Railway millimeter wave communication signal machine system and implementation method

Abstract

Embodiments of the present application provide a railway millimeter wave communication signal 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 control instruction information; the trackside processing unit is connected with the trackside signal machine, the trackside signal machine is provided with a millimeter wave antenna, and the trackside signal machine is arranged at a preset position on one side of a running track; the trackside signal machine is configured to emit a millimeter wave signal matched with the control instruction information through the millimeter wave antenna on the trackside signal machine towards the running track on one side of the trackside signal machine; and the vehicle-mounted processing unit is configured to receive the millimeter wave signal emitted by the millimeter wave antenna on the trackside signal machine, and decode and restore the received millimeter wave signal into corresponding control instruction information. The present application scheme realizes transmission of more information through the signal machine, improves the intelligent level of the railway, and enhances the safety and efficiency of train operation.

Description

Technical Field

[0001] The embodiments of the present invention relate to the field of railway signaling technology, and in particular to a railway millimeter-wave communication signaling system and its implementation method. Background Technology

[0002] In the railway transportation sector, signals play a crucial role. Traditional railway signals primarily rely on color changes to convey train status, such as red for stop, green for go, and yellow for caution. However, this method transmits extremely limited information. In freight railways, within stations, sections without automatic locomotive signals, and in hump yard scenarios, relying solely on signal colors is insufficient to obtain critical train information, severely hindering operational efficiency. Simultaneously, rail transit vehicle-to-ground communication faces difficulties in securing wireless communication frequency bands and is subject to severe interference, affecting not only communication stability and reliability but also hindering the development of intelligent and efficient railway transportation. Summary of the Invention

[0003] This invention provides a railway millimeter-wave communication signal system and implementation method to enable the transmission of more information through the signal, thereby improving the level of railway intelligence and enhancing the safety and efficiency of train operation.

[0004] In a first aspect, embodiments of the present invention provide a railway millimeter-wave communication signal system, the system comprising: a trackside processing unit, a trackside signal, and an on-board processing unit; wherein:

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

[0006] The trackside processing unit is connected to the trackside signal, which is equipped with a millimeter-wave antenna. The trackside signal is located at a preset position on one side of the track. The trackside signal is configured to transmit a millimeter-wave signal matching the control command information toward the track on one side of the trackside signal via the millimeter-wave antenna on the trackside signal.

[0007] The on-board processing unit is configured in a train traveling on the track. The on-board processing unit is configured to receive millimeter-wave signals transmitted by millimeter-wave antennas on the trackside signal and decode the received millimeter-wave signals to restore them into corresponding control command information.

[0008] Secondly, embodiments of the present invention also provide a method for implementing a railway millimeter-wave communication signal system, the method comprising:

[0009] The millimeter-wave signal corresponding to the control command information is determined by the trackside processing unit; wherein, the trackside processing unit is connected to the trackside signal, the trackside signal is equipped with a millimeter-wave antenna, and the trackside signal is set at a preset position on one side of the train track;

[0010] The trackside signal is configured to transmit a millimeter-wave signal matching the control command information toward the track on one side of the trackside signal via a millimeter-wave antenna on the trackside signal.

[0011] The onboard processing unit receives millimeter-wave signals transmitted by millimeter-wave antennas on the trackside signal and decodes the received millimeter-wave signals to restore them into corresponding control command information. The onboard processing unit is configured in the train running on the track.

[0012] The technical solution of this invention 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 command, which is then directionally transmitted by the millimeter-wave antenna of the trackside signal. The onboard processing unit receives and decodes the signal, forming a complete information transmission link. The close cooperation of each link effectively reduces the information transmission error rate, ensuring the accuracy of the control commands received by the train and guaranteeing train operation safety. The trackside signal is carefully placed at a specific preset position on one side of the track. Its millimeter-wave antenna is precisely calibrated to transmit signals specifically towards the track, thereby achieving precise coverage of the target track. This millimeter-wave signal application method avoids the cumbersome wireless communication frequency band application process, eliminating the need for additional time and costs, and allowing the train to efficiently receive dedicated control commands during operation, significantly improving communication efficiency and quality. Furthermore, millimeter-wave communication technology has demonstrated remarkable advantages in railway applications. It can not only maintain stable and reliable information transmission in the complex and ever-changing electromagnetic environment of railways, but also achieve a major breakthrough in information transmission by integrating millimeter-wave communication systems into signal controllers, compared to the traditional signal controllers that rely solely on light color changes to convey limited instructions. This enables the signal controllers to carry and transmit a wider variety of information, greatly promoting the intelligentization of railway operations and injecting strong momentum into the efficient management and safety assurance of railway transportation.

[0013] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0014] The above and other features, advantages, and aspects of the various embodiments of the present invention will become more apparent from the accompanying drawings and the following detailed description. Throughout the drawings, the same or similar reference numerals denote 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 This is a schematic diagram of the structure of a railway millimeter-wave communication signal system provided in an embodiment of the present invention;

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

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

[0018] Figure 4 This is a schematic diagram of the structure of the tall-column signal and the short-column signal provided in the embodiments of the present invention;

[0019] Figure 5 This is a flowchart illustrating the implementation method of a railway millimeter-wave communication signal system provided in an embodiment of the present invention. Detailed Implementation

[0020] Embodiments of the present invention will now be described in more detail with reference to the accompanying drawings. While some embodiments of the invention are shown in the drawings, it should be understood that the invention can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of the invention. It should be understood that the accompanying drawings and embodiments are for illustrative purposes only and are not intended to limit the scope of protection of the 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. Furthermore, 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 "comprising" and its variations as used herein are open-ended inclusions, meaning "including but not limited to". The term "based on" means "at least partially based 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". Definitions of other terms will be given in the description below.

