Railway millimeter wave communication signal machine system and implementation method

Abstract

The embodiment of the invention provides a railway millimeter wave communication signal machine system and an implementation method. The system comprises a trackside processing unit, a trackside signal machine and a vehicle-mounted processing unit, the trackside processing unit is configured to determine a millimeter wave signal corresponding to the control instruction information; the trackside processing unit is connected with a trackside signal machine, a millimeter wave antenna is configured on the trackside signal machine, and the trackside signal machine is arranged at a preset position on one side of a driving track; the trackside annunciator is configured to transmit a millimeter wave signal matched with the control instruction information to a driving track on one side of the trackside annunciator through a millimeter wave antenna on the trackside annunciator; the vehicle-mounted processing unit is configured to receive millimeter wave signals transmitted by the millimeter wave antenna on the trackside annunciator and decode and restore the received millimeter wave signals into corresponding control instruction information. According to the scheme, more information is transmitted through the annunciator, the railway intelligence level is improved, and the train operation safety and efficiency are enhanced.

Description

Technical Field

[0001] The embodiments of the present invention relate to the field of railway signal technology, and in particular to a railway millimeter wave communication signal system and an implementation method. Background Art

[0002] In the field of railway transportation, signal machines play a vital role. Traditional railway signal machines mainly rely on the color changes of colored lights to transmit the status of train traffic, such as the common red light for stop, green light for go, and yellow light for attention. However, the information transmitted in this way is extremely limited. In scenes such as freight railways, stations, sections without automatic locomotive signals, and humps, it is difficult to obtain some key information about the train by relying solely on the light color of the signal machine, which seriously restricts the improvement of operational efficiency. At the same time, rail transit vehicle-to-ground communications face the dilemma of difficulty in applying for wireless communication frequency bands, and are subject to severe interference, which not only affects the stability and reliability of communications, but also, to a certain extent, hinders the development of railway transportation towards intelligence and efficiency. Summary of the invention

[0003] The present invention provides a railway millimeter wave communication signal system and an implementation method, so as to transmit more information through the signal, improve the level of railway intelligence, and enhance the safety and efficiency of train operation.

[0004] In a first aspect, an embodiment of the present invention provides a railway millimeter wave communication signal system, the system comprising: a trackside processing unit, a trackside signal, and an onboard processing unit; wherein:

[0005] The trackside processing unit is configured to determine a millimeter wave signal corresponding to the control instruction information;

[0006] The trackside processing unit is connected to the trackside signal, the trackside signal is provided with a millimeter wave antenna, the trackside signal is arranged at a preset position on one side of the driving track, and the trackside signal is configured to transmit a millimeter wave signal matching the control instruction information toward the driving track on one side of the trackside signal through the millimeter wave antenna on the trackside signal;

[0007] The on-board processing unit is configured in a train running on a driving track. The on-board processing unit is configured to receive the millimeter wave signal emitted by the millimeter wave antenna on the trackside signal machine, and decode the received millimeter wave signal to restore it into corresponding control instruction information.

[0008] In a second aspect, an embodiment of the present invention further provides a method for implementing a railway millimeter wave communication signal system, the method comprising:

[0009] Determine the millimeter wave signal corresponding to the control instruction information by a trackside processing unit; wherein the trackside processing unit is connected to a trackside signal, the trackside signal is provided with a millimeter wave antenna, and the trackside signal is arranged at a preset position on one side of the driving track;

[0010] The trackside signal is configured to transmit a millimeter wave signal matching the control instruction information toward the driving track on one side of the trackside signal through a millimeter wave antenna on the trackside signal;

[0011] The millimeter wave signal emitted by the millimeter wave antenna on the trackside signal is received by the on-board processing unit, and the received millimeter wave signal is decoded and restored into corresponding control instruction information. The on-board processing unit is configured in a train running on the driving track.

[0012] The technical solution of the embodiment of the present invention is that the system of this solution includes a trackside processing unit, a trackside signal and an onboard processing unit. The trackside processing unit can accurately determine the millimeter wave signal corresponding to the control instruction, which is transmitted directionally through the millimeter wave antenna of the trackside signal. The onboard processing unit decodes and restores it after receiving it, forming a complete information transmission link. All links work closely together to effectively reduce the error rate of information transmission, ensure that the control instructions received by the train are accurate, and ensure the safety of train operation. The trackside signal is carefully placed at a specific preset position on one side of the driving track. The millimeter wave antenna equipped with it has been precisely debugged and specifically transmits signals in the direction of the track, thereby achieving accurate coverage of the target driving track. This millimeter wave signal application method avoids the cumbersome wireless communication frequency band application process, and does not require additional time and cost. It allows the train to efficiently receive exclusive control instructions during operation, significantly improving the efficiency and quality of communication. In addition, the application of millimeter wave communication technology in railway scenarios has demonstrated outstanding advantages. It can not only maintain stable and reliable information transmission in the complex and changeable railway electromagnetic environment, but also integrate millimeter wave communication systems into signal machines, which has achieved a major breakthrough in information transmission compared to traditional signal machines that simply rely on changes in light color to transmit limited instructions. It can carry and transmit more abundant and diverse information, greatly promoting the development of railway operations towards intelligence, and injecting strong impetus into the efficient management and safety assurance of railway transportation.

[0013] It should be understood that the contents described in this section are not intended to identify the key or important features of the embodiments of the present invention, nor are they intended to limit the scope of the present invention. Other features of the present invention will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] The above and other features, advantages and aspects of the embodiments of the present invention will become more apparent with reference to the following detailed description in conjunction with the accompanying drawings. Throughout the accompanying drawings, the same or similar reference numerals represent the same or similar elements. It should be understood that the drawings are schematic and the originals and elements are not necessarily drawn to scale.

[0015] Figure 1 It is a structural schematic diagram of a railway millimeter wave communication signal system provided by an embodiment of the present invention;

[0016] Figure 2 It is a schematic diagram of the system composition of a railway millimeter wave communication signal system provided by an embodiment of the present invention;

[0017] Figure 3 It is a schematic diagram of the orientation of a millimeter wave antenna in a railway millimeter wave communication signal system provided by an embodiment of the present invention;

[0018] Figure 4 It is a schematic diagram of the structure of a high-column signal and a short-column signal provided in an embodiment of the present invention;

[0019] Figure 5 It is a flow chart of a method for implementing a railway millimeter wave communication signal system provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0020] Embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. Although certain embodiments of the present invention are shown in the accompanying drawings, it should be understood that the present invention can be implemented in various forms and should not be construed as being limited to the embodiments described herein, which are instead provided for a more thorough and complete understanding of the present invention. It should be understood that the drawings and embodiments of the present invention are only for exemplary purposes and are not intended to limit the scope of protection of the present invention.

