Rail transit wireless vehicle co-channel interference test method, system and medium

Abstract

This invention provides a method, system, and medium for testing interference in the same-frequency wireless channel of rail transit. The method includes: marking multi-dimensional visual big data on an original spectrum map; scanning the same-frequency signal from all angles while the train is in normal operation, continuously measuring the electromagnetic field power measurement data of the dedicated frequency bands in each direction of the circumference angle at each point along the rail transit line; marking the electromagnetic field power measurement data on the original spectrum map to form a measurement spectrum map, and obtaining the interference source information of the same-frequency wireless channel of rail transit based on the measurement spectrum map. This invention can scan the same-frequency signal from all angles under normal train operation conditions, and the detection results, combined with rail transit geographic information and multi-dimensional big data analysis methods, obtain parameters such as the type of interference source, direction of arrival, horizontal distance, vertical height, and specific location.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to the field of rail transit wireless on-board co-channel interference testing technology. Background Technology

[0002] The communication-based train control system (CBTC) uses LTE for data transmission. This frequency band is sometimes subject to random interference from other electromagnetic fields at the same frequency, affecting the reliable transmission of CBTC data and threatening train safety.

[0003] Existing radio detection systems struggle to distinguish useful CBTC communication signals from co-channel interference. Current methods for detecting interference with LTE wireless communication systems involve shutting down the train's LTE system during non-operational hours and slowly moving a detection device near the interference source to locate the location of maximum interference and measure its power. This method cannot detect random interference occurring during normal train operation. Therefore, the ability to detect co-channel interference with LTE wireless communication systems while the train is running normally, and to identify the location and type of interference source, is crucial for train safety. Summary of the Invention

[0004] In view of the shortcomings of the prior art described above, the purpose of this invention is to provide a method, system and medium for testing co-channel interference of onboard wireless communication in rail transit, for detecting co-channel interference of LTE wireless communication system onboard during normal train operation and confirming the parameter information of the interference source.

[0005] To achieve the above and other related objectives, this invention provides a method for testing interference in the same-frequency wireless channel of rail transit. The method includes: marking multi-dimensional visual big data on an original spectrum map; when the train is in normal operation, scanning the same-frequency signal from all angles and continuously measuring the electromagnetic field power measurement data of the dedicated frequency bands in each direction of the circumference angle at each point along the rail transit line; marking the electromagnetic field power measurement data on the original spectrum map to form a measurement spectrum map, and obtaining the interference source information of the same-frequency wireless channel of rail transit based on the measurement spectrum map.

[0006] In one embodiment of the present invention, the dimensional settings of the multidimensional visual big data include the spatial coordinates of the detection point, the incoming wave source of the coordinate point, the direction of the wave source, and the electromagnetic field intensity.

[0007] In one embodiment of the present invention, the method further includes: filling the original spectrum map with electromagnetic field strength theoretical prediction data using a vector method to form electromagnetic field strength theoretical prediction dimension.

[0008] In one embodiment of the present invention, obtaining the information on the interference source of the on-board wireless co-channel of rail transit based on the measured spectrum map includes: calculating the difference between the theoretically predicted dimension of the electromagnetic field strength and the actual measured dimension of the electromagnetic field strength corresponding to the measured spectrum map to obtain a first electromagnetic field strength difference dimension; subtracting the first electromagnetic field strength difference dimension from the inherent difference to obtain a reliable difference value of the interfering electromagnetic field strength; deriving the location dimension of the interference source based on the reliable difference value, and deriving the power dimension of the interference source based on the reliable difference value of the interfering electromagnetic field strength.

[0009] In one embodiment of the present invention, the inherent difference is obtained by: selecting multiple locations where there is no possibility of interference, measuring and obtaining the actual electromagnetic field strength dimension of each location; calculating the difference between the actual electromagnetic field strength dimension of each location and the theoretically predicted electromagnetic field strength dimension to obtain a second electromagnetic field strength difference dimension; calculating the mean of each second electromagnetic field strength difference dimension, and using the mean as the inherent difference.

