Macro station energy-saving system and method based on vehicle-mounted base station

Abstract

The invention provides a macro-station energy-saving system and method based on a vehicle-mounted base station, and aims to solve the problem of high operation and maintenance cost of a high-speed rail, and the system comprises a conformal phased-array antenna which is attached to the exterior of a carriage, receives a high-frequency downlink signal transmitted by the base station, and transmits a low-frequency uplink signal to the base station; the total radio frequency processing unit receives a downlink signal sent by the antenna side, decodes the downlink signal, sends the decoded downlink signal to the total baseband processing unit, receives an upload signal, processes the upload signal and sends the processed upload signal to the antenna side; the total baseband processing unit receives the downlink signal, calculates the downlink signal, transmits the calculated downlink signal to the vehicle-mounted BBU, receives an uplink baseband and a control signal transmitted by the vehicle-mounted BBU, forms an upload signal, and transmits the upload signal to the total radio frequency processing unit; the vehicle-mounted BBU is used for receiving and processing the downlink signal, sending the downlink signal to the vehicle-mounted RRU, receiving an uplink signal sent by the vehicle-mounted RRU, and forming an uplink baseband and a control signal; the vehicle-mounted RRU is used for realizing near-end coverage of radio frequency signals; and an indoor distribution system realizes carriage signal coverage. The operation and maintenance cost is reduced.

Description

Technical Field

[0001] The present disclosure relates to the field of communication technology, and in particular to a macro station energy-saving system based on a vehicle-mounted base station, and a macro station energy-saving method based on a vehicle-mounted base station. Background Art

[0002] Traditional coverage in high-speed rail scenarios uses a macro base station + tunnel distributed antenna method. The connection between the high-speed rail base station and the passenger terminal is point-to-multipoint. In order to achieve normal voice and data communication for passengers during high-speed movement, countless base stations are required for seamless coverage, and a large amount of operation and maintenance costs are invested to support mobile services. At present, there are not only problems of high cost and high energy consumption of dense station deployment, but also due to factors such as frequent switching of service station sites during high-speed movement and different terminal environments, a large amount of manpower and material resources are still needed for continuous optimization.

[0003] The existing technology installs a high-speed rail WiFi system on the unit. The system consists of a central server, a single vehicle server and an AP (Access Point). It uses multiple SIM cards (Subscriber Identification Module, User Identity) of each operator to

[0004] The signal source switching service is realized by load balancing, bandwidth aggregation and other technologies based on the resources of the identification card, but it is unable to cope with the instability of the signal source and the high traffic demand of passengers. In addition, there are the following disadvantages: high-speed rail as a scenario does not have a directly embedded site planning solution. Traditional high-speed rail communications rely on densely distributed stations along the line, with high operation and maintenance costs; the metal shielding effect of the carriage causes serious signal attenuation in the car (typical value>20dB); macro stations need high-power transmission to compensate for the body penetration loss (RRU (Radio Remote Unit) single station power consumption>3kW); improving QoS (Quality of Service, service

[0005] Service quality) basically depends on ground network optimization.

[0006] Therefore, a new solution is urgently needed to meet the mobile communication needs in high-speed railway scenarios. Summary of the invention

[0007] In order to at least solve the problem of high operation and maintenance costs of existing high-speed rail communications and serious signal attenuation in the car due to the metal shielding effect of the car, the present invention provides a macro station energy-saving system based on a vehicle-mounted base station and a macro station energy-saving method based on a vehicle-mounted base station; it can reduce the energy consumption of high-speed rail coverage, improve the user rate in the car, and reduce the operation and maintenance costs.

[0008] In a first aspect, the present disclosure provides a macro base station energy saving system based on a vehicle-mounted base station, the system comprising:

[0009] A conformal phased array antenna, attached to the outside of the carriage, is connected to the total radio frequency processing unit through a radio frequency microcable, and is used to receive high-frequency downlink signals sent by the base station and send low-frequency uplink signals to the base station;

[0010] The total radio frequency processing unit is used to process radio frequency signals and serve as a transmission channel, receive the downlink signals sent from the conformal phased array antenna side, decode them to obtain downlink baseband signals and control signals and send them to the total baseband processing unit, and receive the upload signals sent by the total baseband processing unit, process them to obtain low-frequency uplink signals and send them to the conformal phased array antenna;

[0011] The total baseband processing unit is used to receive the downlink baseband signals and control signals transmitted from the total radio frequency processing unit, and after calculation and processing, transmit the downlink baseband signals and control signals to the in-vehicle BBU (Quality of Service, baseband processing unit), and

[0012] receive the uplink baseband signals and control signals transmitted from the in-vehicle BBU, form upload signals after calculation, and send them to the total radio frequency processing unit;

[0013] The in-vehicle BBU is deployed inside the train, responsible for receiving and processing the downlink baseband signals and control signals sent by the total baseband processing unit, and sending them to the in-vehicle RRU, and receiving the uplink signals sent by the in-vehicle RRU and processing them to form uplink baseband signals and control signals and send them to the total baseband processing unit;

[0014] The in-vehicle RRU is connected to the in-vehicle BBU through an optical fiber and is used to achieve proximal coverage of radio frequency signals;

[0015] The indoor distribution system is connected to the in-vehicle RRU and is used to achieve signal coverage in the carriage.

