed at the station, and the RRU is designed beside the elevated section track; when performing preset timing of the common rail section, one of the tracks is used as the coverage construction point, and the section between the two tracks is used as the transition section, and the other track is used as the switching area; when performing preset timing of the common channel section, the purpose is the same as that of designing the common rail section;

[0008] S3: Backup network design: Based on the above step S2, a backup communication network is pre-designed for the tunnel section, tunnel entrance section, elevated section, common rail section and common channel section, that is, an indoor antenna backup design is adopted in the tunnel section and tunnel entrance section, an outdoor antenna and base station coordination backup design is adopted in the elevated section, and a leaky coaxial cable and indoor antenna backup design is adopted in the common rail section and common channel section;

[0009] S4: System configuration design: Based on the above steps S2 and S3, the system connection configuration design is performed for all the designed network paths, that is, the TETRA digital trunking system is used for the segmented preset network, and the DVB technology is used for the backup network;

[0010] S5: Post-tuning design: Based on the above steps, perform post-tuning settings for the preset network configuration of the segments, that is, optimize and control the wireless network coverage distance under the same signal-to-noise ratio, with a control range of 40-50m;

[0011] S6: Network communication test: After the construction is completed, the personnel will confirm the network communication through field testing. If there is no network problem, it will be put into use. If there is, it will return to step S5 to continue tuning, that is, relax the coverage distance and test again until there is no problem and the wireless communication network coverage is completed.

[0012] Preferably, in step S2, when designing the switching area and the non-switching area, the length of the switching area is 1.2-1.3 times that of a single non-switching area as a design basis. When designing the transmission of BBU and RRU, coverage must be set in both the uplink and downlink, and the distance between each RRU is 0.5-0.6km. When constructing the coverage construction point, transition section and switching area, it is necessary to ensure that the transition section overlaps at the intersection of the coverage construction point and the switching area.

[0013] Preferably, in step S3, when performing backup design for the tunnel section and the tunnel entrance section, it is necessary to ensure that the distance between each indoor antenna is 2-3km, when performing backup design for the elevated section, it is necessary to ensure that the distance between each outdoor antenna is 3-3.5km, the distance between each base station is 5-6km, and when performing backup design for the common track section and the common channel section, it is necessary to ensure that the distance between each indoor antenna is 2-3km.

[0014] Preferably, in step S2, the network coverage technology used is specifically one or a combination of large-scale MIMO technology, D2D communication technology or ultra-dense heterogeneous network deployment.

[0015] Preferably, in step S3, the network coverage technology used is specifically one or a combination of large-scale MIMO technology, D2D communication technology or multi-carrier technology.

[0016] Preferably, in step S4, the TETRA digital cluster system includes network infrastructure equipment and mobile stations, the network infrastructure equipment specifically includes control center cluster switching control equipment, base stations and dispatch stations, and the mobile stations specifically include portable stations, fixed stations and vehicle-mounted stations.

[0017] Preferably, in step S5, when performing tuning design, the portable station controls all signal reception levels in the common rail section and the common channel section, the portable station controls all signal reception levels in the tunnel section and the tunnel entrance section, and the fixed station controls all signal reception levels in the elevated section.

[0018] Compared with the prior art, the present invention has the following beneficial effects: 1. By zoning the sections of rail transit vehicles that need to be covered by the wireless communication network, and performing different network coverage designs according to the characteristics of different areas, the network coverage can be made more stable, thereby avoiding the problem of network instability during the travel of rail transit vehicles, thereby affecting the call quality;

[0019] 2. On the basis of the original single network path, a backup network is set up, which adopts a different system structure from the original network path, so that when the network signal is unstable, the backup network can be switched in time, establishing a more rigorous system structure for the stability of network communication;

[0020] 3. Designing different network coverage based on the characteristics of different regions can effectively reduce network path loss, thereby reducing economic cost input losses and improving economic benefits. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The accompanying drawings are used to provide further understanding of the present invention and constitute a part of the specification. They are used to explain the present invention together with the embodiments of the present invention and do not constitute a limitation of the present invention.