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

[0024] It should be noted that the terms "a" and "a plurality of" used in this invention are illustrative rather than restrictive. Those skilled in the art should understand that, unless otherwise expressly indicated in the context, they should be understood as "one or more".

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

[0026] Figure 1 This is a schematic diagram of a railway millimeter-wave communication signal system provided in an embodiment of the present invention. The present invention is applicable to the situation where trains running on the track communicate with each other through the signal. The railway millimeter-wave communication signal system can be implemented in the form of software and / or hardware, and is generally integrated into any electronic device with network communication function, such as a mobile terminal, PC, or server.

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

[0028] The trackside processing unit 110 is configured to determine the millimeter-wave signal corresponding to the control command 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 located at a preset position on one side of the track. The trackside signal 120 is configured to transmit millimeter-wave signals matching control command information to the track on one side of the trackside signal 120 via the millimeter-wave antenna on the trackside signal 120.

[0030] The on-board processing unit 130 is configured in a train running on the track. The on-board processing unit 130 is configured to receive millimeter-wave signals transmitted by millimeter-wave antennas on the trackside signal 120 and decode the received millimeter-wave signals to restore them into corresponding control command information.

[0031] See 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, converting the data, decoding and processing the received information, and converting it into a signal suitable for millimeter-wave transmission.

[0032] See Figure 2 The trackside signal 120 in this solution is an improvement on the traditional railway signal, integrating a millimeter-wave antenna into the signal structure. The main structure of the trackside signal 120 (such as the pole and lamp holder) 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 onboard processing unit 130 receives millimeter-wave signals transmitted by the trackside signal 120 and sends them to the decoder for decoding. The decoder, according to a pre-set communication protocol and encoding method, restores the received millimeter-wave signals to the original control command information. During decoding, the decoder performs rigorous verification and error correction on the millimeter-wave signals to ensure data accuracy. If errors or interference are detected in the millimeter-wave signals, the decoder attempts to repair them using error correction algorithms, such as redundant coding techniques, checksums, and other methods, to improve data reliability.

[0034] Optionally, the on-board processing unit 130 may be equipped with a receiver responsible for receiving millimeter-wave signals corresponding to the control command information transmitted by the trackside signal 120. The receiver employs a high-sensitivity antenna design, capable of effectively capturing weak millimeter-wave signals. To meet the communication needs of trains operating at high speeds, the receiver possesses strong anti-interference and signal tracking capabilities, accurately identifying and locking onto millimeter-wave signals from the trackside signal 120 in complex electromagnetic environments, ensuring stable information reception. Simultaneously, the receiver can automatically adjust its reception parameters according to changes in train speed and position to ensure optimal reception under various operating conditions.

[0035] See Figure 3When a train runs on the track, the millimeter-wave antenna of the trackside signal 120 is directed towards the track to concentrate the millimeter-wave signal along the train's path, maximizing coverage of the area the train is likely to pass through, thus forming a signal coverage area. This ensures the train remains within the effective signal coverage range during operation, guaranteeing the onboard processing unit 130 receives a stable and reliable signal. On straight sections of the railway, the millimeter-wave antenna of the trackside signal 120 is parallel to the track, allowing the millimeter-wave signal to propagate along the track, providing continuous communication for the train. At curves, by adjusting the angle of the millimeter-wave antenna in the trackside signal 120, the millimeter-wave signal can also cover the curve area, ensuring the train does not lose signal connection while traveling on curves.

[0036] As an optional but not limited implementation, the trackside processing unit 110 is equipped with a data decoding module and a data processing module. The data decoding module is configured to receive raw control data carrying control command information from the control center and perform data decoding processing on the raw control data to obtain the digital signal corresponding to the control command information. The data processing module is configured to convert the digital signal corresponding to the control command information into a millimeter wave signal that matches the control command 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 Figure 2 As the source of information, the control center collects and organizes various information related to train operation, including train operation plans, track equipment status, and meteorological disaster monitoring data. This information is preprocessed and then encoded using specific encoding methods. Different encoding strategies may be used for different types of information to improve encoding efficiency and the reliability of information transmission. For example, for train operation instructions with high real-time requirements, a simple and efficient encoding method is used to ensure that instructions can be transmitted quickly and accurately; for track condition information and disaster monitoring information containing large amounts of data, compression encoding technology is used to reduce data volume and improve transmission speed.

[0039] See Figure 2After receiving the raw control data carrying control command information from the control center, the trackside processing unit 110 first decodes and verifies the raw control data. Once the decoding and verification are successful, the data processing module in the trackside processing unit 110 converts the data into a signal format suitable for millimeter-wave transmission. 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 generate a new frequency signal within the millimeter-wave band. The frequency converter further adjusts the signal frequency to precisely match the operating frequency of millimeter-wave communication. The filter then filters the signal, removing noise and interference components to improve signal quality. Finally, the millimeter-wave signal, amplified by the power amplifier, is transmitted through the millimeter-wave antenna in the trackside signal 120 to send information to the train's onboard processing unit.

[0040] As an optional but not limited implementation, the raw control data uses power lines as the 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 raw control data, extract the raw 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 Figure 2 The control center can transmit commands via wired (carrier circuit) communication. Wired communication (such as carrier circuit) utilizes power lines to transmit both electrical energy and data signals simultaneously, offering stable transmission and strong anti-interference capabilities. It is suitable for transmitting control commands and critical information requiring high real-time performance and large data volumes. If the control center chooses wired communication (carrier circuit), the control command information is modulated onto the power line and transmitted along with electrical energy to the trackside processing unit 110. During modulation, advanced digital modulation techniques, such as Orthogonal Frequency Division Multiplexing (OFDM), are employed to mix the control command information with the carrier signal, improving signal anti-interference capabilities and transmission efficiency. For the original control data carrying control command information transmitted via the carrier circuit, the data processing module in the trackside processing unit accurately extracts the data signal from the original control data and restores it to the digital signal format corresponding to the control command information.