[0010] To achieve the above and other related objectives, the present invention also provides a rail transit wireless on-board co-channel interference testing system, comprising: a power module, a controller, an adjustment panel, an antenna, a low-noise amplifier, a bandwidth regulator, a signal demodulator, a CBTC location information generator, and a host computer containing a spectrum map; wherein: the host computer includes a memory for storing computer programs; and at least one processor for running the computer program to implement the steps of the rail transit wireless on-board co-channel interference testing method as described above.

[0011] In one embodiment of the present invention, the adjustment parameters set on the adjustment panel include multiple parameters such as environment type, interference source type, scanning frequency, bandwidth, time, LTE parameters, and incoming wave type.

[0012] In one embodiment of the present invention, the interference source scanning frequency of the adjustment panel is set so that the antenna receives a broadband signal of 1805-1815MHz.

[0013] In one embodiment of the present invention, the antenna is a cylindrical phased array antenna; the cylindrical phased array antenna includes a plurality of high-speed circular electronic switches.

[0014] To achieve the above and other related objectives, the present invention also provides a computer storage medium storing program instructions, which, when executed, implement the steps of the rail transit wireless on-board co-channel interference test method as described above.

[0015] As described above, the rail transit wireless on-board co-channel interference testing method, system, and medium of the present invention have the following beneficial effects:

[0016] This invention can scan co-frequency signals from all angles under normal train operation conditions. The detection results are combined with rail transit geographic information and multi-dimensional big data analysis methods to obtain parameters such as interference source type, incoming wave direction, horizontal distance, vertical height, and specific location. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 The diagram shows the overall flow of a method for testing interference in a vehicle-mounted wireless co-channel in rail transit according to an embodiment of this application.

[0019] Figure 2 The diagram shows the principle flow of a method for testing interference in a vehicle-mounted wireless channel in rail transit according to an embodiment of this application.

[0020] Figure 3 This diagram illustrates the multidimensional data generation process of the spectral map in a method for testing interference in a vehicle-mounted wireless channel of rail transit according to an embodiment of this application.

[0021] Figure 4 The diagram shown is a schematic block diagram of a rail transit wireless on-board co-channel interference testing system according to an embodiment of this application.

[0022] Figure 5 The diagram shown is a schematic block diagram of the control and management system in one embodiment of this application.

[0023] Component designation explanation

[0024] 100 Rail Transit Wireless Onboard Co-channel Interference Test System

[0025] 110 Controller

[0026] 120 power supply module

[0027] 130 Adjustment Panel

[0028] 140 CBTC Location Information Generator

[0029] 150 signal demodulator

[0030] 160 Bandwidth Conditioner

[0031] 170 Low Noise Amplifier

[0032] 180 antenna

[0033] 190 Host Computer

[0034] 1001 processor

[0035] 1002 Memory

[0036] S100~S300 Steps Detailed Implementation

[0037] The following specific examples illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that, unless otherwise specified, the following embodiments and features described therein can be combined with each other.

[0038] The purpose of this embodiment is to provide a method, system, and medium for testing co-channel interference of onboard wireless communication in rail transit, which is used to detect co-channel interference of LTE wireless communication system onboard during normal train operation and to confirm the parameter information of the interference source.

[0039] This embodiment relates to a method for detecting co-channel interference power in wireless communication systems within the field of rail transit electronics and communications. During train operation, when the CBTC wireless communication LTE system is functioning normally, interference sources operating on the same frequency as the CBTC wireless communication LTE system can be detected on board. Multidimensional big data is annotated on the original spectrum map using a vector method. Under normal train operation conditions, a cylindrical phased array antenna scans the co-channel signal at all angles to obtain the actual measured dimension of the electromagnetic field strength. This is combined with measurements taken under interference-free conditions to obtain the electromagnetic field strength difference dimension. The detection results integrate the theoretical prediction dimension of electromagnetic field strength from rail transit geographic information with the multidimensional big data on the presence or absence of interference along the entire line. Parameters such as the type of interference source, direction of arrival, horizontal distance, vertical height, and power are obtained through vector inversion calculations.