[0016] Further, the system further includes an Internet service register;

[0017] The Internet service register is mounted under the total baseband processing unit and is used for connection and delay processing of instantaneous service interruption to improve the continuity perception of data streams.

[0018] Further, the conformal phased array antenna uses phased array technology to align the receiving and transmitting beams of the antenna with the physical direction with the optimal signal transmission quality.

[0019] Further,

[0020] The total radio frequency processing unit and the total baseband processing unit are expanded through preset software and hardware, including:

[0021] Hardware modifications: Add a dedicated backhaul interface, and the wireless backhaul module of the dedicated backhaul interface supports high-band or mid-band wireless backhaul;

[0022] Interface adaptation: The original optical fiber interface of the total baseband processing unit is converted into an interface that supports wireless backhaul, and the total radio frequency processing unit and the total baseband processing unit are compatible through the wireless interface protocol;

[0023] Software configuration and instruction modification, including: transmission parameter configuration, protocol stack adjustment, and routing and IP configuration; The transmission parameter configuration includes: preset frequency band and bandwidth, MIMO (multiple input multiple output) configuration; The protocol stack adjustment includes: the protocol stack supports reverse link configuration, switches the backhaul protocol of the total baseband processing unit from the dedicated optical fiber protocol to the IP-based protocol, and enables the wireless link layer protocol; The routing and IP configuration includes: configuring a static routing or dynamic routing protocol, pointing to the core network interface of the base station, allocating the IP address of the backhaul link, and ensuring intercommunication with the core network.

[0024] Furthermore, the system further includes a ground subsystem, and the ground subsystem includes:

[0025] Base station, the base station adds a wireless backhaul receiving node, configures the wireless parameters of the peer total baseband processing unit, the routing of the X2 / S1 interface of the base station is adjusted to point to the wireless backhaul link, and a high-gain 3D-MIMO intelligent antenna array is configured;

[0026] Mobile edge computing node, which is used to pre-compensate the radio frequency carrier frequency of the base station in advance based on the train speed and the position of the base station by using a pre-compensation algorithm to offset the frequency offset caused by the Doppler effect; and,

[0027] Utilize the frequency offset information fed back by the receiving end to real-time correct the signal transmitted by the base station through DSP (Digital Signal Process).

[0028] Furthermore,

[0029] The conformal phased array antenna uses MIMO technology to improve capacity, and combines beamforming to compensate for the signal attenuation caused by high-speed movement;

[0030] The total radio frequency processing unit and the total baseband processing unit enable multi-antenna technology to improve capacity through MIMO configuration.

[0031] Furthermore,

[0032] The ground subsystem virtualizes multiple adjacent base stations in the horizontal direction into a logical cell;

[0033] The mobile edge computing node is also used to predict the base station handover timing based on the real-time position and speed information of the train, and trigger the cell handover process in advance according to the train operation track and the base station topology along the line.

[0034] Furthermore, the in-vehicle RRU is also used to dynamically adjust the transmission power according to the user density in the carriage, avoiding signal interference and reducing energy consumption.

[0035] Furthermore,

[0036] The total radio frequency processing unit and the total baseband processing unit are built-in with a high-precision GPS / Beidou module or support the IEEE1588v2 (PTP) protocol to ensure time synchronization; or,

[0037] Synchronous Ethernet or air interface synchronization is adopted to ensure system clock synchronization.

[0038] In a second aspect, the present disclosure provides a macro base station energy saving method based on an in-vehicle base station, which is applied to the macro base station energy saving system based on an in-vehicle base station described in any one of the above.

[0039] The system includes a conformal phased array antenna, a total radio frequency processing unit, a total baseband processing unit, an in-vehicle BBU, an in-vehicle RRU, and an indoor distribution system. The conformal phased array antenna is attached to the outside of the carriage and is connected to the total radio frequency processing unit through a radio frequency micro cable. The total radio frequency processing unit is used to process radio frequency signals and serve as a transmission channel. The in-vehicle BBU is deployed inside the train. The in-vehicle RRU is connected to the in-vehicle BBU through an optical fiber and is used to achieve proximal coverage of radio frequency signals. The indoor distribution system is connected to the in-vehicle RRU and is used to achieve signal coverage in the carriage;

[0040] The method includes:

[0041] Receiving the high-frequency downlink signal sent by the base station through the conformal phased array antenna, and sending the low-frequency uplink signal to the base station;