[0042] This solution employs a one-way communication method, where information is sent from the trackside signal to the train. This communication method is primarily designed based on the actual needs and characteristics of railway communication. During railway operation, stations or control centers need to promptly and accurately transmit various control commands, track information, and operating parameters to the train to ensure its safe operation. While the train is in operation, it mainly receives this information and performs corresponding operations accordingly; the need to feed back information to the trackside equipment is relatively low. The one-way communication method can meet the basic needs of railway communication while simplifying the system design and implementation.

[0043] Optionally, the control instruction information may include information such as speed limits, temporary stops, and track conditions. For example, the control instruction information may include train speed limits, temporary stop instructions, disaster monitoring information of the track ahead (such as early warning information for disasters such as earthquakes, landslides, and floods), and track fault information.

[0044] As an optional but not limited implementation, the raw control data is a wireless signal that is 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 raw control data to obtain digital signals corresponding to the control command information that can be recognized by the data processing module.

[0045] See Figure 2 The control center can communicate with the trackside processing unit 110 wirelessly (via a private GSM-R network). This wireless communication method offers greater flexibility, facilitating data transmission across different railway line environments, and is particularly suitable for highly mobile scenarios, such as information exchange between trains operating in different sections. If the control center selects the wireless communication method (via a private GSM-R network), control commands are encrypted and transmitted to the trackside processing unit 110 via a wireless channel. The encryption process employs high-strength encryption algorithms, such as AES, to ensure information security during transmission and prevent unauthorized theft or tampering. For encrypted information from the GSM-R network, the data processing module in the trackside processing unit uses the corresponding decryption algorithm and key to decode the information, converting it into a recognizable digital signal format corresponding to the control commands.

[0046] As an optional but not limited implementation, the trackside processing unit 110 also includes a signal retrieval module and an encoding verification module. The signal retrieval module is connected to the millimeter-wave power amplifier, and the encoding verification module is connected to the signal retrieval module. The signal retrieval module is configured to re-acquire the millimeter-wave signal output by the trackside processing unit and reverse-convert the re-acquired millimeter-wave signal into a digital signal. The encoding verification module is connected to the mixer and is configured to compare and verify the digital signal output by the mixer with the digital signal corresponding to the re-acquired millimeter-wave signal.

[0047] See Figure 2 For the millimeter-wave signal output from the millimeter-wave power amplifier, the trackside processing unit re-samples the processed millimeter-wave signal. The re-sampled millimeter-wave signal undergoes decoding and verification operations, and is compared with the digital signal output from the mixer to verify the signal's accuracy and integrity. During the verification process, not only is the signal output from the mixer checked to ensure the accuracy of the mixing operation, but the signal output from the millimeter-wave radar amplifier is also rigorously tested to ensure that no distortion or errors occur during amplification. Statistical analysis of the bit error rate allows for real-time assessment of the accuracy of the entire millimeter-wave communication system, enabling timely detection and location of potential communication faults. If the bit error rate exceeds the normal range, corresponding error correction mechanisms are automatically activated, such as retransmitting data or adjusting signal parameters, to ensure reliable information transmission. If the fault cannot be automatically repaired within a short time, the fault information is reported to the station or control center so that staff can take further measures, such as notifying maintenance personnel for on-site inspection or adjusting train operation plans.

[0048] As an optional but not limited implementation, the trackside processing unit 110 also includes a time synchronization module. The time synchronization module is connected to the mixer and is configured to add a timestamp to the digital signal corresponding to the control command information input to the mixer.

[0049] See Figure 2 In railway millimeter-wave communication signal systems, the time synchronization module of the trackside processing unit 110 plays a crucial role. When control command information is transmitted to the trackside processing unit 110 in digital signal form, the time synchronization module intervenes before it enters the mixer for further processing. Based on its own precise clock source, the time synchronization module adds a timestamp to the digital signal about to enter the mixer. This timestamp accurately records the signal's time information at the current moment; its format and precision are strictly defined to ensure accurate reflection of the signal's temporal sequence. For example, the timestamp may use an international standard time format, accurate to the millisecond or even microsecond level, so that the signal's generation time and processing sequence can be accurately traced during subsequent signal processing and transmission.

[0050] By adding timestamps, in subsequent complex signal processing and transmission links, whether it's transmission between different modules within the trackside equipment or ultimately to the onboard equipment on the train, the receiving end can clearly determine the sequence and generation time of the signals based on the timestamps. This is particularly crucial for situations involving the simultaneous or rapid continuous transmission of multiple sets of control command information, preventing erroneous operations caused by signal transmission delays or disordered processing sequences, ensuring that the train receives and executes control commands in the correct time sequence, and guaranteeing the safety and efficiency of railway operations. For the onboard processing unit on the train, after receiving the timestamped millimeter-wave signal, it can calculate the communication delay from signal transmission from the trackside signal to train reception based on the timestamp. Combined with the train's own operating parameters (such as speed, position, braking distance, etc.), the onboard equipment can more accurately adjust the train's operating status, achieving close coordination with the trackside equipment.

[0051] Optionally, the control command information carries the track type to determine whether the control command information is configured to be applied to the up track or the down track.