[0040] The following will describe in detail the principles and implementation methods of the rail transit wireless on-board co-frequency channel interference testing method, system and medium of the present invention, so that those skilled in the art can understand the rail transit wireless on-board co-frequency channel interference testing method, system and medium of the present invention without creative labor.

[0041] Example 1

[0042] This embodiment provides a method for testing interference in the onboard wireless channel of rail transit. Specifically, as follows: Figure 1 As shown, the method for testing interference in the on-board wireless co-channel of rail transit described in this embodiment includes:

[0043] Step S100: Mark multidimensional visual big data on the original spectrum map;

[0044] Step S200: When the train is in normal operation, the same frequency signal is scanned at all angles, and the electromagnetic field power measurement data of the dedicated frequency band in each direction of the circumference angle at each point along the rail transit line is continuously measured.

[0045] Step S300: Mark the original spectrum map based on the electromagnetic field power measurement data to form a measurement spectrum map, and obtain the interference source information of the rail transit wireless on-board co-frequency channel based on the measurement spectrum map.

[0046] The following provides a detailed description of steps S100 to S300 of the rail transit wireless on-board co-channel interference test method of this embodiment.

[0047] Step S100: Mark multidimensional visual big data on the original spectrum map.

[0048] In this embodiment, the dimensional settings of the multidimensional visual big data include, but are not limited to, the spatial coordinates of the detection point, the incoming wave source of the coordinate point, the direction of the wave source, and the electromagnetic field intensity.

[0049] Specifically, for example, an original spectrum map is created along the rail transit line. Multidimensional visual big data is then labeled on the original spectrum map using vector methods. Dimensional settings include the spatial coordinates of the detection point (X, Y, Z), the incoming wave sources M1, M2..., and the wave source directions A1, B1, C1, A2, B2, C2.

[0050] In this embodiment, the method further includes: filling the original spectrum map with electromagnetic field strength theoretical prediction data using a vector method to form electromagnetic field strength theoretical prediction dimensions.

[0051] Specifically, based on electromagnetic field propagation theory, the distribution of CBTC dedicated LTE base stations, antennas, and leaky cables along the rail transit line is filled with electromagnetic field strength theoretical prediction data on the original spectrum map using a vector method, forming the electromagnetic field strength theoretical prediction dimension.

[0052] For example, the distribution of CBTC dedicated LTE base stations, antennas, and leaky cables along the rail transit line is determined based on electromagnetic field propagation theory. The original spectrum map is then filled with the theoretically predicted electromagnetic field strength dimensions PA1, PB1, PC1, PA2, PB2, PC2 using a vector method.

[0053] Step S200: When the train is in normal operation, the electromagnetic field power measurement data of the dedicated frequency band in each direction of the circumference angle of each point along the rail transit line is continuously measured by scanning the full angle of the same frequency signal.

[0054] Specifically, in this embodiment, as Figure 2 As shown, the implementation methods for continuously measuring electromagnetic field power data in the dedicated frequency bands of the circumference angle at each point along the rail transit line by scanning the full angle of the same frequency signal include:

[0055] A dedicated LTE frequency detection instrument is installed on the operating train. The receiving antenna of this instrument is a cylindrical phased array antenna composed of high-speed circular electronic switches, which can achieve continuous scanning of the circumferential angle.

[0056] Furthermore, a dedicated LTE frequency detection instrument is installed on the operating train. This instrument has a dedicated interface that connects to the CBTC system, and the CBTC system transmits the obtained train location information to the detection instrument.

[0057] Furthermore, a dedicated LTE frequency detection instrument is installed on the operating train. The instrument is turned on during train operation to continuously measure the electromagnetic field power of the dedicated frequency band in each direction of the circumference at each point along the line and record it in a big data table.

[0058] Step S300: Mark the original spectrum map based on the electromagnetic field power measurement data to form a measurement spectrum map, and obtain the interference source information of the rail transit wireless on-board co-frequency channel based on the measurement spectrum map.