[0042] Receiving the downlink signal sent from the conformal phased array antenna side through the total radio frequency processing unit, decoding to obtain the downlink baseband signal and control signal and sending them to the total baseband processing unit, and receiving the upload signal sent by the total baseband processing unit, processing to obtain the low-frequency uplink signal and sending it to the conformal phased array antenna;

[0043] Receiving the downlink baseband signal and control signal transmitted from the total radio frequency processing unit through the total baseband processing unit, transmitting the downlink baseband signal and control signal to the in-vehicle BBU after calculation and processing, and receiving the uplink baseband signal and control signal transmitted by the in-vehicle BBU, forming an upload signal after calculation, and sending it to the total radio frequency processing unit;

[0044] Receive and process the downlink baseband signals and control signals sent by the total baseband processing unit through the vehicle-mounted BBU, and send them to the vehicle-mounted RRU. Also, receive the uplink signals sent by the vehicle-mounted RRU and process them to form uplink baseband signals and control signals, which are then sent to the total baseband processing unit.

[0045] Furthermore, the system further includes an Internet service register;

[0046] The method further includes;

[0047] Process the connection and delay of service instantaneous interruption through the Internet service register mounted under the total baseband processing unit to enhance the perception of data stream continuity.

[0048] Beneficial effects:

[0049] The macro base station energy-saving system and method based on vehicle-mounted base stations provided by the present disclosure; utilize BBU+RRU to adjust through hardware and software, use the BBU as a router, and the RRU acts as a transmission front end in reverse; and interact with the macro base station through the outer film conformal phased array antenna, greatly improving the antenna sensitivity, reducing the macro base station transmission power, and realizing wireless broadband access at the same time; and embed the in-building distribution base station in the train to solve the in-vehicle coverage problem, changing from the current one-to-many of the macro base station to the customer at high speed and dynamically to the macro base station to the vehicle-mounted in-building distribution base station, and the vehicle-mounted in-building distribution base station has a static coverage of one-to-many customers, achieving a significant improvement in coverage quality, doubling the network capacity and rate, and greatly reducing the energy consumption and cost. Description of the drawings

[0050] Figure 1 It is a logic block diagram of a macro base station energy-saving system based on vehicle-mounted base stations provided by Embodiment 1 of the present disclosure;

[0051] Figure 2 It is a schematic diagram of the equivalent principle of a macro base station energy-saving system based on vehicle-mounted base stations provided by the embodiment of the present disclosure;

[0052] Figure 3 It is a schematic flowchart of a macro base station energy-saving method based on vehicle-mounted base stations provided by Embodiment 2 of the present disclosure. Detailed implementation manners

[0053] To enable those skilled in the art to better understand the technical solutions of the present disclosure, the present disclosure will be further described in detail below with reference to the drawings and embodiments. It should be understood that the specific embodiments and drawings described herein are only used to explain the present invention, rather than limiting the present invention.

[0054] It should be noted that the terms "first", "second", etc. in the specification, claims and above-mentioned drawings of the present disclosure are used to distinguish similar objects, and do not necessarily describe a specific order or sequence; and, without conflict, the embodiments and features in the embodiments of the present disclosure can be combined arbitrarily with each other.

[0055] Among them, the terms used in the embodiments of the present disclosure are only for the purpose of describing specific embodiments, and are not intended to limit the present disclosure. The singular forms "a", "the" and "said" used in the embodiments of the present disclosure and the appended claims are also intended to include the plural forms, unless the context clearly indicates otherwise.

[0056] In the following description, the suffixes such as "module", "component" or "unit" used to represent elements are only for the convenience of the description of the present disclosure, and have no specific meaning in itself. Therefore, "module", "component" or "unit" can be used interchangeably.

[0057] The existing connection method between high-speed rail base stations and passenger terminals is one-to-many. In order to enable passengers to have normal voice and data communications during high-speed movement and enhance the customer's Internet experience, technicians have developed various solutions, but the effects of existing solutions are very limited and there are obvious defects, as shown in Table 1 below.

[0058] Table 1: Advantages and Disadvantages of Existing High-Speed Rail Communication Solutions

[0059]

[0060] It can be seen that the existing solutions still cannot meet the mobile communication requirements in the high-speed railway scenario.

[0061] The following uses specific embodiments to elaborate in detail on the technical solutions of the present disclosure and how the technical solutions of the present disclosure solve the technical problems existing in the prior art. It can be understood that in the embodiments of the present application, the execution subject can execute some or all of the steps in the embodiments of the present application. These steps or operations are only examples, and the embodiments of the present application can also execute other operations or various deformations of the operations. In addition, the various steps can be executed in different orders presented in the embodiments of the present application, and it is possible not to execute all the operations in the embodiments of the present application. And, these several specific embodiments below can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments.