[0021] It should be understood that the various steps described in the method embodiments of the present invention may be performed in different orders and / or in parallel. In addition, the method embodiments may include additional steps and / or omit the steps shown. The scope of the present invention is not limited in this respect.

[0022] The term "including" and its variations used herein are open inclusions, i.e., "including but not limited to". The term "based on" means "based at least in part on". The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments". The relevant definitions of other terms will be given in the following description.

[0023] It should be noted that the concepts such as "first" and "second" mentioned in the present invention are only used to distinguish different devices, modules or units, and are not used to limit the order or interdependence of the functions performed by these devices, modules or units.

[0024] It should be noted that the modifications of "one" and "plurality" mentioned in the present invention are illustrative rather than restrictive, and those skilled in the art should understand that, unless otherwise clearly indicated in the context, it should be understood as "one or more".

[0025] The names of the messages or information exchanged between multiple devices in the embodiments of the present invention are only used for illustrative purposes, and are not used to limit the scope of these messages or information.

[0026] Figure 1 A schematic diagram of the structure of a railway millimeter wave communication signal system provided in an embodiment of the present invention. The embodiment of the present invention is applicable to the situation where a train running on a driving track communicates through a signal. The railway millimeter wave communication signal system can be implemented in the form of software and / or hardware, and is generally integrated on any electronic device with a network communication function, which can be a mobile terminal, a PC or a server, etc.

[0027] like Figure 1 As shown, the railway millimeter wave communication signal system of the embodiment of the present invention may include: a trackside processing unit 110, a trackside signal 120 and an onboard processing unit 130; wherein:

[0028] The trackside processing unit 110 is configured to determine the millimeter wave signal corresponding to the control instruction information.

[0029] The trackside processing unit 110 is connected to the trackside signal 120, which is equipped with a millimeter wave antenna. The trackside signal 120 is set at a preset position on one side of the driving track. The trackside signal 120 is configured to transmit a millimeter wave signal matching the control instruction information toward the driving track on one side of the trackside signal 120 through the millimeter wave antenna on the trackside signal 120.

[0030] The onboard processing unit 130 is configured in a train running on a driving track. The onboard processing unit 130 is configured to receive the millimeter wave signal emitted by the millimeter wave antenna on the trackside signal 120, and decode the received millimeter wave signal to restore it into corresponding control instruction information.

[0031] See also Figure 2The trackside processing unit integrates multiple functional modules and is the core processing part of the railway millimeter wave communication signal system. It is responsible for receiving control command information from the station or center for data conversion, decoding and processing the received information, and converting it into a signal suitable for millimeter wave transmission.

[0032] See also Figure 2 The trackside signal 120 of this solution is improved based on the traditional railway signal, and the millimeter wave antenna is integrated in the structure of the signal. The main structure of the trackside signal 120 (such as the machine column, lamp holder, etc.) remains unchanged, but a millimeter wave communication module related to millimeter wave signal transmission is added inside or near the trackside signal 120.

[0033] The on-board processing unit 130 can receive the millimeter wave signal emitted by the trackside signal machine 120 and send it to the decoder for decoding. The decoder restores the received millimeter wave signal to the original control instruction information according to the pre-set communication protocol and encoding method. During the decoding process, the decoder will perform strict verification and error correction on the millimeter wave signal to ensure the accuracy of the data. If errors or interference are found in the millimeter wave signal, the decoder will try to repair it using an error correction algorithm, such as redundant coding technology, checksum verification, etc., to improve the reliability of the data.

[0034] Optionally, the on-board processing unit 130 may be configured with a receiver, which is responsible for receiving the millimeter wave signal corresponding to the control command information transmitted by the trackside signal 120. The receiver adopts a high-sensitivity antenna design and can effectively capture weak millimeter wave signals. In order to meet the communication needs of the train during high-speed operation, the receiver has strong anti-interference and signal tracking capabilities, and can accurately identify and lock the millimeter wave signals from the trackside signal 120 in a complex electromagnetic environment to ensure stable reception of information. At the same time, the receiver can also automatically adjust the receiving parameters according to the running speed and position changes of the train to ensure the best reception effect under different operating conditions.

[0035] See also Figure 3,When the train runs on the track, the millimeter wave antenna corresponding to the trackside signal 120 is transmitted toward the track, so that the millimeter wave signal can be concentrated on the path of the train, covering the area where the train may appear to the greatest extent to form a signal coverage area. In this way, the train can be within the effective coverage range of the signal during the driving process, ensuring that the on-board processing unit 130 can receive stable and reliable signals. In the straight section of the railway, the transmission direction of the millimeter wave antenna in the trackside signal 120 is parallel to the track, and the millimeter wave signal can propagate along the track, providing continuous communication guarantee for the train; at the curve, by reasonably adjusting the angle of the millimeter wave antenna in the trackside signal 120, the millimeter wave signal can also cover the curve area, ensuring that the train does not lose the signal connection when driving on the curve.

[0036] As an optional but non-limiting implementation scheme, the trackside processing unit 110 is configured with a data decoding module and a data processing module. The data decoding module is configured to receive original control data carrying control instruction information from the control center, and perform data decoding processing on the original control data to obtain a digital signal corresponding to the control instruction information; the data processing module is configured to convert the digital signal corresponding to the control instruction information into a millimeter wave signal matching the control instruction information.

[0037] Optionally, the data processing module configured in the trackside processing unit 110 includes a mixer, a filter, a frequency converter and a millimeter wave power amplifier.

[0038] See also Figure 2 , the control center, as the source of information, collects and organizes various information related to train operation, including train operation plans, line equipment status, meteorological disaster monitoring data, etc. After preprocessing, this information is encoded according to a specific encoding method. Different encoding strategies may be used for different types of information to improve encoding efficiency and the reliability of information transmission. For example, for driving instructions with high real-time requirements, a concise and efficient encoding method is used to ensure that the instructions can be transmitted quickly and accurately; for line condition information and disaster monitoring information containing a large amount of data, compression encoding technology is used to reduce the amount of data and increase the transmission speed.

[0039] See also Figure 2After the trackside processing unit 110 receives the original control data carrying the control instruction information from the control center, the data decoding module in the trackside processing unit 110 first decodes and verifies the original control data carrying the control instruction information. After decoding and verification, the information is converted into a signal format suitable for millimeter wave transmission by the data processing module in the trackside processing unit 110. This process involves multiple signal processing steps, such as mixing, frequency conversion and filtering. The mixer mixes the low-frequency digital signal with the high-frequency local oscillator signal to produce a new frequency signal, the frequency of which is within the millimeter wave frequency band. The frequency converter further adjusts the frequency of the signal to accurately match the operating frequency of the millimeter wave communication. The filter filters the signal to remove clutter and interference components in the signal and improve the quality of the signal. Finally, the millimeter wave signal after power amplification by the power amplifier is transmitted through the millimeter wave antenna in the trackside signal machine 120 to send information to the train on-board processing unit.