[0059] In this embodiment, the large amount of electromagnetic field power measured by the dedicated frequency point detection instrument on the LTE line at each point along the line in each direction of the dedicated frequency band is marked on the original spectrum map to form a measurement spectrum map. The marking method is to add the actual measurement dimensions of electromagnetic field strength, PPA1, PPB1, PPC1, PPA2, PPB2, PPC2, etc., in parallel with the theoretical prediction dimensions PA1, PB1, PC1, PA2, PB2, PC2, etc.

[0060] Specifically, in this embodiment, obtaining the information on the sources of interference in the on-board radio co-channel of rail transit based on the measured spectrum map includes:

[0061] 1) Calculate the difference between the theoretically predicted dimension of the electromagnetic field strength and the actual measured dimension of the electromagnetic field strength in the measurement spectrum map to obtain the first electromagnetic field strength difference dimension;

[0062] 2) Subtract the first electromagnetic field strength difference dimension from the inherent difference to obtain the reliable difference value of the interference electromagnetic field strength;

[0063] 3) Derive the location dimension of the interference source based on the confidence difference dimension, and derive the power dimension of the interference source based on the confidence difference of the interference electromagnetic field strength.

[0064] In this embodiment, the inherent difference is obtained as follows:

[0065] 1) Select multiple locations where there is no possibility of interference, and measure the actual intensity dimension of the electromagnetic field at each location;

[0066] 2) Calculate the difference between the actual electromagnetic field strength dimension and the theoretically predicted electromagnetic field strength dimension at each location to obtain the second electromagnetic field strength difference dimension.

[0067] 3) Calculate the mean value of each dimension of the second electromagnetic field strength difference, and use the mean value as the intrinsic difference value.

[0068] In this embodiment, the difference between the theoretical electromagnetic field strength dimensions PA1, PB1, PC1, PA2, PB2, PC2... and the theoretical electromagnetic field strength prediction dimensions PPA1, PPB1, PPC1, PPA2, PPB2, PPC2... of the measured spectrum map is first calculated, and the electromagnetic field strength difference dimensions DPA1, DPB1, DPC1, DPA2, DPB2, DPC2... are obtained.

[0069] Then, select a location free from interference, and calculate the electromagnetic field strength dimensions PA1, PB1, PC1, PA2, PB2, PC2... of the measured spectrum map and the actual electromagnetic field strength dimensions PPA1, PPB1, PPC1, PPA2, PPB2, PPC2... to obtain the electromagnetic field strength difference dimensions DPA1, DPB1, DPC1, DPA2, DPB2, DPC2....

[0070] Next, the average value of the electromagnetic field intensity difference dimensions DPA1, DPB1, DPC1, DPA2, DPB2, DPC2... is taken as the inherent error between theoretical prediction and actual detection.

[0071] Then, the dimension of the electromagnetic field strength difference is subtracted from the inherent error to obtain the reliable electromagnetic field strength differences DDPA1, DDPB1, DDPC1, DDPA2, DDPB2, DDPC2...

[0072] Based on the reliable difference dimension of electromagnetic field strength, the location dimensions of the interference source, NX1, NY1, NZ1, NX2, NY2, NZ2..., are derived using the vector inversion method.

[0073] Finally, based on the electromagnetic field strength difference dimensions DDPA1, DDPB1, DDPC1, DDPA2, DDPB2, DDPC2..., the location dimensions NP1, NP2... of the interference source are derived using the vector inversion method.

[0074] Figure 3 This illustrates the multi-dimensional data generation process of the spectral map in a method for testing interference in a vehicle-mounted wireless co-channel in rail transit, as shown in one embodiment of this application. Figure 1The process of generating multidimensional data for a type of rail transit spectrum map.

[0075] 1. Spectrum Map Creation under Geographic Information System

[0076] First, an original spectrum map is created along the rail transit line. Multidimensional visual big data is then annotated on the original spectrum map using vector methods. Dimensional settings include the spatial coordinates of the detection point (X, Y, Z), the incoming wave sources M1 and M2 at that coordinate point, and the wave source directions A1, B1, C1, A2, B2, C2.