[0052] When a station or control center generates control command information, it embeds the track type (upbound or downbound track) identifier. For example, during the encoding process, a specific field is reserved to represent track affiliation information. This allows the trackside processing unit, upon receiving the control command information, to accurately determine whether the command is for a train on the upbound or downbound track based on the track type identifier. For the trackside signal controller, it precisely transmits the signal to the corresponding track direction via a millimeter-wave antenna based on the track type in the control command information. If it's a control command for the upbound track, the signal will be transmitted towards the upbound track; conversely, it will be transmitted towards the downbound track. At the train end, after the onboard processing unit receives the millimeter-wave signal and decodes the control command information, it can also confirm whether the command applies to the train's track using the track type identifier. If there is a mismatch, the train will not execute the command, thus avoiding erroneous operations.

[0053] As an optional but not limited implementation, if the data decoding module encounters a decoding error in the original control data and the number of decoding errors has not reached the preset number, the data decoding module is configured to re-decode the original control data until the number of decoding errors reaches the preset number or the decoding is error-free.

[0054] In the data processing flow of a railway millimeter-wave communication signal system, the data decoding module plays a crucial role. Upon receiving raw control data, it processes it according to predetermined decoding rules and algorithms. If a decoding error occurs during this process, and the number of errors has not yet reached the preset limit, the data decoding module will not easily give up but will automatically restart the decoding process. For example, suppose the preset number of decoding errors is 5. When an error occurs in the first decoding attempt, the data decoding module will immediately attempt a second decoding of the raw control data, re-analyzing the data's encoding structure and characteristics, and adjusting any potentially inaccurate decoding parameters. If the second decoding also fails, a third and fourth decoding attempt will continue, repeating a similar analysis and adjustment process each time, until the number of decoding errors reaches 5 or successful decoding is achieved.

[0055] By performing multiple decoding attempts, the probability of correctly reconstructing 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 can overcome these problems, ensuring that the final control data provided to the system is accurate and reliable. This guarantees the accuracy of control commands received by the train, maintaining the safety and stability of railway operations. It also tolerates anomalies during data transmission to a certain extent. In complex railway electromagnetic environments or under occasional data fluctuations, data may exhibit slight distortion or errors, but this multiple decoding mechanism can effectively address these issues, preventing system interruptions or erroneous commands from being issued due to minor data errors. This enhances the system's adaptability and reliability in adverse environments.

[0056] As an optional but not limited implementation, if the data decoding module continuously encounters decoding errors in 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 of railway millimeter-wave communication signal systems, the data decoding module plays a crucial role in ensuring accurate data conversion. When decoding raw control data, it continuously monitors the number of decoding errors. Once consecutive decoding errors are detected and the cumulative number reaches a preset value (e.g., 5 times), the data decoding module activates a specific error reporting mechanism. At this point, the decoding error information of the raw control data is rapidly reported to the control center via a predetermined communication link. Upon receiving the error report, the control center will directly issue instructions to the trackside signal according to a preset procedure, causing it to change its light color as a warning. For example, it might change a normally displayed green light to a yellow or red light to indicate to the train driver and relevant personnel that a data decoding anomaly has occurred in the system, requiring attention and appropriate measures.

[0058] By changing the color of trackside signal lights, system fault information can be directly and immediately communicated to train operators. In the railway operating environment, train drivers have a high sensitivity to signal light colors and adhere to strict operating procedures. The appearance of abnormal light colors prompts drivers to immediately take cautious driving actions, such as slowing down or preparing to stop, effectively preventing train operation safety accidents that may be caused by system data problems, and providing direct and crucial protection for railway operation safety. This method allows the control center to quickly display the abnormal system status in a visual form at the railway operation site, eliminating the need for complex text or voice notification processes and greatly shortening information transmission time. On-site personnel can quickly detect and respond, promptly organizing the investigation and repair of data decoding faults, reducing railway transport delays caused by faults, and maintaining the efficiency and orderliness of railway operations. The light color prompts not only warn train operations but also provide important clues for subsequent fault investigation. Once maintenance personnel arrive at the scene, they can quickly pinpoint the problem to the data decoding module based on the abnormal light colors of the signal lights, narrowing down the scope of troubleshooting. They can then focus their efforts on inspecting and repairing the data decoding-related equipment, software, and communication links, thereby improving fault repair efficiency and reducing the long-term impact of system failures on railway operations.

[0059] Through rigorous error counting and timely reporting by the data decoding module, and the coordinated response between the control center and trackside signals, the system ensures that anomalies in the data processing stage can be detected and handled promptly. This improves the reliability and stability of the entire railway communication signal system and reduces the risk of serious system failures caused by accumulated data errors. From error reporting by the data decoding module to the issuance of instructions from the control center and the color changes of the trackside signals, each link works closely together, enabling the system to smoothly enter emergency mode when problems occur. This ensures a safe transition and orderly response for railway transportation during outages, reducing chaos and uncertainty caused by sudden failures.

[0060] As an optional but not limited implementation, a first detection unit is provided at a first position on the track on one side of the trackside signal 120. The first detection unit is used to detect whether a train is traveling on the track and passing the first position. The first position is located on the first direction side of the trackside signal 120, and the distance between the first position and the trackside signal 120 along the travel direction of the track is within a first preset distance range. The first direction side is the opposite extension side of the travel direction of the track.

[0061] The trackside signal 120 is configured to, upon detecting that a train is traveling on the track and has passed through a first position, begin transmitting a millimeter-wave signal matching control command information toward the track on one side of the trackside signal 120 via a millimeter-wave antenna on the trackside signal 120.