[0040] As an optional but non-limiting implementation scheme, the original control data is a carrier circuit signal that uses power lines as a transmission medium and transmits the control command information on a high-frequency carrier signal through modulation technology; the data decoding module is used to demodulate the received original control data and extract the original digital signal, and then convert it into a digital signal corresponding to the control command information that can be recognized by the data processing module.

[0041] See also Figure 2 , the command transmission mode of the control center can be a wired (carrier circuit) mode. The wired communication mode (such as the carrier circuit) uses the power line to transmit electric energy and data signals at the same time. It has the characteristics of stable transmission and strong anti-interference ability. It is suitable for transmitting some control instructions and key information with high real-time requirements and large data volume. If the control center chooses the wired communication mode (carrier circuit), the control instruction information will be modulated onto the power line and transmitted to the trackside processing unit 110 together with the electric energy. In the modulation process, advanced digital modulation technology, such as orthogonal frequency division multiplexing (OFDM) technology, is used to mix the control instruction information with the carrier signal to improve the signal's anti-interference ability and transmission efficiency. For the original control data carrying the control instruction information transmitted through the carrier circuit, the data processing module in the trackside processing unit accurately strips the data signal from the original control data carrying the control instruction information, and restores it to the digital signal format corresponding to the control instruction information.

[0042] This solution adopts a one-way communication method, that is, the trackside signal sends information to the train. This communication method is mainly designed based on the actual needs and characteristics of railway communication. In railway operations, stations or control centers need to convey various control instructions, line information, and operating parameters to trains in a timely and accurate manner to ensure the safe operation of trains. During the operation of the train, it mainly receives this information and performs corresponding operations based on it. The need to feedback information to the trackside equipment is relatively small. The one-way communication method can meet the basic needs of railway communication and simplify the design and implementation of the system.

[0043] Optionally, the control instruction information may include information such as speed limit, temporary stop, line condition, etc. For example, the control instruction information may include train speed limit value, temporary stop instruction, disaster monitoring information of the line ahead (such as early warning information of disasters such as earthquakes, landslides, floods, etc.), and track fault information.

[0044] As an optional but non-limiting implementation scheme, the original control data is a wireless signal encapsulated in a data packet that complies with the GSM-R communication protocol for transmission; the data decoding module is used to decode and decrypt the received original control data to obtain a digital signal corresponding to the control instruction information that can be recognized by the data processing module.

[0045] See also Figure 2 , the control center can communicate with the trackside processing unit 110 by wireless (GSM-R private network). The wireless communication method (GSM-R private network) provides greater flexibility and facilitates data transmission in different railway line environments. It is especially suitable for scenarios with strong mobility, such as information interaction when trains are running in different sections. If the control center chooses the wireless communication method (GSM-R private network), the control command information will be encrypted and sent to the trackside processing unit 110 through a wireless channel. The encryption process uses a high-intensity encryption algorithm, such as the AES encryption algorithm, to ensure the security of information during transmission and prevent the information from being illegally stolen or tampered with. For the encrypted information from the GSM-R private network, the data processing module in the trackside processing unit uses the corresponding decryption algorithm and key to perform decoding operations and convert it into a digital signal format corresponding to the recognizable control command information.

[0046] As an optional but non-limiting implementation scheme, the trackside processing unit 110 also includes a signal recovery module and a coding verification module. The signal recovery module is connected to the millimeter wave power amplifier, and the coding verification module is connected to the signal recovery module. The signal recovery module is configured to re-collect the millimeter wave signal output by the trackside processing unit and reversely convert the re-collected millimeter wave signal into a digital signal; the coding verification module is connected to the mixer, and the coding verification module is configured to compare and verify the digital signal output by the mixer with the digital signal corresponding to the re-collected millimeter wave signal.

[0047] See also Figure 2 For the millimeter wave signal output from the millimeter wave power amplifier, the trackside processing unit will resample the processed millimeter wave signal. The resampled millimeter signal is compared with the digital signal output by the mixer through decoding and verification operations to verify the accuracy and integrity of the signal. During the verification process, not only the signal output by the mixer is checked to ensure the accuracy of the mixing operation, but also the signal output by the millimeter wave radar amplifier is strictly tested to ensure that there is no distortion or error in the signal during the amplification process. Through statistical analysis of the bit error rate, the accuracy of the entire millimeter wave communication system can be evaluated in real time, and possible communication failures can be discovered and located in time. Once the bit error rate is found to be out of the normal range, the corresponding error correction mechanism will be automatically started, such as resending data, adjusting signal parameters, etc., to ensure reliable transmission of information. If the fault cannot be automatically repaired in a short time, the fault information will be reported to the station or control center so that the staff can take further measures, such as notifying maintenance personnel to conduct on-site maintenance and adjusting the train operation plan.

[0048] As an optional but non-limiting implementation scheme, the trackside processing unit 110 also includes a time synchronization module, which is connected to the mixer. The time synchronization module is configured to add a timestamp to the digital signal corresponding to the control instruction information input to the mixer.

[0049] See also Figure 2 In the railway millimeter wave communication signal system, the time synchronization module of the trackside processing unit 110 plays a vital role. After the control command information is transmitted to the trackside processing unit 110 in the form of a digital signal, the time synchronization module intervenes before it enters the mixer for subsequent processing. The time synchronization module adds a timestamp to the digital signal that is about to enter the mixer based on its own precise clock source. This timestamp accurately records the time information of the signal at the current moment, and its format and accuracy are strictly defined to ensure that the time sequence of the signal can be accurately reflected. For example, the timestamp may use the international standard time format, accurate to milliseconds or even microseconds, so that the generation time and processing order of the signal can be accurately traced in the subsequent signal processing and transmission process.

[0050] By adding timestamps, in the subsequent complex signal processing and transmission links, whether it is transmitted between different modules inside the trackside equipment or finally transmitted to the on-board equipment on the train, the receiving end can clearly determine the order and generation time of the signal based on the timestamp. This is particularly critical for situations involving simultaneous or rapid continuous transmission of multiple sets of control command information. It can avoid erroneous operations caused by signal transmission delays or confusion in processing order, ensure that the train receives and executes control instructions in the correct time sequence, and ensure the safety and efficiency of railway operation. For the on-board processing unit on the train, after receiving the millimeter wave signal with a timestamp, the communication delay from the signal transmitted from the trackside signal to the train receiving it can be calculated based on the timestamp. Combined with the train's own operating parameters (such as speed, position, braking distance, etc.), the on-board equipment can more accurately adjust the train's operating status and achieve close coordination with the trackside equipment.