[0022] In the attached picture:

[0023] Figure 1 The present invention is a flow chart of a method for wireless communication network coverage of rail transit vehicles. DETAILED DESCRIPTION

[0024] The technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments; based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0025] like Figure 1 As shown, the present invention provides a technical solution: a wireless communication network coverage method for rail transit vehicles, comprising the following steps:

[0026] S1: Preliminary investigation of the road section: Before the wireless communication network coverage of rail transit vehicles is carried out, the driving route of the rail transit vehicles is first investigated on the spot, and the driving route of the rail transit vehicles is divided accordingly, including special sections, elevated sections, common rail sections and common channel sections, among which the special sections include tunnel sections and tunnel entrance sections;

[0027] S2: Segmented preset design: Pre-design the communication network coverage according to the tunnel section, tunnel entrance section, elevated section, common rail section and common channel section divided in step S1. When performing preset timing of the tunnel section, the middle section of the tunnel is designed as the switching area, and the two ends of the switching area are designed as non-switching areas; when performing preset timing of the tunnel entrance section, the outdoor signal is introduced into the tunnel entrance for design; when performing preset timing of the elevated section, the signal transmission is designed with the cooperation of BBU and RRU, and the BBU is designed at the station, and the RRU is designed beside the elevated section track; when performing preset timing of the common rail section, one of the tracks is used as the coverage construction point, and the section between the two tracks is used as the transition section, and the other track is used as the switching area; when performing preset timing of the common channel section, the purpose is the same as that of designing the common rail section;

[0028] S3: Backup network design: Based on the above step S2, a backup communication network is pre-designed for the tunnel section, tunnel entrance section, elevated section, common rail section and common channel section, that is, an indoor antenna backup design is adopted in the tunnel section and tunnel entrance section, an outdoor antenna and base station coordination backup design is adopted in the elevated section, and a leaky coaxial cable and indoor antenna backup design is adopted in the common rail section and common channel section;

[0029] S4: System configuration design: Based on the above steps S2 and S3, the system connection configuration design is performed for all the designed network paths, that is, the TETRA digital trunking system is used for the segmented preset network, and the DVB technology is used for the backup network;

[0030] S5: Post-tuning design: Based on the above steps, perform post-tuning settings for the preset network configuration of the segments, that is, optimize and control the wireless network coverage distance under the same signal-to-noise ratio, with a control range of 40-50m;

[0031] S6: Network communication test: After the construction is completed, the personnel will confirm the network communication through field testing. If there is no network problem, it will be put into use. If there is, it will return to step S5 to continue tuning, that is, relax the coverage distance and test again until there is no problem and the wireless communication network coverage is completed.

[0032] Among them, in step S2, when designing the switching area and the non-switching area, the length of the switching area is 1.2-1.3 times that of a single non-switching area as the design basis. When designing the transmission of BBU and RRU, coverage needs to be set in both the uplink and downlink, and the distance between each RRU is 0.5-0.6km. When constructing the coverage construction point, transition section and switching area, it is necessary to ensure that the transition section overlaps the intersection of the coverage construction point and the switching area; the network coverage technology used is specifically one or a combination of large-scale MIMO technology, D2D communication technology or ultra-dense heterogeneous network deployment; in step S3, when designing the backup of the tunnel section and the tunnel entrance section, it is necessary to ensure that the distance between each indoor antenna is 2-3km, and when designing the backup of the elevated section, it is necessary to ensure that the distance between each outdoor antenna is 3-3. 5km, the distance between each base station is 5-6km, and when performing backup design for the common track section and the common channel section, it is necessary to ensure that the distance between each indoor antenna is 2-3km; the network coverage technology used is specifically one or a combination of large-scale MIMO technology, D2D communication technology or multi-carrier technology; in step S4, the TETRA digital cluster system includes network infrastructure and mobile stations, the network infrastructure specifically includes the cluster switching control equipment of the control center, base stations and dispatching stations, and the mobile stations specifically include portable stations, fixed stations and vehicle-mounted stations; in step S5, when performing tuning design, the portable station controls all signal reception levels in the common track section and the common channel section, the portable station controls all signal reception levels in the tunnel section and the tunnel entrance section, and the fixed station controls all signal reception levels in the elevated section.

[0033] Through the above steps, by zoning and planning the rail transit vehicle travel sections that need to be covered by the wireless communication network, and carrying out different network coverage designs according to the characteristics of different areas, the network coverage can be made more stable to avoid network instability during the travel of rail transit vehicles, thereby affecting the call quality; on the basis of the original single network path, a backup network is set up, which uses a different system structure from the original network path, so that when the network signal is unstable, the backup network can be switched in time, establishing a more rigorous system structure for the stability of network communication; according to the characteristics of different areas, different network coverage designs can effectively reduce the path loss of the network path, thereby reducing the loss of economic cost investment and improving economic benefits.