[0062] Figure 1 The logic block diagram of a macro base station energy-saving system based on a vehicle-mounted base station provided for the first embodiment of the present disclosure is as Figure 1 shown, and the system includes:

[0063] The conformal phased array antenna 1 is attached to the outside of the carriage and connected to the total radio frequency processing unit 2 through a radio frequency micro cable, and is used to receive the high-frequency downlink signal sent by the base station and send the low-frequency uplink signal to the base station;

[0064] The total radio frequency processing unit 2 is used to process radio frequency signals and serve as a transmission channel, receive the downlink signal sent from the conformal phased array antenna 1 side, decode it to obtain the downlink baseband signal and control signal and send them to the total baseband processing unit 3, and receive the upload signal sent by the total baseband processing unit 3, process it to obtain the low-frequency uplink signal and send it to the conformal phased array antenna 1;

[0065] The total baseband processing unit 3 is used to receive the downlink baseband signal and control signal transmitted by the total radio frequency processing unit 2, send the downlink baseband signal and control signal to the vehicle-mounted BBU after calculation and processing, and receive the uplink baseband signal and control signal transmitted by the vehicle-mounted BBU, form an upload signal after calculation, and send it to the total radio frequency processing unit 2;

[0066] The vehicle-mounted BBU 4 is deployed inside the train, responsible for receiving and processing the downlink baseband signal and control signal sent by the total baseband processing unit 3 and sending them to the vehicle-mounted RRU, and receiving the uplink signal sent by the vehicle-mounted RRU and processing it to form the uplink baseband signal and control signal and sending them to the total baseband processing unit 3;

[0067] The vehicle-mounted RRU 5 is connected to the vehicle-mounted BBU 4 through an optical fiber and is used to achieve proximal coverage of radio frequency signals;

[0068] The in-building distribution system 6 is connected to the vehicle-mounted RRU 5 and is used to achieve signal coverage in the carriage.

[0069] As a high-speed moving body, high-speed rail cannot implement optical fiber wiring to solve transmission problems. If a distributed indoor system can be installed inside the high-speed rail, on the one hand, the distributed indoor system can easily solve the problem of stable coverage inside the high-speed rail car and ensure customer perception. On the other hand, the railway line coverage of the high-speed rail station is also changed from the previous point-to-multipoint, that is, macro station to multiple terminals, to point-to-point coverage of macro stations to distributed indoor stations. Based on the above assumptions, the disclosed embodiment proposes an innovative macro station energy-saving solution based on vehicle-mounted base stations. It is a mobile transmission + vehicle-mounted distributed network coverage solution designed for mobile communication needs in high-speed rail scenarios, aiming to solve problems such as weak signal coverage, frequent switching, and significant Doppler effect in high-speed rail carriages. By establishing vehicle-to-ground coordinated transmission between the vehicle-mounted film conformal phased array antenna + total RF processing unit + total baseband processing unit and the ground macro station, the vehicle-mounted RRU and coverage antenna are distributed in the car to form an indoor distributed system, and then the passenger access needs are met through point-to-multipoint static coverage; on the one hand, it solves the problem of in-car coverage of high-speed rail and improves customer perception, and on the other hand, the transmission channel built by the train's external film antenna and the macro station greatly improves the antenna's transmit and receive sensitivity, reduces the power of macro stations along the line, saves a lot of energy consumption expenditure, reduces power consumption, extends the equipment usage time and reduces operation and maintenance costs. The deployment spacing of macro stations is expected to increase to 500-800 meters, reducing the investment in station construction along the new high-speed rail lines by one-third in the future.

[0070] The equivalent schematic diagram of the vehicle-mounted base station system architecture of the embodiment of the present disclosure is as follows Figure 2 As shown, the functions of each component and the signal transmission direction are explained below.

[0071] The vehicle-mounted base station system adopts 5G miniaturized BBU+RRU (power consumption <500W / vehicle)

[0072] (1) Conformal phased array antenna 1: Attached to the outside of the high-speed rail carriage (generally set on the top of the train), it forms an integral part of the high-speed rail carriage, does not change the appearance and aerodynamic layout of the high-speed rail carriage, and does not increase the resistance of the high-speed rail. The multi-band antenna array supports Sub-6GHz and 28GHZ millimeter wave bands. Because the antenna is outside the carriage, it can increase 6-10 dB compared to inside the carriage. Under the same station distance, the transmitter can save 50-75% of energy. It is connected to the total RF processing unit 2 through an RF microcable; it receives high-frequency signals sent by the base station side and sends low-frequency signals to the base station.

[0073] (2) General RF processing unit 2: It is a functionally processed RRU and is used in the opposite way to the normal working state of the RRU. It is used to process RF signals. Here, as a transmission channel, its function is to receive the high-frequency signal of the base station sent from the conformal phased array antenna 1, and send the baseband signal to the general baseband processing unit 3 after decoding; it receives the baseband signal and control signal sent by the general baseband processing unit 3, and sends the low-frequency RF signal to the conformal phased array antenna 1 after processing.