[0051] Optionally, the control instruction information carries a track type for determining whether the control instruction information is configured to be applied to an uplink track or a downlink track.

[0052] When the station or control center generates control instruction information, the track type (upward track or downward track) identifier is embedded in it at the same time. For example, during the encoding process, a specific field is reserved to indicate the track ownership information. In this way, after receiving the control instruction information, the trackside processing unit can accurately determine whether the instruction is for the train on the upward track or the downward track based on the track type identifier. For the trackside signal, it accurately transmits the signal to the corresponding track direction through the millimeter wave antenna based on the track type in the control instruction information. If it is a control instruction for the upward track, the signal will be transmitted in the direction of the upward track; otherwise, it will be transmitted in the direction of the downward track. On the train side, after the on-board processing unit receives the millimeter wave signal and decodes and restores the control instruction information, it can also confirm whether the instruction is applicable to the track where the train is located through the track type identifier. If it does not match, the train will not execute the instruction, thereby avoiding incorrect operation.

[0053] As an optional but non-limiting implementation scheme, when the data decoding module makes a decoding error for the original control data and the number of decoding errors has not reached a preset number, the data decoding module is configured to re-decode the original control data until the number of decoding errors reaches a preset number or the decoding is correct.

[0054] In the data processing flow of the railway millimeter wave communication signal system, the data decoding module plays a key role. When the original control data is received, it will be processed according to the established decoding rules and algorithms. If a decoding error occurs in this process and the number of errors has not reached the preset number, the data decoding module will not give up easily, but will automatically start the re-decoding program. For example, suppose the preset number of decoding errors is 5 times. When an error occurs in the first decoding, the data decoding module will immediately make a second decoding attempt on the original control data, re-analyze the encoding structure and characteristics of the data, and adjust the decoding parameters that may deviate. If the second decoding is still wrong, the third and fourth decodings will continue, and a similar analysis and adjustment process will be repeated each time until the number of decoding errors reaches 5 times or the decoding is successful.

[0055] By attempting decoding multiple times, the probability of correctly restoring the original control data is greatly increased. Even if errors occur during the initial decoding process due to various interferences or data deviations, subsequent re-decoding operations may overcome these problems and ensure that the control data ultimately provided to the system is accurate and reliable, thereby ensuring that the control instructions received by the train are accurate and correct, and maintaining the safety and stability of railway operations. To a certain extent, it tolerates abnormal situations during data transmission. In complex railway electromagnetic environments or occasional data fluctuations, the data may be slightly distorted or erroneous, but this multiple decoding mechanism can effectively cope with it, avoiding the interruption of the entire system's operation or the issuance of erroneous instructions due to a small amount of data errors, and improving the system's adaptability and reliability in adverse environments.

[0056] As an optional but non-limiting implementation scheme, when the data decoding module continuously makes decoding errors for the original control data and the number of decoding errors reaches a preset number, the data decoding module is configured to report the decoding errors of the original control data to the control center so that the control center can directly control the trackside signal to provide light color prompts.

[0057] In the data processing process of the railway millimeter wave communication signal system, the data decoding module is responsible for ensuring the accurate conversion of data. When decoding the original control data, the number of decoding errors will be continuously monitored. Once it is found that the decoding errors occur continuously and the cumulative number reaches the preset value (for example, the preset number is 5 times), the data decoding module will start a specific error reporting mechanism. At this time, the decoding error information of the original control data will be quickly reported to the control center through the established communication link. After receiving the error report, the control center will directly issue instructions to the trackside signal according to the preset program to change the light color for prompting. For example, the normally displayed green light may be changed to a yellow light or a red light to indicate to the train driver and relevant staff that the current system has abnormal data decoding and needs to pay attention and take corresponding measures.

[0058] By changing the light color of the trackside signal, the system fault information can be intuitively conveyed to the train operator at the first time. In the railway operation environment, train drivers are highly sensitive to the light color of the signal and have strict operating specifications. The appearance of abnormal light colors prompts the driver to immediately take cautious driving operations, such as slowing down or preparing to stop, thereby effectively preventing train operation safety accidents that may be caused by system data problems, providing direct and critical protection for railway operation safety. This method enables the control center to quickly display the abnormal state of the system in a visual form at the railway operation site, without the need for complex text or voice notification processes, greatly shortening the information transmission time. On-site staff can quickly detect and respond, and organize the troubleshooting and repair of data decoding faults in a timely manner, reduce railway transportation delays caused by faults, and maintain the efficiency and orderliness of railway operations. The light color prompt is not only a warning for train operation, but also provides important clues for subsequent troubleshooting. After the maintenance personnel arrive at the scene, they can quickly locate the problem in the data decoding module based on the abnormal light color of the signal, narrow the scope of troubleshooting, and focus on inspecting and repairing equipment, software and communication links related to data decoding, thereby improving fault repair efficiency and reducing the long-term impact of system failures on railway operations.

[0059] Through the strict error counting and timely reporting of the data decoding module, as well as the linkage response between the control center and the trackside signal, it is ensured that the abnormal situation in the data processing link of the system can be discovered and handled in time, which improves the reliability and stability of the entire railway communication signal system and reduces the risk of serious system failures caused by the accumulation of data errors. From the error reporting of the data decoding module, to the issuance of instructions by the control center, to the change of the light color of the trackside signal, each link is closely coordinated, so that the system can enter the emergency state in an orderly manner when problems occur, ensuring the safe transition and orderly response of railway transportation during the failure period, and reducing the confusion and uncertainty caused by sudden failures.

[0060] As an optional but non-limiting implementation scheme, a first detection unit is provided at a first position on the driving track on one side of the trackside signal 120, and the first detection unit is used to detect whether there is a train traveling on the driving track and crossing the first position. The first position is located on the first direction side of the trackside signal 120, and the first position is within a first preset distance range from the trackside signal 120 in the driving direction along the driving track. The first direction side is the side extending in the opposite direction of the driving direction of the driving track.

[0061] The trackside signal 120 is configured to, when detecting that a train is traveling on the track and passing through a first position, start transmitting a millimeter wave signal matching the control instruction information toward the track on one side of the trackside signal 120 through the millimeter wave antenna on the trackside signal 120 .

[0062] In the railway operation environment, a first detection unit is pre-set at the first position of the driving track on one side of the trackside signal 120. This first detection unit can use infrared detection, electromagnetic induction and other methods to continuously monitor the driving track conditions at the first position, with the purpose of accurately determining whether there is a train running on the track and passing this first position. The first position is located on the first direction side of the trackside signal 120, and the first direction side is the side extending in the opposite direction of the driving direction of the driving track, and maintains a specific distance from the trackside signal 120 in the driving direction along the driving track, and the distance is within a first preset distance range. The first preset distance range is pre-calculated and determined by actual railway operation experience, which can not only ensure that the train can be detected in time when approaching the trackside signal 120, but also reserve reasonable time and space for subsequent signal transmission and train response.