[0062] In the railway operating environment, a first detection unit is pre-installed at a first position on the track alongside the trackside signal 120. This first detection unit can use infrared detection, electromagnetic induction, or other methods to continuously monitor the track conditions at the first position, aiming to accurately determine whether a train is running on the track and has passed this first position. The first position is located on the first direction side of the trackside signal 120, which is the opposite extension of the track's travel direction, and maintains a specific distance from the trackside signal 120 along the travel direction of the track. This distance is within a first preset distance range. The first preset distance range is pre-calculated and determined based on actual railway operating experience, ensuring that trains can be detected promptly when approaching the trackside signal 120, while also allowing 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 immediately sends a trigger signal to the trackside signal 120. Upon receiving the trigger signal, the trackside signal 120 quickly activates its millimeter-wave antenna and, according to a pre-set program and parameters, transmits a millimeter-wave signal matching the control command information toward the track to one side. This control command information covers key information such as speed limits, track conditions, and temporary stops, and is an important basis for ensuring the safe and orderly operation of trains.

[0064] By activating millimeter-wave signal transmission only when a train approaches and passes a specific location, unnecessary energy consumption from continuous signal transmission is avoided. Simultaneously, reducing signal transmission during periods without train approach minimizes interference with the surrounding electromagnetic environment, contributing to the stability of the electromagnetic environment along the railway line and improving the operational reliability of other railway equipment. Furthermore, ensuring precise transmission of millimeter-wave signals at the moments when trains most need information allows for timely acquisition of control commands closely related to their current operational status. This targeted signal transmission method enhances the effectiveness of signal transmission, reduces the risk of train operational errors due to premature or delayed signal transmission, and improves the safety and accuracy of railway operations. Moreover, the dynamic triggering mechanism based on train position allows for more rational allocation and utilization of railway communication resources. It avoids consuming excessive communication bandwidth and equipment resources for continuous signal transmission, concentrating limited resources on ensuring information transmission needs during actual train operation, thus improving the overall efficiency and performance of the railway communication system.

[0065] As an optional but not limited implementation, a second detection unit is set at the second position on the track on one side of the trackside signal 120. The second detection unit is used to detect the reference time of the train traveling on the track and passing the second position. The reference time is used to indicate the time corresponding to 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 control command information matching millimeter-wave signals toward the track on one side of the trackside signal based on a reference time.

[0067] In railway systems, a second detection unit can be pre-installed at the second position on the track alongside the trackside signal 120. This second detection unit employs technologies such as high-precision timers combined with track sensors to monitor train operation as it passes the second position, focusing 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 initiates a timing and data acquisition program. Specifically, it comprehensively considers factors such as the train's current speed, the stability of its direction of travel, and the track's gradient and curvature, using a series of complex algorithms to calculate the approximate time for the train to reach the millimeter-wave antenna signal coverage area. These considerations are based on railway dynamics and kinematics principles, ensuring the accuracy and reliability of the reference time calculation.

[0068] After receiving the reference time from the second detection unit, the trackside signal 120 precisely adjusts the transmission action of its millimeter-wave antenna based on this time. When approaching the signal coverage area expected to be reached by the train, the trackside signal 120 activates the millimeter-wave antenna and transmits millimeter-wave signals matching the control command information to the track according to a predetermined communication protocol and signal modulation method. These control command information includes critical information such as speed limits, road conditions ahead, and switch status, which are essential for the safe operation of the train.

[0069] By precisely calculating and utilizing reference time, trackside signals can transmit signals precisely when a train enters the coverage area of ​​the millimeter-wave antenna, ensuring that the train receives control commands at the most appropriate moment. This avoids signal attenuation or interference that may affect reception due to premature signal transmission, as well as the inability of the train to respond in time due to late signal transmission, greatly improving the timeliness and reliability of signal transmission and ensuring train operation safety. Furthermore, dynamically adjusting signal transmission time based on train position and speed optimizes the utilization of railway communication resources. It avoids unnecessary signal transmission, reduces communication frequency band occupation and energy consumption, and reduces the burden on train receiving equipment to process irrelevant signals, allowing the train to focus on processing effective signals closely related to current operations, thus improving the efficiency and performance of the entire railway communication system. Moreover, this mechanism of dynamically controlling signal transmission based on the actual operating status of the train enables the railway communication system to better adapt to complex and changing railway transportation scenarios such as different train speeds, intervals, and track conditions. Whether the train is traveling at high speed or on complex curves and gradients, it can ensure timely and accurate receipt of control commands, enhancing the railway system's adaptability to different operating conditions and improving the stability and reliability of railway operations.

[0070] As an optional but not limited implementation, see [link to relevant documentation]. Figure 4 When the trackside signal 120 is a high-pole type 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 120, and the millimeter-wave antenna on the trackside signal 120 is rotated to face the 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 railway millimeter-wave communication signal systems, when the trackside signal 120 adopts a high-pole design, the millimeter-wave antenna is installed in the middle position between two adjacent signal lights. This is mainly due to the structural characteristics of the high-pole signal and the requirement for uniform signal propagation. This position is relatively stable, providing sufficient installation space and mechanical support, while avoiding potential light interference from being too close to the light body or signal obstruction due to improper positioning. After installation, the millimeter-wave antenna is rotated and adjusted to face the 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 transmitted millimeter-wave signal can form a coverage area that meets the requirements on the track.

[0072] Optionally, see Figure 4For high-pillar signal lights, the millimeter-wave antenna is positioned appropriately between the second and third signals of the trackside signal light 120. By adjusting the angle of the millimeter-wave antenna, it is ensured that the antenna is optimally oriented towards the track, guaranteeing effective signal coverage of the track area where trains operate. The height advantage of high-pillar signal lights provides a certain guarantee for signal transmission distance, better adapting to the layout of railway lines and the needs of train operation.