[0077] 2. Big Data Generation Based on Electromagnetic Field Prediction Theory

[0078] The distribution of CBTC dedicated LTE base stations, antennas, and leaky cables along the rail transit line is determined based on electromagnetic field propagation theory. The electromagnetic field strength prediction data PA1, PB1, PC1, PA2, PB2, and PC2 are then filled into the original spectrum map using a vector method.

[0079] 3. On-board testing under operational interference

[0080] A dedicated LTE frequency detection instrument is installed on the operating train. The receiving antenna of this instrument is a cylindrical phased array antenna composed of high-speed circular electronic switches, which can achieve continuous scanning of the circumferential angle.

[0081] A dedicated LTE frequency detection instrument is installed on the operating train. The instrument has a dedicated interface that connects to the CBTC system, and the CBTC system transmits the obtained train location information to the detection instrument.

[0082] A dedicated LTE frequency detection instrument is installed on the operating train. The instrument is turned on during train operation to continuously measure the electromagnetic field power of the dedicated frequency band in each direction of the circumference at each point along the line and record it in a big data table.

[0083] The large dataset of electromagnetic field power measured by the dedicated frequency point detection instrument on the operating train at various points along the line in each direction of the circumferential angle is annotated on the original spectrum map to form a measurement spectrum map. The annotation method is to list the actual electromagnetic field strength dimensions PPA1, PPB1, PPC1, PPA2, PPB2, PPC2 on the electromagnetic field strength dimensions PA1, PB1, PC1, PA2, PB2, PC2, etc.

[0084] The electromagnetic field strength dimensions PA1, PB1, PC1, PA2, PB2, PC2... of the measured spectrum map are compared with the actual electromagnetic field strength dimensions PPA1, PPB1, PPC1, PPA2, PPB2, PPC2... to obtain the difference dimensions DPA1, DPB1, DPC1, DPA2, DPB2, DPC2.

[0085] Calculate the electromagnetic field strength dimensions PA1, PB1, PC1, PA2, PB2, PC2... of the measured spectrum map and the actual electromagnetic field strength dimensions PPA1, PPB1, PPC1, PPA2, PPB2, PPC2... to obtain the electromagnetic field strength difference dimensions DPA1, DPB1, DPC1, DPA2, DPB2, DPC2.

[0086] 4. Location testing under interference-free conditions

[0087] Select a location where there is no possibility of interference, and test the actual electromagnetic field strength dimensions PPA1, PPB1, PPC1, PPA2, PPB2, PPC2 at that point.

[0088] 5. Mean Calculation

[0089] The electromagnetic field strength difference dimensions DPA1, DPB1, DPC1, DPA2, DPB2, DPC2... are tested. The average value of the electromagnetic field strength difference dimensions DPA1, DPB1, DPC1, DPA2, DPB2, DPC2 is taken as the inherent error between theoretical prediction and actual detection.

[0090] Subtracting the dimension of the electromagnetic field strength difference from the inherent error, we obtain the reliable electromagnetic field strength differences DDPA1, DDPB1, DDPC1, DDPA2, DDPB2, DDPC2.

[0091] 6. Vector inversion

[0092] Based on the electromagnetic field strength confidence difference dimensions, the location dimensions of the interference source, NX1, NY1, NZ1, NX2, NY2, and NZ2, are derived using the vector inversion method. Furthermore, based on the electromagnetic field strength confidence differences DDPA1, DDPB1, DDPC1, DDPA2, DDPB2, and DDPC2, the power dimensions NP1 and NP2 of the interference source are derived using the vector inversion method.

[0093] Therefore, the method in this embodiment is a method for detecting co-channel interference power in a rail transit LTE wireless communication system based on big data processing. It can scan the co-channel signal from all angles under normal train operation conditions. The detection results are combined with rail transit geographic information and multi-dimensional big data analysis methods to obtain parameters such as interference source type, incoming wave direction, horizontal distance, vertical height, and specific location.