[0034] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device.

[0035] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A wireless communication network coverage method for rail transit vehicles, characterized in that: The following steps are involved: S1: Preliminary investigation of the road section: Before the wireless communication network coverage of rail transit vehicles is carried out, the driving route of the rail transit vehicles is first investigated on the spot, and the driving route of the rail transit vehicles is divided accordingly, including special sections, elevated sections, common rail sections and common channel sections, among which the special sections include tunnel sections and tunnel entrance sections; S2: Segment preset design: Pre-design the communication network coverage according to the tunnel section, tunnel entrance section, elevated section, common rail section and common channel section divided in step S1. When pre-setting the tunnel section, the middle section of the tunnel is designed as the switching area, and both ends of the switching area are designed as non-switching areas; When performing preset timing at the tunnel entrance section, outdoor signals are introduced into the tunnel entrance for design; When performing preset timing in the elevated section, the signal transmission design is carried out with the cooperation of BBU and RRU, and the BBU is designed at the station and the RRU is designed beside the elevated section track; When performing the preset timing of the common rail section, one of the tracks is used as the coverage construction point, the area between the two tracks is used as the transition section, and the other track is used as the switching area; when performing the preset timing of the common channel section, the purpose is the same as that of the design of the common rail section; S3: Backup network design: Based on the above step S2, a backup communication network is pre-designed for the tunnel section, tunnel entrance section, elevated section, common rail section and common channel section, that is, an indoor antenna backup design is adopted in the tunnel section and tunnel entrance section, an outdoor antenna and base station coordination backup design is adopted in the elevated section, and a leaky coaxial cable and indoor antenna backup design is adopted in the common rail section and common channel section; S4: System configuration design: Based on the above steps S2 and S3, the system connection configuration design is performed for all the designed network paths, that is, the TETRA digital trunking system is used for the segmented preset network, and the DVB technology is used for the backup network; S5: Post-tuning design: Based on the above steps, perform post-tuning settings for the preset network configuration of the segments, that is, optimize and control the wireless network coverage distance under the same signal-to-noise ratio, with a control range of 40-50m; S6: Network communication test: After the construction is completed, the personnel will confirm the network communication through field testing. If there is no network problem, it will be put into use. If there is, it will return to step S5 to continue tuning, that is, relax the coverage distance and test again until there is no problem and the wireless communication network coverage is completed.

2. The wireless communication network coverage method for rail transit vehicles according to claim 1, characterized in that: In step S2, when designing the switching area and the non-switching area, the length of the switching area is 1.2-1.3 times that of a single non-switching area as a design basis. When designing the transmission of BBU and RRU, coverage must be set up in both the uplink and downlink, and the distance between each RRU is 0.5-0.6km. When constructing the coverage construction point, transition section and switching area, it is necessary to ensure that the transition section overlaps at the intersection of the coverage construction point and the switching area.

3. The wireless communication network coverage method for rail transit vehicles according to claim 1, characterized in that: In step S3, when performing backup design for tunnel sections and tunnel entrance sections, it is necessary to ensure that the distance between each indoor antenna is 2-3km; when performing backup design for elevated sections, it is necessary to ensure that the distance between each outdoor antenna is 3-3.5km, the distance between each base station is 5-6km, and when performing backup design for common track sections and common channel sections, it is necessary to ensure that the distance between each indoor antenna is 2-3km.

4. The wireless communication network coverage method for rail transit vehicles according to claim 2, characterized in that: In the step S2, the network coverage technology used is specifically one or a combination of large-scale MIMO technology, D2D communication technology or ultra-dense heterogeneous network deployment.

5. The wireless communication network coverage method for rail transit vehicles according to claim 3, characterized in that: In step S3, the network coverage technology used is specifically one or a combination of large-scale MIMO technology, D2D communication technology or multi-carrier technology.

6. The wireless communication network coverage method for rail transit vehicles according to claim 1, characterized in that: In step S4, the TETRA digital cluster system includes network infrastructure equipment and mobile stations. The network infrastructure equipment specifically includes a control center cluster switching control device, a base station and a dispatching station. The mobile stations specifically include a portable station, a fixed station and a vehicle-mounted station.

7. A wireless communication network coverage method for rail transit vehicles according to claim 6, characterized in that: In step S5, when performing tuning design, the portable station controls all signal reception levels in the common rail section and the common channel section, the portable station controls all signal reception levels in the tunnel section and the tunnel entrance section, and the fixed station controls all signal reception levels in the elevated section.

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