[0063] When the first detection unit detects that the train has passed the first position, it will immediately send a trigger signal to the trackside signal 120. After receiving the trigger signal, the trackside signal 120 quickly starts its millimeter wave antenna and transmits the millimeter wave signal matching the control instruction information toward the driving track on its side according to the pre-set program and parameters. These control instruction information covers key contents such as speed limit, line conditions, temporary stops, etc., and is an important basis for ensuring the safe and orderly operation of trains.

[0064] By starting the millimeter wave signal transmission only when the train approaches and passes a specific position, unnecessary energy consumption caused by the continuous transmission of signals by the signal machine is avoided. At the same time, the signal transmission during the period when there is no train approaching is reduced, which reduces the interference to the surrounding electromagnetic environment, helps to maintain the stability of the electromagnetic environment along the railway, and improves the operational reliability of other railway equipment. At the same time, it ensures that the millimeter wave signal is accurately transmitted at the moment when the train needs to receive information the most, so that the train can obtain control instructions closely related to the current operating status in a timely manner. This targeted signal transmission method enhances the effectiveness of signal transmission, reduces the risk of train operation errors caused by premature or late signal transmission, and improves the safety and accuracy of railway operation. Furthermore, the dynamic trigger mechanism based on the train position enables railway communication resources to be allocated and utilized more reasonably. There is no need to occupy too much communication bandwidth and equipment resources for continuous signal transmission, and the limited resources are concentrated on ensuring the information transmission needs during the actual operation of the train, which improves the overall efficiency and performance of the railway communication system.

[0065] As an optional but non-limiting implementation scheme, a second detection unit is provided at a second position on the driving track on one side of the trackside signal 120. The second detection unit is used to detect a reference time of a train traveling on the driving track and passing the second position. The reference time is used to indicate the time corresponding to the arrival of the train at the signal coverage area of ​​the millimeter wave antenna on the trackside signal.

[0066] The trackside signal 120 is configured to control the millimeter wave antenna on the trackside signal to transmit a millimeter wave signal matching the control instruction information toward the driving track on one side of the trackside signal based on the reference time.

[0067] In the railway system, a second detection unit can also be pre-set at a second position on the driving track on one side of the trackside signal 120. The second detection unit can use technical means such as a high-precision timer combined with a track sensor to monitor the operation of the train passing the second position, with the focus on obtaining the reference time required for the train to reach the millimeter wave antenna signal coverage area on the trackside signal. When the train passes the second position, the second detection unit immediately starts the timing and data acquisition program, which will specifically consider the current speed of the train, the stability of the driving direction, and the slope and curvature of the track. The approximate time for the train to arrive at the millimeter wave antenna signal coverage area is calculated through a series of complex algorithms. These factors are considered based on the principles of railway dynamics and kinematics to ensure that the calculation of the reference time is accurate and reliable.

[0068] After receiving the reference time from the second detection unit, the trackside signal 120 will accurately control the transmission action of the millimeter wave antenna according to this time. When the train is close to the signal coverage area, the trackside signal 120 starts the millimeter wave antenna and transmits a millimeter wave signal matching the control command information to the driving track according to the established communication protocol and signal modulation method. These control command information contains key contents such as speed limit, road conditions ahead, and turnout status, which are crucial to the safe operation of the train.

[0069] Through the precise calculation and use of reference time, the trackside signal can transmit signals when the train just enters the coverage area of ​​the millimeter wave antenna signal, ensuring that the train receives the control command information at the most appropriate time. This avoids the problem that the signal may be attenuated or interfered by the premature transmission of the signal, which may affect the reception effect, and the problem that the signal is transmitted too late and the train cannot respond in time, which greatly improves the timeliness and reliability of signal transmission and ensures the safety of train operation. In addition, the signal transmission time is dynamically adjusted based on the train position and speed, which optimizes the utilization of railway communication resources. It avoids unnecessary signal transmission, reduces the occupation of communication frequency bands and energy consumption, and reduces the processing burden of irrelevant signals on the train receiving equipment, so that the train can concentrate on processing effective signals closely related to the current operation, improving the efficiency and performance of the entire railway communication system. Furthermore, this mechanism of dynamically controlling signal transmission according to the actual operation status of the train enables the railway communication system to better adapt to complex and changeable railway transportation scenarios such as different train speeds, running intervals and track conditions. Whether it is a high-speed train or a train running on complex curves and slopes, it can ensure that control instructions are received in a timely and accurate manner, enhance the railway system's ability to adapt to different operating conditions, and improve the stability and reliability of railway operations.

[0070] As an optional but non-limiting implementation, see Figure 4 When the trackside signal 120 is a high-pole signal, the millimeter wave antenna on the trackside signal 120 is installed in the middle position area between two adjacent signal lights on the trackside signal, and the millimeter wave antenna on the trackside signal 120 is rotated toward the driving track on one side of the trackside signal 120, so that the distance between the signal coverage area of ​​the millimeter wave antenna on the trackside signal 120 and the trackside signal 120 meets the preset distance condition.

[0071] In the railway millimeter wave communication signal system, when the trackside signal 120 adopts a high-column design, the millimeter wave antenna is installed in the middle position area between two adjacent signal lights, mainly considering the structural characteristics of the high-column signal and the uniformity of signal propagation. This position is relatively stable and can provide a certain amount of installation space and mechanical support. At the same time, it avoids the light interference caused by being too close to the lamp body or the signal blocking problem caused by unreasonable position. After the installation is completed, the millimeter wave antenna is rotated and adjusted to face the driving track on the side of the trackside signal. Only by ensuring the correct orientation of the antenna can effective signal transmission and coverage be achieved. Through precise angle adjustment, the emitted millimeter wave signal can form a coverage area that meets the requirements on the driving track.

[0072] Alternatively, see Figure 4For high-column signal machines, the millimeter wave antenna is set at a suitable position between the second and third signal machines of the trackside signal machine 120. By adjusting the angle of the millimeter wave antenna, the millimeter wave antenna can be directed toward the driving track in the best direction, ensuring that the signal can effectively cover the driving track area where the train is running. The height advantage of the high-column signal machine ensures a certain signal transmission distance, which can better adapt to the layout of the railway line and the needs of train operation.