[0094] Example 2

[0095] like Figure 4As shown, this embodiment provides a rail transit wireless on-board co-channel interference testing system 100, which includes: a power module 120, a controller 110, an adjustment panel 130, an antenna 180, a low-noise amplifier 170, a bandwidth regulator 160, a signal demodulator 150, a CBTC location information generator 140, and a host computer 190 containing a spectrum map.

[0096] Among them, such as Figure 5 As shown, the host computer 190 includes a memory 1002 for storing computer programs; and at least one processor 1001 for running the computer program to implement the steps of the rail transit wireless on-board co-channel interference test method as described in Embodiment 1. Since the specific implementation process of the rail transit wireless on-board co-channel interference test method has been described in detail in Embodiment 1, it will not be repeated here.

[0097] In this embodiment, the controller 110 controls the operation of the whole machine and transmits the obtained multi-dimensional signal of the same frequency to the host computer 190.

[0098] In this embodiment, the adjustment parameters set on the adjustment panel 130 include multiple parameters such as environment type, interference source type, scanning frequency, bandwidth, time, LTE parameters, and incoming wave type.

[0099] In this embodiment, the interference source scanning frequency of the adjustment panel 130 is set so that the antenna 180 receives a broadband signal of 1805-1815MHz.

[0100] In this embodiment, the antenna 180 is a cylindrical phased array antenna 180; the cylindrical phased array antenna 180 includes multiple high-speed circular electronic switches. Under the control of the electronic array, the cylindrical phased array antenna 180 performs circular scanning to receive electromagnetic field signals.

[0101] In this embodiment, the low-noise amplifier 170 pre-amplifies the received electromagnetic field signal; the bandwidth regulator 160 sets the bandwidth of the received signal; the signal demodulator 150 demodulates the electromagnetic wave signal into a processable digital signal; the CBTC position information generator 140 transmits the train's position to the controller 110; and the host computer 190 with a spectrum map receives the real-time multidimensional signal from the controller 110 and performs big data analysis.

[0102] To address interference from GSM1800M systems deployed near LTE systems on rail transit lines, if the system belongs to China Mobile's 2G network, its frequency is set as follows: Uplink / Downlink: 1710-1720MHz / 1805-1815MHz. The interference to the LTE-M band (1785-1805MHz) is primarily caused by the downlink band (1805-1815MHz). The following steps can be performed to detect interference with GSM1800M system base stations and their geographical location.

[0103] 1) Set the environment type on the adjustment panel 130.

[0104] 2) Set the interference source type parameter for China Mobile GSM1800M on the adjustment panel 130.

[0105] 3) Adjust the interference source frequency information on the adjustment panel 130 and control the cylindrical phased array antenna 180 to receive broadband signals of 1805-1815MHz.

[0106] 4) The host computer 190 converts data such as power, horizontal distance, vertical height, and direction of arrival of electromagnetic waves into multi-dimensional data based on the laws of electromagnetic wave transmission in space.

[0107] 5) Activate the onboard LTE terminal and load CBTC transmission service according to the original operating procedures of the train LTE-M.

[0108] 6) Start the controller 110 to detect the power of the LTE system under interference.

[0109] 7) The host computer 190 executes the steps of the rail transit wireless on-board co-frequency channel interference test method described in Example 1, and displays relevant information about the interference source after big data processing and vector inversion.

[0110] In this embodiment, the processor 1001 of the host computer 190 is a Central Processing Unit (CPU). The memory 1002 is connected to the processor 1001 via a system bus and communicates with it. The memory 1002 stores computer programs, and the processor 1001 runs the computer programs to execute the described method for testing interference in the same-frequency channel of rail transit wireless onboard equipment. The memory 1002 may include random access memory (RAM) and may also include non-volatile memory, such as at least one disk storage device.

[0111] Furthermore, this embodiment also provides a computer-readable storage medium storing a computer program thereon. When the computer program is executed by the processor 1001, it implements the steps in the rail transit wireless on-board co-channel interference testing method described in Embodiment 1. Embodiment 1 has already provided a detailed description of the rail transit wireless on-board co-channel interference testing method, which will not be repeated here.