[0074] (3) Total baseband processing unit 3: It is a BBU with a changed conventional function. Here, it is used as a routing function, receiving the baseband signal and control signal transmitted by the total radio frequency processing unit 2, completing cell access and handover, etc. The baseband signal and control signal after calculation and processing are transmitted to the vehicle-mounted BBU 4; it receives the baseband and control signal transmitted by the vehicle-mounted BBU 4, forms an upload signal after calculation, and sends it to the total radio frequency processing unit 2.

[0075] (4) Vehicle-mounted BBU 4: Deployed inside the train (considering the radio frequency interference of the train to avoid the head and tail, the best position is at the connection of the middle carriages), responsible for receiving the baseband signal processing and control signal transmitted by the total baseband processing unit to complete core functions such as protocol stack management, resource scheduling, and user access. The processed baseband signal and control signal are sent to the vehicle-mounted RRU 5; the vehicle-mounted BBU 4 also receives the signal transmitted by the vehicle-mounted RRU 5 for processing, forms baseband signals, network information signals, user status signals, etc., and forms baseband signals and control signals after calculation and processing and sends them to the total baseband processing unit 3.

[0076] (5) Vehicle-mounted RRU 5: Two to three are distributed along the train carriages and are connected to the vehicle-mounted BBU 4 through optical fibers to achieve proximal coverage of radio frequency signals.

[0077] (6) Carriage signal coverage: The in-car distribution system 6 (i.e., the in-car distributed antenna) in the carriage supports 5G NR (New Radio) 3.4 - 3.6 GHz, the mobile relay handover delay < 50 ms, the transmit power is a distributed design of 3 × 40 W, and the intelligent power adjustment (-70 dBm to -85 dBm dynamic adjustment).

[0078] The vehicle-mounted base station system and the ground base station form real-time interaction between the "5G vehicle-ground" transmission and the ground network through the wireless access mode, realizing the wireless access of high-capacity and high-quality high-speed rail users.

[0079] The total radio frequency processing unit can be set in a group according to every 8 or 16 carriages of the high-speed rail to meet the requirements.

[0080] In each component, the signal will be processed respectively, among which:

[0081] Signal processing of the total radio frequency processing unit 2 (total RRU) includes: receiving and decoding high-frequency radio frequency signals; the input signals are high-frequency radio frequency signals (such as millimeter wave frequency band) from the conformal phased array antenna 1; the processing steps include: demodulation: converting high-frequency radio frequency signals into intermediate frequency or baseband signals, decoding: extracting baseband signals (digital signals) and control instructions (such as power, beam direction); the output signals are baseband signals and control signals, which are transmitted to the total baseband processing unit 3; generating and sending low-frequency radio frequency signals, the input signals are baseband signals and control signals from the total baseband processing unit 3, and the processing steps include: modulation: modulating baseband signals into low-frequency radio frequency signals (such as Sub-6GHz frequency band), beamforming: adjusting the antenna beam direction according to control signals to optimize the transmission efficiency; the output signals are low-frequency radio frequency signals, which are sent to the ground macro station through the conformal phased array antenna 1. The reverse working mode of the total radio frequency processing unit 2 is opposite to the "baseband → radio frequency" direction of traditional RRU. In the embodiments of the present disclosure, the total radio frequency processing unit 2 realizes: receiving link: high-frequency radio frequency signal → baseband signal (downlink); sending link: baseband signal → low-frequency radio frequency signal (uplink).

[0082] Signal processing of the total baseband processing unit 3 (total BBU) includes: signal routing and protocol management, the input signals are baseband signals and control signals from the total radio frequency processing unit 2, and the processing steps include: protocol stack processing: completing cell access, handover management, resource scheduling (such as time slot allocation), signal routing: routing the processed signals to the vehicle-mounted BBU 4; the output signals are baseband signals and control signals, which are transmitted to the vehicle-mounted BBU 4; reverse link coordination, the input signals are baseband signals and user status information (such as location, traffic demand) from the vehicle-mounted BBU 4, and the processing steps include: dynamic adjustment: optimizing signal parameters (such as power, beam direction) by combining the train speed and location, protocol encapsulation: encapsulating the signals into a format that meets the requirements of ground macro station interaction. The output signals are processed baseband signals and control signals, which are sent back to the total radio frequency processing unit 2. Traditional BBU focuses on baseband processing. Through functional adjustment, the total baseband processing unit 3 in the embodiments of the present disclosure adds a routing function: as a relay node between the total radio frequency processing unit 2 and the vehicle-mounted BBU 4; cooperative control: synchronizing with the ground macro station to achieve dynamic carrier aggregation and pre-handover.