[0073] The distance between the signal coverage area and the trackside signal must meet the preset distance conditions, which are determined based on the reliability and safety standards of railway communications. The preset distance conditions are obtained through a large number of field tests and theoretical calculations, and the propagation characteristics of millimeter wave signals, the receiving sensitivity of the train, and the interference factors of the surrounding environment must be comprehensively considered. If the distance is too close, the signal may be affected by the reflection or scattering of the trackside signal structure itself during the propagation process, thereby reducing the signal quality; if the distance is too far, the signal strength may be attenuated too much, affecting the reliable reception of the train.

[0074] By installing the millimeter wave antenna in a suitable middle position area and rotating it toward the track, it can ensure that the signal forms a relatively uniform and stable coverage area on the driving track. Compared with random installation or inaccurate orientation, this method can reduce the blind spots and weak areas of the signal, improve the success rate and stability of the train receiving signals at different positions on the track, and ensure that the train can obtain control command information in a timely and accurate manner, thereby improving the safety of railway operation. By meeting the preset distance conditions, problems such as signal reflection, scattering and excessive attenuation caused by improper distance are effectively avoided. This helps to maintain the strength and quality of the signal, reduce the interference of external factors on the signal, enable the receiving equipment on the train to receive the millimeter wave signal more clearly, reduce the bit error rate during signal transmission, and further improve the reliability of railway communication. Furthermore, this standardized high-column signal millimeter wave antenna installation and configuration method makes the entire railway communication signal system more compatible on different railway lines and environments. Regardless of the terrain, climate and railway facility layout conditions, stable signal transmission can be achieved according to unified standards, reducing system failures and performance fluctuations caused by differences in equipment installation, which is conducive to the large-scale promotion and long-term stable operation of the railway communication system.

[0075] As an optional but non-limiting implementation, see Figure 4When the trackside signal 120 is a short-column signal, the millimeter wave antenna on the trackside signal 120 is installed in the lamp panel area of ​​the signal light on the trackside signal 120, and the signal light on the trackside signal 120 is rotated diagonally upward at a preset angle, so that when the track is facing the side of the trackside signal 120, the distance between the signal coverage area of ​​the millimeter wave antenna on the trackside signal on the driving track and the trackside signal 120 meets the preset distance condition.

[0076] Alternatively, see Figure 4 , the millimeter-wave antenna of the short-column signal is set at the center of the lamp panel of the trackside signal 120. Since the height of the short-column signal is relatively low, setting the antenna in the center of the lamp panel can utilize the structural characteristics of the lamp panel to a certain extent, and optimize the signal coverage range by adjusting the pitch angle of the lamp panel. Although the coverage range of the short-column signal may be relatively small, it can meet the communication needs of trains running at low speeds in specific areas such as stations. Since the structural height of the short-column signal is relatively low, installing the millimeter-wave antenna in the lamp panel area of ​​the signal light is a way to reasonably utilize space and effectively ensure the signal transmission function. The lamp panel area usually has a certain degree of stability and installability, which can provide a suitable fixed position for the antenna, and it is also convenient for connection with the circuit and processing unit inside the signal machine.

[0077] In order to ensure that the distance between the signal coverage area of ​​the millimeter wave antenna on the driving track and the trackside signal 120 meets the preset distance conditions, measures are taken to rotate the signal light diagonally upward at a preset angle. This is because the height of the short-column signal itself limits the direct coverage range of the antenna. By adjusting the angle of the signal light, the transmission direction of the antenna is indirectly changed. When determining this preset angle, it is necessary to comprehensively consider multiple factors such as the height of the short-column signal, the propagation characteristics of the millimeter wave signal, the position and height relationship of the track, etc. For example, using the principles of geometric optics and signal propagation models, the angle value that can enable the signal to achieve the ideal coverage distance on the track is accurately calculated to ensure that the signal can effectively cover the track area during the propagation process, and avoid signal interference or attenuation problems caused by distances that are too close or too far.

[0078] Under the limited space conditions of the short-column signal machine, the millimeter wave antenna is installed in the lamp panel area to achieve efficient use of space, while ensuring that the signal transmission function is not affected. This design avoids the situation where the antenna cannot be reasonably installed or the signal transmission effect is affected due to space limitations, ensures the normal operation of the short-column signal machine in the railway communication system, and maintains the integrity of the signal coverage along the railway. By rotating the signal light to the preset angle, the millimeter wave antenna signal coverage distance is accurately controlled to meet the preset distance conditions. This enables the signal to form a stable and effective coverage area on the driving track, and the train can reliably receive the control command information issued by the signal machine in this area. Compared with the case where the angle is not adjusted, the blind area and unstable area of ​​the signal coverage are effectively reduced, the reliability and accuracy of railway communication are improved, and the safety of train operation is guaranteed. In addition, this special design for short-column signal machines enables the railway communication system to better adapt to different types of signal machine installation environments. Whether it is a high-column or short-column signal machine, stable signal transmission can be achieved according to their respective design requirements, which improves the adaptability and stability of the entire railway communication system under different terrain and line conditions, and is conducive to the unified management and efficient operation of the railway communication system.

[0079] The technical solution of the embodiment of the present invention is that the system of this solution includes a trackside processing unit, a trackside signal and an onboard processing unit. The trackside processing unit can accurately determine the millimeter wave signal corresponding to the control instruction, which is transmitted directionally through the millimeter wave antenna of the trackside signal. The onboard processing unit decodes and restores it after receiving it, forming a complete information transmission link. All links work closely together to effectively reduce the error rate of information transmission, ensure that the control instructions received by the train are accurate, and ensure the safety of train operation. The trackside signal is carefully placed at a specific preset position on one side of the driving track. The millimeter wave antenna equipped with it has been precisely debugged and specifically transmits signals in the direction of the track, thereby achieving accurate coverage of the target driving track. This millimeter wave signal application method avoids the cumbersome wireless communication frequency band application process, and does not require additional time and cost. It allows the train to efficiently receive exclusive control instructions during operation, significantly improving the efficiency and quality of communication. In addition, the application of millimeter wave communication technology in railway scenarios has demonstrated outstanding advantages. It can not only maintain stable and reliable information transmission in the complex and changeable railway electromagnetic environment, but also integrate millimeter wave communication systems into signal machines, which has achieved a major breakthrough in information transmission compared to traditional signal machines that simply rely on changes in light color to transmit limited instructions. It can carry and transmit more abundant and diverse information, greatly promoting the development of railway operations towards intelligence, and injecting strong impetus into the efficient management and safety assurance of railway transportation.

[0080] Figure 5A flow chart of an implementation method of a railway millimeter wave communication signal system provided in an embodiment of the present invention. The embodiment of the present invention is applicable to the situation where a train running on a driving track communicates through a signal. The implementation method of the railway millimeter wave communication signal system can be applied to a railway millimeter wave communication signal system. The railway millimeter wave communication signal system can be implemented in the form of software and / or hardware and is generally integrated on any electronic device with network communication function, which can be a mobile terminal, a PC or a server, etc.