[0073] The distance between the signal coverage area and the trackside signal must meet preset distance conditions, determined based on railway communication reliability and safety standards. These preset distance conditions are derived from extensive field testing and theoretical calculations, taking into account factors such as the propagation characteristics of millimeter-wave signals, the train's receiving sensitivity, and interference from the surrounding environment. If the distance is too close, the signal may be affected by reflections or scattering from the trackside signal's own structure during propagation, thus reducing signal quality; if the distance is too far, the signal strength may attenuate excessively, affecting the train's reliable reception.

[0074] By installing millimeter-wave antennas in a suitable intermediate position and rotating them towards the track, a more uniform and stable signal coverage area can be ensured on the railway track. Compared to haphazard installation or inaccurate orientation, this method reduces signal blind spots and weak areas, improves the success rate and stability of signal reception at different positions on the track, and ensures that trains can obtain control command information in a timely and accurate manner, thereby enhancing railway operation safety. By meeting preset distance conditions, problems such as signal reflection, scattering, and excessive attenuation caused by improper distance are effectively avoided. This helps maintain signal strength and quality, reduces interference from external factors, allows the receiving equipment on the train to receive millimeter-wave signals more clearly, reduces the bit error rate during signal transmission, and further improves the reliability of railway communication. Furthermore, this standardized installation and configuration method for high-pole signal millimeter-wave antennas makes the entire railway communication signal system more compatible with different railway lines and environments. Regardless of terrain, climate, and railway facility layout conditions, stable signal transmission can be achieved according to a unified standard, 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 railway communication systems.

[0075] As an optional but not limited implementation, see [link to relevant documentation]. Figure 4When the trackside signal 120 is a low-profile 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 obliquely upward at a preset angle so that when the track is facing the track on the side of the trackside signal 120, 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.

[0076] Optionally, see Figure 4 The millimeter-wave antenna of the low-profile signal is positioned at the center of the light panel of the trackside signal 120. Due to the relatively low height of the low-profile signal, placing the antenna at the center of the light panel utilizes the structural characteristics of the light panel to some extent, optimizing signal coverage by adjusting the elevation angle. Although the coverage area of ​​the low-profile signal may be relatively small, it can meet the communication needs of trains operating at low speeds in specific areas such as stations. Because of the relatively low structural height of the low-profile signal, installing the millimeter-wave antenna in the light panel area is a reasonable way to utilize space and effectively ensure signal transmission functionality. The light panel area typically possesses a certain degree of stability and installability, providing a suitable fixed position for the antenna and facilitating connection with the internal circuitry and processing units of the signal.

[0077] To ensure that the distance between the millimeter-wave antenna's signal coverage area on the track and the trackside signal 120 meets the preset distance requirements, a measure of rotating the signal light at a preset upward angle is adopted. This is because the height of the low-profile signal itself limits the direct coverage range of the antenna; by adjusting the angle of the signal light, the antenna's transmission direction is indirectly changed. Determining this preset angle requires comprehensive consideration of factors such as the height of the low-profile signal, the propagation characteristics of the millimeter-wave signal, and the relationship between the track's position and height. For example, using geometric optics principles and signal propagation models, the angle value that enables the signal to achieve the ideal coverage distance on the track is accurately calculated to ensure that the signal effectively covers the track area during propagation while avoiding signal interference or attenuation problems caused by excessively close or distant distances.

[0078] In the limited space of low-pole signal lights, installing the millimeter-wave antenna in the light panel area achieves efficient space utilization while ensuring uninterrupted signal transmission. This design avoids situations where space constraints prevent proper antenna installation or affect signal transmission performance, guaranteeing the normal operation of low-pole signal lights in the railway communication system and maintaining the integrity of signal coverage along the railway line. By rotating the signal light to a preset angle, precise control of the millimeter-wave antenna signal coverage distance is achieved, ensuring it meets preset distance conditions. This allows the signal to form a stable and effective coverage area on the track, within which trains can reliably receive control commands from the signal light. Compared to the case without angle adjustment, this effectively reduces blind spots and unstable areas in signal coverage, improves the reliability and accuracy of railway communication, and ensures train operation safety. Furthermore, this special design for low-pole signal lights allows the railway communication system to better adapt to different types of signal light installation environments. Whether high-pole or low-pole, signal lights can achieve stable signal transmission according to their respective design requirements, improving the adaptability and stability of the entire railway communication system under different terrain and track conditions, and facilitating unified management and efficient operation of the railway communication system.

[0079] The technical solution of this invention 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 command, which is then directionally transmitted by the millimeter-wave antenna of the trackside signal. The onboard processing unit receives and decodes the signal, forming a complete information transmission link. The close cooperation of each link effectively reduces the information transmission error rate, ensuring the accuracy of the control commands received by the train and guaranteeing train operation safety. The trackside signal is carefully placed at a specific preset position on one side of the track. Its millimeter-wave antenna is precisely calibrated to transmit signals specifically towards the track, thereby achieving precise coverage of the target track. This millimeter-wave signal application method avoids the cumbersome wireless communication frequency band application process, eliminating the need for additional time and costs, and allowing the train to efficiently receive dedicated control commands during operation, significantly improving communication efficiency and quality. Furthermore, millimeter-wave communication technology has demonstrated remarkable advantages in railway applications. It can not only maintain stable and reliable information transmission in the complex and ever-changing electromagnetic environment of railways, but also achieve a major breakthrough in information transmission by integrating millimeter-wave communication systems into signal controllers, compared to the traditional signal controllers that rely solely on light color changes to convey limited instructions. This enables the signal controllers to carry and transmit a wider variety of information, greatly promoting the intelligentization of railway operations and injecting strong momentum into the efficient management and safety assurance of railway transportation.