[0083] The signal processing of the in-vehicle BBU4 (Baseband Processing Unit) includes: user access and resource scheduling. The input signals are the baseband signals and control signals from the general baseband processing unit 3. The processing steps include: protocol stack management: performing user authentication, QoS priority allocation, and mobility management (such as handover); resource scheduling: dynamically allocating wireless resources (such as spectrum, power) to meet the needs of in-car users. The output signals are the processed baseband signals and control signals sent to the in-vehicle RRU5 (to achieve in-car coverage); signal integration and feedback. The input signals are the user status information (such as signal strength, traffic data) from the in-vehicle RRU5. The processing steps include: data analysis: generating a network status report (such as interference, load), and feedback control: adjusting the transmission power or handover strategy of the in-vehicle RRU5. The output signals are the integrated baseband signals and control signals sent back to the general baseband processing unit 3.

[0084] In the embodiments of the present disclosure, by using BBU+RRU and adjusting through hardware and software, the BBU is used as a router, and the RRU is used as the transmission front end in reverse; and through the conformal phased array antenna with an outer film, it interacts with the macro station, greatly improving the antenna sensitivity, reducing the transmission power of the macro station, and at the same time achieving wireless broadband access; moreover, by embedding the in-building distribution base station into the train, the in-car coverage problem is solved. It changes from the current one-to-many of the macro station for high-speed dynamic customers to the macro station for the in-vehicle in-building distribution base station, and the in-vehicle in-building distribution base station for one-to-many static coverage of customers, achieving a significant improvement in coverage quality, doubling the network capacity and rate, and greatly reducing energy consumption and cost.

[0085] Furthermore, the system further includes an Internet service register;

[0086] The Internet service register is mounted under the general baseband processing unit 3 and is used for the connection and delay processing of service instantaneous interruption to enhance the perception of data stream continuity.

[0087] By mounting the Internet service register under the general baseband processing unit 3, the handover interruption time can be reduced, and the service continuity can be guaranteed. Through instantaneous interruption compensation, during the base station handover process, the server caches the user session data (such as the sharded packets of the video stream). Even if the handover causes a short signal interruption (such as 50 ms), the data can still be continuously pushed to the user through the local cache, avoiding video stuttering or black screen; moreover, the video stream is cached and forwarded locally by the in-vehicle server, reducing the traffic pressure back to the core network (saving more than 30% of the backhaul bandwidth) and reducing the transmission cost of the operator.

[0088] Furthermore,

[0089] The conformal phased array antenna 1 uses phased array technology to align the receiving and transmitting beams of the antenna with the physical direction with the optimal signal transmission quality.

[0090] Using phased array technology, the antenna's receiving and transmitting beams are always aligned with the optimal direction, increasing the antenna's receiving and transmitting gains. The realization of dynamic beam alignment includes: phase and amplitude control. Each antenna element is equipped with an independent phase shifter and power amplifier. By adjusting the phase difference and amplitude weight of each element in real time, the main lobe of the beam is aligned with the physical direction where the signal transmission quality is optimal.

[0091] Through real-time beam tracking, combined with train speed, position information (such as GPS / Beidou), and channel state feedback, the beam direction is dynamically adjusted to compensate for the change in signal incident angle caused by high-speed movement. And based on multi-beam generation, multiple beams are generated simultaneously, which are respectively used for the uplink (carriage → ground macro station) and the downlink (ground macro station → carriage), improving the two-way communication efficiency.

[0092] The following can be achieved: Signal gain improvement: The main lobe gain of the beam increases by 6 - 10 dB (compared with an omnidirectional antenna), effectively compensating for the vehicle body penetration loss (typical value 20 dB). Interference suppression: The side lobe level is reduced by more than 15 dB, reducing co-channel interference between adjacent base stations or inside and outside the carriage. Coverage stability: At a speed of 350 km / h, the beam pointing error < 1°, ensuring that the signal is continuously aligned with the target base station.

[0093] Preferably, link optimization is also carried out:

[0094] (1) Adjust the phased array antenna to maximize the signal strength.

[0095] ...bash

[0096] Adjust the antenna angle:

[0097] SET ANTENNA:AZIMUTH=120,ELEVATION=15; ...

[0099] (2) Enable adaptive modulation and coding (AMC) and link aggregation (such as LAG) to improve reliability.