[0081] like Figure 5 As shown, the implementation method of the railway millimeter wave communication signal system of the embodiment of the present invention may include the following process:

[0082] S510. Determine the millimeter wave signal corresponding to the control command information through a trackside processing unit; wherein the trackside processing unit is connected to a trackside signal, the trackside signal is provided with a millimeter wave antenna, and the trackside signal is set at a preset position on one side of the driving track.

[0083] S520: The trackside signal is configured to transmit a millimeter wave signal matching the control instruction information toward the driving track on one side of the trackside signal through a millimeter wave antenna on the trackside signal.

[0084] S530, receiving the millimeter wave signal emitted by the millimeter wave antenna on the trackside signal machine through the on-board processing unit, and decoding the received millimeter wave signal to restore it into corresponding control instruction information, and the on-board processing unit is configured in the train running on the driving track.

[0085] Based on the above embodiment, optionally, determining the millimeter wave signal corresponding to the control instruction information by the trackside processing unit includes:

[0086] The data decoding module configured in the trackside processing unit receives the original control data carrying the control instruction information from the control center, and performs data decoding processing on the original control data to obtain a digital signal corresponding to the control instruction information;

[0087] The digital signal corresponding to the control instruction information is converted into a millimeter wave signal matching the control instruction information through the data processing module configured in the trackside processing unit.

[0088] Based on the above embodiment, optionally, the original control data is a carrier circuit signal that uses a power line as a transmission medium and transmits the control instruction information on a high-frequency carrier signal through a modulation technology;

[0089] The data decoding module is used to extract the original digital signal after demodulating the received original control data, and then convert it into a digital signal corresponding to the control instruction information that can be recognized by the data processing module.

[0090] Based on the above embodiment, optionally, the original control data is a wireless signal encapsulated in a data packet conforming to the GSM-R communication protocol for transmission;

[0091] The data decoding module is used to decode and decrypt the received original control data to obtain a digital signal corresponding to the control instruction information that can be recognized by the data processing module.

[0092] Based on the above embodiment, optionally, the data processing module includes a mixer, a filter, a frequency converter and a millimeter wave power amplifier.

[0093] On the basis of the above embodiment, optionally, the trackside processing unit further includes a signal acquisition module and a coding verification module, the signal acquisition module is connected to the millimeter wave power amplifier, the coding verification module is connected to the signal acquisition module, the coding verification module is connected to the mixer, and the method further includes:

[0094] The signal recovery module re-collects the millimeter wave signal output by the trackside processing unit, and reversely converts the re-collected millimeter wave signal into a digital signal;

[0095] The digital signal output by the mixer is compared and verified with the digital signal corresponding to the re-collected millimeter wave signal through the coding verification module.

[0096] On the basis of the above embodiment, optionally, the trackside processing unit also includes a time synchronization module, the time synchronization module is connected to the mixer, and the time synchronization module is configured to add a timestamp to the digital signal corresponding to the control instruction information input to the mixer.

[0097] Based on the above embodiment, optionally, the control instruction information carries a track type for determining whether the control instruction information is configured to be applied to an uplink track or a downlink track.

[0098] Based on the above embodiment, optionally, when the data decoding module has a decoding error on the original control data and the number of decoding errors has not reached a preset number, the data decoding module re-performs data decoding processing on the original control data until the number of decoding errors reaches a preset number or the decoding is correct.

[0099] Based on the above embodiment, optionally, when the data decoding module continuously makes decoding errors for the original control data and the number of decoding errors reaches a preset number, the decoding errors of the original control data are reported to the control center through the data decoding module, so that the control center can directly control the trackside signal to provide light color prompts.

[0100] On the basis of the above embodiment, optionally, a first detection unit is provided at a first position on the driving track on one side of the trackside signal, the first detection unit is used to detect whether there is a train traveling on the driving track and crossing the first position, the first position is located on a first direction side of the trackside signal, and the first position is within a first preset distance range from the trackside signal in the driving direction along the driving track, and the first direction side is a side extending in the opposite direction of the driving direction of the driving track;

[0101] When it is detected that a train is traveling on the track and passing through the first position, a millimeter wave signal matching the control instruction information is emitted toward the track on one side of the trackside signal through the millimeter wave antenna on the trackside signal.

[0102] On the basis of the above embodiment, optionally, a second detection unit is provided at a second position on the driving track on one side of the trackside signal, and the second detection unit is used to detect a reference time of a train traveling on the driving track and crossing the second position, and the reference time is used to indicate the time corresponding to the arrival of the train at the signal coverage area of ​​the millimeter wave antenna on the trackside signal;

[0103] Based on the reference time, the millimeter wave antenna on the trackside signal is controlled to transmit a millimeter wave signal matching the control instruction information toward the driving track on one side of the trackside signal.

[0104] On the basis of the above embodiment, optionally, when the trackside signal is a high-pole signal, the millimeter wave antenna on the trackside signal is installed in the middle position area between two adjacent signal lights on the trackside signal, and the millimeter wave antenna on the trackside signal is rotated toward the driving track on one side of the trackside signal, so that the distance between the signal coverage area of ​​the millimeter wave antenna on the trackside signal on the driving track and the trackside signal meets the preset distance condition.

[0105] On the basis of the above embodiment, optionally, when the trackside signal is a short-column signal, the millimeter wave antenna on the trackside signal is installed in the lamp panel area of ​​the signal light on the trackside signal, and the signal light on the trackside signal is rotated obliquely upward at a preset angle to achieve that when facing the track on the side of the trackside signal, the distance between the signal coverage area of ​​the millimeter wave antenna on the trackside signal and the trackside signal meets the preset distance condition.

[0106] The implementation method of the railway millimeter wave communication signal system provided in the embodiment of the present invention can be applied to the railway millimeter wave communication signal system provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the railway millimeter wave communication signal system.

[0107] It is worth noting that the various units and modules included in the above-mentioned device are only divided according to functional logic, but are not limited to the above-mentioned division, as long as the corresponding functions can be achieved; in addition, the specific names of the functional units are only for the convenience of distinguishing each other, and are not used to limit the protection scope of the embodiments of the present invention.

[0108] The above description is only a preferred embodiment of the present invention and an explanation of the technical principles used. Those skilled in the art should understand that the disclosure scope involved in the present invention is not limited to the technical solution formed by a specific combination of the above technical features, but should also cover other technical solutions formed by any combination of the above technical features or their equivalent features without departing from the above disclosed concept. For example, the above features are replaced with the technical features with similar functions disclosed in the present invention (but not limited to) by each other.