[0080] Figure 5This is a flowchart illustrating the 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 trains running on the track communicate through signals. The implementation method of the railway millimeter-wave communication signal system can be applied to the 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, such as a mobile terminal, PC, or server.

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

[0082] S510. The millimeter-wave signal corresponding to the control command information is determined by the trackside processing unit; wherein the trackside processing unit is connected to the trackside signal, the trackside signal is equipped with a millimeter-wave antenna, and the trackside signal is set at a preset position on one side of the train track.

[0083] S520, The trackside signal is configured to transmit a millimeter-wave signal matching the control command information toward the track on one side of the trackside signal via a millimeter-wave antenna on the trackside signal.

[0084] S530. The on-board processing unit receives the millimeter-wave signal transmitted by the millimeter-wave antenna on the trackside signal and decodes the received millimeter-wave signal to restore it into the corresponding control command information. The on-board processing unit is configured in the train running on the track.

[0085] Based on the above embodiments, optionally, the millimeter-wave signal corresponding to the control command information is determined by the trackside processing unit, including:

[0086] The data decoding module configured in the trackside processing unit receives raw control data carrying control command information from the control center and performs data decoding processing on the raw control data to obtain the digital signal corresponding to the control command information.

[0087] The data processing module configured in the trackside processing unit converts the digital signal corresponding to the control command information into a millimeter-wave signal that matches the control command information.

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

[0089] The data decoding module is used to demodulate the received raw control data, 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.

[0090] Optionally, based on the above embodiments, the original control data is a wireless signal that is 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 raw control data to obtain digital signals corresponding to control command information that can be recognized by the data processing module.

[0092] Based on the above embodiments, the data processing module may optionally include a mixer, a filter, a frequency converter, and a millimeter-wave power amplifier.

[0093] Optionally, based on the above embodiments, the trackside processing unit further includes a signal acquisition module and an encoding verification module. The signal acquisition module is connected to the millimeter-wave power amplifier, the encoding verification module is connected to the signal acquisition module, and the encoding verification module is connected to the mixer. The method further includes:

[0094] The signal acquisition module reacquires the millimeter-wave signal output by the trackside processing unit and reverse-converts the reacquired millimeter-wave signal into a digital signal.

[0095] The encoding verification module compares and verifies the digital signal output by the mixer with the digital signal corresponding to the re-acquired millimeter-wave signal.

[0096] Optionally, based on the above embodiments, the trackside processing unit further includes a time synchronization module, which is connected to the mixer and configured to add a timestamp to the digital signal corresponding to the control command information input to the mixer.

[0097] Based on the above embodiments, optionally, the control command information carries a track type to determine whether the control command information is configured to be applied to the up track or the down track.

[0098] Optionally, based on the above embodiments, if the data decoding module encounters a decoding error in the original control data and the number of decoding errors has not reached the preset number, the data decoding module re-decodes the original control data until the number of decoding errors reaches the preset number or the decoding is error-free.

[0099] Optionally, based on the above embodiments, if the data decoding module continuously encounters decoding errors in the original control data and the number of decoding errors reaches a preset number, the data decoding module reports the decoding errors of the original control data to the control center, so that the control center directly controls the trackside signal to provide light color prompts.

[0100] Optionally, based on the above embodiments, a first detection unit is provided at a first position on the track on one side of the trackside signal. The first detection unit is used to detect whether a train is traveling on the track and passing the first position. The first position is located on the first direction side of the trackside signal, and the distance between the first position and the trackside signal along the travel direction of the track is within a first preset distance range. The first direction side is the opposite extension side of the travel direction of the track.

[0101] When a train is detected traveling on the track and passing the first position, the millimeter-wave antenna on the trackside signal begins to transmit a millimeter-wave signal matching the control command information toward the track on one side of the trackside signal.

[0102] Based on the above embodiments, optionally, a second detection unit is provided at a second position on the track on one side of the trackside signal. The second detection unit is used to detect the reference time of a train traveling on the track and passing the second position. The reference time is used to indicate the time corresponding to 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 command information toward the track on one side of the trackside signal.

[0104] Based on the above embodiments, optionally, when the trackside signal is a high-pole type 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 to face the 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 a preset distance condition.

[0105] Based on the above embodiments, optionally, when the trackside signal is a low-profile 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, so that when the track is 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 a preset distance condition.

[0106] The implementation method of the railway millimeter-wave communication signal system provided in the embodiments 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 division, as long as the corresponding functions can be realized; in addition, the specific names of each functional unit are only for easy differentiation and are not used to limit the protection scope of the embodiments of the present invention.

[0108] The above description is merely a preferred embodiment of the present invention and an explanation of the technical principles employed. Those skilled in the art should understand that the scope of disclosure in this invention is not limited to technical solutions formed by specific combinations of the above-described technical features, but should also cover other technical solutions formed by arbitrary combinations of the above-described technical features or their equivalents without departing from the above-described concept. For example, technical solutions formed by substituting the above features with (but not limited to) technical features with similar functions disclosed in this invention.

[0109] Furthermore, while the operations are described in a specific order, this should not be construed as requiring these operations to be performed in the specific order shown or in sequential order. In certain circumstances, multitasking and parallel processing may be advantageous. Similarly, while several specific implementation details are included in the above discussion, these should not be construed as limiting the scope of the invention. Certain features described in the context of individual embodiments may also be implemented in combination in a single embodiment. Conversely, various features described in the context of a single embodiment may also be implemented individually or in any suitable sub-combination in multiple embodiments.

[0110] Although the subject matter has been described using language specific to structural features and / or methodological logic, 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. Rather, the specific features and actions described above are merely illustrative examples of implementing the claims.