[0100] The goal of link optimization is to improve the transmission rate, reduce the bit error rate (BER), and enhance reliability. By dynamically adapting to channel conditions and utilizing redundant resources, the link reliability is significantly improved. Adaptive modulation and coding (AMC) is a mechanism that dynamically adjusts the modulation order and coding rate, selecting the optimal modulation and coding scheme (MCS) based on real-time channel quality (such as signal-to-noise ratio SNR, channel state information CSI). It improves the transmission efficiency when the channel conditions are good and reduces the bit error rate when the channel deteriorates. Channel quality assessment measures the SNR, bit error rate, or channel fading characteristics at the receiving end through pilot signals or reference signals (such as CSI-RS in 5G) and feeds back the channel quality indicator (CQI) to the transmitting end. The transmitting end selects the modulation method according to the CQI by looking up a table. Link aggregation (LAG) binds multiple physical links (such as multiple frequency bands, multiple wireless channels) into one logical link to achieve bandwidth aggregation, load balancing, and fault redundancy, thereby enhancing the link reliability.

[0101] Furthermore,

[0102] The total radio frequency processing unit 2 and the total baseband processing unit 3 are extended through preset software and hardware, including:

[0103] Hardware modification: Add a dedicated backhaul interface, and the wireless backhaul module of the dedicated backhaul interface supports high-frequency band or mid-frequency band wireless backhaul;

[0104] Interface adaptation: The original optical fiber interface of the total baseband processing unit 3 is converted into an interface supporting wireless backhaul, and the total radio frequency processing unit 2 and the total baseband processing unit 3 are compatible through the wireless interface protocol;

[0105] Software configuration and instruction modification, including: Transmission parameter configuration, protocol stack adjustment, and routing and IP configuration; The transmission parameter configuration includes: Preset frequency band and bandwidth, MIMO configuration; The protocol stack adjustment includes: The protocol stack supports reverse link configuration, switches the backhaul protocol of the total baseband processing unit from the optical fiber dedicated protocol to the IP-based protocol, and enables the wireless link layer protocol; The routing and IP configuration includes: Configure static routing or dynamic routing protocol, point to the core network interface of the base station, allocate the IP address of the backhaul link, and ensure interconnection with the core network.

[0106] The total radio frequency processing unit 2 and the total baseband processing unit 3 require software and hardware extension, including:

[0107] 1. Hardware modification:

[0108] (1) Add a dedicated backhaul interface. The wireless backhaul module, as the wireless transmission hardware, needs to support high-frequency band (such as 24 / 28 / 60 GHz) or mid-frequency band (such as 6 - 42 GHz) wireless backhaul;

[0109] (2) Match a high-gain vehicle-mounted film antenna to ensure the transmission capacity within the line-of-sight condition.

[0110] (3) Upgrade the power supply system to support a wireless module with higher power consumption.

[0111] 2. Interface adaptation

[0112] (1) Convert the original optical fiber interface (such as CPRI (Common Public Radio Interface) / eCPRI) of the total baseband processing unit 3 (BBU) to an interface that supports wireless backhaul (such as Ethernet / IP).

[0113] (2) Ensure compatibility between the total radio frequency processing unit 2 (RRU) and the total baseband processing unit 3 (BBU) through a wireless interface protocol (such as IEEE 802.11ay or a customized protocol).

[0114] 3. Software configuration and instruction modification

[0115] (1) Transmission parameter configuration:

[0116] ① Frequency band and bandwidth: Set the wireless backhaul frequency point (such as 28 GHz), bandwidth (such as 100 MHz), and modulation method (such as 256QAM).

[0117] (Taking Huawei equipment as an example, the configuration instruction is):

[0118] SET WIRELESS_BACKHAUL:FREQ=28GHz,BW=100MHz,MODULATION=QAM256;

[0119] ② MIMO configuration: Enable multi-antenna technology (such as 4x4 MIMO) to improve capacity.

[0120] ...bash

[0121] SET MIMO_MODE:TX=4,RX=4,BEAMFORMING=ON;

[0122] ...(TX=4: Enable 4 transmit antenna ports, RX=4: Enable 4 receive antenna ports, BEAMFORMING=ON: Activate beamforming technology)

[0123] (2) Protocol stack adjustment

[0124] ①The protocol stack supports reverse link configuration (such as the flexible frame structure in 5G NR), switches the BBU backhaul protocol from a dedicated fiber protocol (such as CPRI) to an IP-based protocol (such as RoE or Split Option 2); enables radio link layer protocols (such as L2 / L3 layer adaptive retransmission, QoS priority marking).

[0125] (3) Routing and IP configuration:

[0126] ②Configure a static route or a dynamic routing protocol (such as OSPF (open shortest path first) / BGP (Border Gateway Protocol)), pointing to the core network interface of the macro station.

[0127] ...bash

[0128] (Static route): ADDIP_ROUTE:DEST=10.0.0.0 / 24,GATEWAY=192.168.1.1,INTERFACE=WIRELESS_BACKHAUL;

[0129] ...(Function description: Adds a static route rule to the network device, specifying that the traffic of the target network is forwarded through the specified gateway and interface. Parameter definition: DEST=10.0.0.0 / 24: The target subnet address, indicating that all traffic destined for 10.0.0.0 / 24 matches this route. GATEWAY=192.168.1.1: The next-hop gateway address, and the data packet will be sent to this gateway for forwarding. INTERFACE=WIRELESS_BACKHAUL: Specifies the physical interface to be used (wireless backhaul link))

[0130] ③Allocate the IP address of the backhaul link to ensure interconnection with the core network.