[0112] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented using computer program-related hardware. The aforementioned computer program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0113] In summary, this invention can perform full-angle scanning of co-frequency signals under normal train operation conditions. The detection results, combined with rail transit geographic information and multi-dimensional big data analysis methods, yield parameters such as interference source type, direction of arrival, horizontal distance, vertical height, and specific location. Therefore, this invention effectively overcomes the various shortcomings of existing technologies and possesses high industrial application value.

[0114] The above embodiments are merely illustrative of the principles and effects of the present invention and are not intended to limit the invention. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in the present invention should still be covered by the claims of the present invention.

Claims

1. A method for testing interference in the same-frequency wireless channel of rail transit vehicles, characterized in that: The method comprises: annotating multi-dimensional visual big data on an original spectrum map; when the train is in normal operation, full-angle scanning of the same frequency signal is performed, and electromagnetic field power measurement data of each point on the track along the circumference of each direction is continuously measured; based on the electromagnetic field power measurement data, the original spectrum map is annotated to form a measurement spectrum map, and track wireless vehicle same frequency channel interference source information is obtained based on the measurement spectrum map; further comprising: filling electromagnetic field strength theoretical prediction data on the original spectrum map using a vector method to form an electromagnetic field strength theoretical prediction dimension; the track wireless vehicle same frequency channel interference source information obtained based on the measurement spectrum map comprises: calculating the difference between the electromagnetic field strength theoretical prediction dimension and the corresponding electromagnetic field strength actual measurement dimension in the measurement spectrum map to obtain a first electromagnetic field strength difference dimension; subtracting the first electromagnetic field strength difference dimension from the inherent difference to obtain a credible difference of the interference electromagnetic field strength; based on the credible difference dimension, the position dimension of the interference source is derived, and based on the credible difference of the interference electromagnetic field strength, the power dimension of the interference source is derived. 2.The rail transit wireless on-board co-channel interference test method according to claim 1, characterized in that: The dimension setting of the multi-dimensional visual big data includes the spatial coordinates of the detection points, the incoming wave source of the coordinate points, the wave source direction, and the electromagnetic field strength. 3.The rail transit wireless on-board co-channel interference test method according to claim 1, characterized in that: The inherent difference is obtained in the following way: selecting multiple locations where there is no possibility of interference, and measuring and obtaining the electromagnetic field actual strength dimension of each location; calculating the difference between the electromagnetic field actual strength dimension of each location and the electromagnetic field strength theoretical prediction dimension to obtain a second electromagnetic field strength difference dimension; calculating the mean value of each second electromagnetic field strength difference dimension, and taking the mean value as the inherent difference.

4. A rail transit wireless on-board co-channel interference test system, characterized in that: It comprises: a power module, a controller, an adjustment panel, an antenna, a low-noise amplifier, a bandwidth adjuster, a signal demodulator, a CBTC position information generator, and an upper computer containing a spectrum map; wherein: the upper computer comprises a memory for storing a computer program, and at least one processor for running the computer program to realize the steps of the track wireless vehicle same frequency channel interference test method according to any one of claims 1 to 3.

5. The rail transit wireless on-board co-channel interference test system of claim 4, wherein: The adjustment parameters set by the adjustment panel include multiple types of environment, interference source, scanning frequency, bandwidth, time, LTE parameter, and incoming wave type.

6. The rail transit wireless on-board co-channel interference test system of claim 4 or 5, wherein: The interference source scanning frequency of the adjustment panel is set so that the antenna receives a 1805-1815 MHz wideband signal.

7. The rail transit wireless on-board co-channel interference test system of claim 6, wherein: The antenna is a cylindrical phased array antenna; the cylindrical phased array antenna comprises a plurality of high-speed circumferential electronic switches.

8. A computer storage medium storing program instructions, characterized in that: The program instructions are executed to realize the steps of the track wireless vehicle same frequency channel interference test method according to any one of claims 1 to 3.

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