Claims

1. A railway millimeter-wave communication signal system, characterized in that, The system includes: a trackside processing unit, a trackside signal, and an on-board processing unit; wherein: The trackside processing unit is configured to determine the millimeter-wave signal corresponding to the control command information; The trackside processing unit is connected to the trackside signal, which is equipped with a millimeter-wave antenna. The trackside signal is located at a preset position on one side of the train track and is configured to transmit a millimeter-wave signal matching the control command information towards the train track on one side of the trackside signal via the millimeter-wave antenna. The trackside signal is an improvement on a traditional railway signal. The on-board processing unit is configured in a train traveling on the track. The on-board processing unit is configured to receive millimeter-wave signals transmitted by millimeter-wave antennas on the trackside signal and decode the received millimeter-wave signals to restore them into corresponding control command information. The trackside processing unit is equipped with a data decoding module and a data processing module. The data decoding module is configured to receive raw control data carrying control command information from the control center, and perform data decoding processing on the raw control data to obtain the digital signal corresponding to the control command information; wherein, the control center adopts different encoding strategies for different types of information; The data processing module is configured to convert the digital signal corresponding to the control command information into a millimeter wave signal that matches the control command information; The original control data is a carrier circuit signal that uses power lines as the transmission medium and transmits control command information on a high-frequency carrier signal through modulation technology. The data decoding module is used to demodulate the received raw control data, 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; or The original control data is a wireless signal that is encapsulated in a data packet conforming to the GSM-R communication protocol and transmitted in that packet. The data decoding module is used to decode and decrypt the received raw control data to obtain digital signals corresponding to control command information that can be recognized by the data processing module.

2. The system according to claim 1, characterized in that, The data processing module includes a mixer, a filter, a frequency converter, and a millimeter-wave power amplifier.

3. The system according to claim 2, characterized in that, The trackside processing unit also includes a signal acquisition module and an encoding verification module. The signal acquisition module is connected to the millimeter-wave power amplifier, and the encoding verification module is connected to the signal acquisition module. The signal acquisition module is configured to reacquire the millimeter-wave signal output by the trackside processing unit and reverse convert the reacquired millimeter-wave signal into a digital signal. The encoding verification module is connected to the mixer, and the encoding verification module is configured to compare and verify the digital signal output by the mixer with the digital signal corresponding to the re-acquired millimeter wave signal.

4. The system according to claim 2, characterized in that, The trackside processing unit 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 command information input to the mixer.

5. The system according to claim 1, characterized in that, The control command information carries the track type to determine whether the control command information is configured to be applied to the up track or the down track.

6. The system according to claim 1, characterized in that, If the data decoding module encounters a decoding error in the original control data and the number of decoding errors has not reached the preset number, the data decoding module is configured to re-decode the original control data until the number of decoding errors reaches the preset number or the decoding is error-free.

7. The system according to claim 6, characterized in that, When the data decoding module continuously encounters decoding errors in 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.

8. The system according to claim 1, characterized in that, A first detection unit is provided at a first position on the track on one side of the trackside signal. The first detection unit is used to detect whether a train is traveling on the track and passing the first position. The first position is located on the first direction side of the trackside signal, and the distance between the first position and the trackside signal along the travel direction of the track is within a first preset distance range. The first direction side is the opposite extension side of the travel direction of the track. The trackside signal is configured to, upon detecting that a train is traveling on the track and has passed the first position, begin transmitting a millimeter-wave signal matching the control command information toward the track on one side of the trackside signal via a millimeter-wave antenna on the trackside signal.

9. The system according to claim 1, characterized in that, A second detection unit is installed at a second position on the track on one side of the trackside signal. The second detection unit is used to detect the reference time of a train traveling on the track and passing the second position. The reference time is used to indicate the time corresponding to 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 command information toward the track on one side of the trackside signal, based on a reference time.

10. The system according to claim 1, characterized in that, When the trackside signal is a high-pole type 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 to face the 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.

11. The system according to claim 1, characterized in that, When the trackside signal is a low-profile 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 so that when the track is 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.

12. A method for implementing a railway millimeter-wave communication signal system, characterized in that, The implementation method includes: The millimeter-wave signal corresponding to the control command information is determined by the trackside processing unit; wherein, the trackside processing unit is connected to the trackside signal, the trackside signal is equipped with a millimeter-wave antenna, and the trackside signal is set at a preset position on one side of the train track; The trackside signal is configured to transmit a millimeter-wave signal matching the control command information toward the track on one side of the trackside signal via a millimeter-wave antenna on the trackside signal; wherein the trackside signal is an improvement based on a traditional railway signal. The onboard processing unit receives millimeter-wave signals transmitted by millimeter-wave antennas on the trackside signal and decodes the received millimeter-wave signals to restore them into corresponding control command information. The onboard processing unit is configured in the train running on the track. The step of determining the millimeter-wave signal corresponding to the control command information through the trackside processing unit includes: The data decoding module configured in the trackside processing unit receives raw control data carrying control command information from the control center and performs data decoding processing on the raw control data to obtain the digital signal corresponding to the control command information; wherein, the control center adopts different encoding strategies for different types of information; The data processing module configured in the trackside processing unit converts the digital signal corresponding to the control command information into a millimeter-wave signal that matches the control command information. The original control data is a carrier circuit signal that uses power lines as the transmission medium and transmits control command information on a high-frequency carrier signal through modulation technology. The data decoding module is used to demodulate the received raw control data, 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; or The original control data is a wireless signal that is encapsulated in a data packet conforming to the GSM-R communication protocol and transmitted in that packet. The data decoding module is used to decode and decrypt the received raw control data to obtain digital signals corresponding to control command information that can be recognized by the data processing module.

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