[0109] In addition, although each operation is described in a specific order, this should not be construed as requiring these operations to be performed in the specific order shown or in a sequential order. Under certain circumstances, multitasking and parallel processing may be advantageous. Similarly, although some specific implementation details are included in the above discussion, these should not be construed as limiting the scope of the present invention. Some features described in the context of a separate embodiment can also be implemented in a single embodiment in combination. On the contrary, the various features described in the context of a single embodiment can also be implemented in multiple embodiments individually or in any suitable sub-combination mode.

[0110] Although the subject matter has been described in language specific to structural features and / or methodological logical actions, it should be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or actions described above. On the contrary, the specific features and actions described above are merely example forms of implementing the claims.

Claims

1. A railway millimeter wave communication signal system, characterized in that: The system comprises: a trackside processing unit, a trackside signal and an onboard processing unit; wherein: The trackside processing unit is configured to determine a millimeter wave signal corresponding to the control instruction information; The trackside processing unit is connected to the trackside signal, the trackside signal is provided with a millimeter wave antenna, the trackside signal is arranged at a preset position on one side of the driving track, and the trackside signal is configured to transmit a millimeter wave signal matching the control instruction information toward the driving track on one side of the trackside signal through the millimeter wave antenna on the trackside signal; The on-board processing unit is configured in a train running on a driving track. The on-board processing unit is configured to receive the millimeter wave signal emitted by the millimeter wave antenna on the trackside signal machine, and decode the received millimeter wave signal to restore it into corresponding control instruction information.

2. The system according to claim 1, characterized in that The trackside processing unit is configured with a data decoding module and a data processing module; The data decoding module is configured to receive original control data carrying control instruction information from the control center, and perform data decoding processing on the original control data to obtain a digital signal corresponding to the control instruction information; The data processing module is configured to convert a digital signal corresponding to the control instruction information into a millimeter wave signal matching the control instruction information.

3. The system according to claim 2, characterized in that The original control data is a carrier circuit signal that uses power lines as a transmission medium and transmits control instruction information on a high-frequency carrier signal through modulation technology; The data decoding module is used to extract the original digital signal after demodulating the received original control data, and then convert it into a digital signal corresponding to the control instruction information that can be recognized by the data processing module.

4. The system according to claim 2, characterized in that The original control data is a wireless signal encapsulated in a data packet conforming to the GSM-R communication protocol for transmission; The data decoding module is used to decode and decrypt the received original control data to obtain a digital signal corresponding to the control instruction information that can be recognized by the data processing module.

5. The system according to claim 2, characterized in that The data processing module includes a mixer, a filter, a frequency converter and a millimeter wave power amplifier.

6. The system according to claim 5, characterized in that The trackside processing unit also includes a signal acquisition module and a coding verification module, the signal acquisition module is connected to the millimeter wave power amplifier, the coding verification module is connected to the signal acquisition module, and the signal acquisition module is configured to re-acquire the millimeter wave signal output by the trackside processing unit and reversely convert the re-acquired millimeter wave signal into a digital signal; The coding verification module is connected to the mixer, and the coding verification module is configured to compare and verify the digital signal output by the mixer with the digital signal corresponding to the re-collected millimeter wave signal.

7. The system according to claim 5, characterized in that The trackside processing unit also includes a time synchronization module, which is connected to the mixer and is configured to add a timestamp to the digital signal corresponding to the control instruction information input to the mixer.

8. The system according to claim 1, characterized in that The track type carried in the control instruction information is used to determine whether the control instruction information is configured to be applied to an uplink track or a downlink track.

9. The system according to claim 2, characterized in that When the data decoding module makes a decoding error on the original control data and the number of decoding errors does not reach a preset number, the data decoding module is configured to re-decode the original control data until the number of decoding errors reaches a preset number or the decoding is correct.

10. The system according to claim 9, characterized in that When the data decoding module continuously makes decoding errors for the original control data and the number of decoding errors reaches a preset number, the data decoding module is configured to report the decoding errors of the original control data to the control center so that the control center can directly control the trackside signal to provide light color prompts.

11. The system according to claim 1, characterized in that A first detection unit is provided at a first position on the driving track on one side of the trackside signal, the first detection unit is used to detect whether there is a train traveling on the driving track and passing the first position, the first position is located on a first direction side of the trackside signal, and the first position is within a first preset distance range from the trackside signal in the driving direction along the driving track, and the first direction side is a side extending in the opposite direction of the driving direction of the driving track; The trackside signal is configured to, upon detecting that a train is traveling on the track and passing through the first position, begin transmitting a millimeter wave signal matching the control instruction information toward the track on one side of the trackside signal through a millimeter wave antenna on the trackside signal.

12. The system according to claim 1, characterized in that A second detection unit is provided at a second position on the driving track on one side of the trackside signal, and the second detection unit is used to detect a reference time of a train traveling on the driving track and passing the second position, and the reference time is used to indicate the time corresponding to the arrival of the train at the signal coverage area of ​​the millimeter wave antenna on the trackside signal; The trackside signal is configured to control the millimeter wave antenna on the trackside signal to transmit a millimeter wave signal matching the control instruction information toward the driving track on one side of the trackside signal based on the reference time.

13. The system according to claim 1, characterized in that When the trackside signal is a high-pole signal, the millimeter wave antenna on the trackside signal is installed in the middle position area between two adjacent signal lights on the trackside signal, and the millimeter wave antenna on the trackside signal is rotated toward the driving track on one side of the trackside signal, so that the distance between the signal coverage area of ​​the millimeter wave antenna on the trackside signal and the trackside signal meets the preset distance condition.

14. The system according to claim 1, characterized in that When the trackside signal is a short-column signal, the millimeter wave antenna on the trackside signal is installed in the lamp panel area of ​​the signal light on the trackside signal, and the signal light on the trackside signal is rotated obliquely upward at a preset angle to achieve that when facing the track on one side of the trackside signal, the distance between the signal coverage area of ​​the millimeter wave antenna on the trackside signal and the trackside signal meets the preset distance condition.

15. A method for implementing a railway millimeter wave communication signal system, characterized in that: The implementation method includes: Determine the millimeter wave signal corresponding to the control instruction information by a trackside processing unit; wherein the trackside processing unit is connected to a trackside signal, the trackside signal is provided with a millimeter wave antenna, and the trackside signal is arranged at a preset position on one side of the driving track; The trackside signal is configured to transmit a millimeter wave signal matching the control instruction information toward the driving track on one side of the trackside signal through a millimeter wave antenna on the trackside signal; The millimeter wave signal emitted by the millimeter wave antenna on the trackside signal is received by the on-board processing unit, and the received millimeter wave signal is decoded and restored into corresponding control instruction information. The on-board processing unit is configured in a train running on the driving track.

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