[0131] Through software and hardware expansion and configuration optimization, such as adding dedicated backhaul interfaces, supporting high-frequency / mid-band wireless backhaul, capacity can be increased, flexibility enhanced, and multi-band compatible design can avoid interference and adapt to complex electromagnetic environments. Matching high-gain vehicle-mounted film antennas can achieve signal strength improvement and coverage expansion, and upgrading the power system can achieve stable power supply and energy efficiency optimization. Adapt to wireless link characteristics through IP-based interfaces (such as RoE). Achieve dynamic environment adaptation and capacity optimization through software configuration and instruction modification. For protocol stack adjustment, support asymmetric uplink and downlink configurations (such as DDDSU) through the flexible frame structure of 5G NR, adapt to the traffic characteristics of vehicle-to-ground backhaul, improve reliability, increase handover success rate, and achieve QoS guarantee, and assign the highest priority to control plane signaling. Through routing and IP configuration (static / dynamic routing), achieve seamless docking between wireless backhaul and the core network (such as 5GC) to ensure the reachability of user plane data. Through routing optimization, the dynamic routing protocol (such as BGP) automatically selects the optimal path to improve transmission efficiency. Complete the backward wireless transmission of in-vehicle base stations to meet the high-bandwidth, low-latency, and high-reliability communication requirements in high-speed mobile scenarios, and solve problems such as insufficient coverage, high energy consumption, and frequent handovers in traditional solutions.

[0132] Furthermore,

[0133] The conformal phased array antenna 1 adopts MIMO technology to increase capacity and combines beamforming to compensate for signal attenuation caused by high-speed movement;

[0134] The total radio frequency processing unit 2 and the total baseband processing unit 3 enable multi-antenna technology through MIMO configuration to increase capacity.

[0135] Adopt MIMO (Multiple Input Multiple Output) technology to increase capacity and combine beamforming to compensate for signal attenuation caused by high-speed movement, which can reduce the energy consumption of high-speed rail coverage and improve the Internet access rate of users in the carriage. MIMO technology increases capacity through spatial multiplexing, and the implementation methods include: multi-antenna configuration: integrating multiple independent antenna units (such as 4×4 or 8×8 MIMO) in the conformal antenna array to support spatial diversity and multiplexing. Channel matrix optimization: Using precoding techniques (such as SVD (Singular Value Decomposition), ZF (Zero Forcing) precoding) and receiver detection algorithms (such as MMSE) to optimize the signal orthogonality between multiple antennas. Dynamic MIMO mode switching: Adaptively switch the transmission mode (such as diversity mode, multiplexing mode) according to channel conditions (such as signal-to-noise ratio, multipath delay) to balance capacity and reliability.

[0136] Configure the wireless interface parameters (such as time slot allocation, symbol alignment) of the general radio frequency processing unit 2 and the general baseband processing unit 3, and distributed MIMO / cooperative communication can be achieved, that is, multiple RRUs cooperate with the macro station through the reverse link to improve coverage and capacity.

[0137] The conformal phased array antenna 1 realizes dynamic beamforming and spatial multiplexing by constructing a large-scale MIMO array. By generating multiple independent beams to cover different azimuth and elevation angles, and by dynamically adjusting the phase weight matrix, the phase offset of each antenna element is calculated in real time based on FPGA. The transmitting end independently encodes the vertically polarized and horizontally polarized signals; the receiving end extracts two independent data streams through a polarization separation algorithm (such as SVD decomposition). And pre-compensate the frequency shift caused by high-speed movement in the beamforming weight.

[0138] The general radio frequency processing unit 2 manages the multi-channel radio frequency link through MIMO configuration, suppresses interference filtering, and calibrates the real-time channel, and completes the multi-channel transceiver and preprocessing of MIMO signals; the general baseband processing unit 3 calculates the optimal precoding matrix through large-scale MIMO precoding to maximize the channel capacity, divides users into orthogonal groups through user grouping and scheduling to achieve MU-MIMO, and predicts the channel state information (CSI). The future CSI is predicted through the LSTM (Long Short-Term Memory) model to improve the precoding efficiency; perform MIMO signal processing and resource scheduling.

[0139] A MIMO transmission scenario taking the downlink as an example is as follows:

[0140] Channel sounding:

[0141] The macro station sends the CSI-RS reference signal → the conformal phased array antenna 1 receives → the general radio frequency processing unit 2 down-converts → the general baseband processing unit 3 extracts the CSI.

[0142] Precoding calculation:

[0143] The general baseband processing unit 3 calculates the precoding matrix through SVD → generates a control signal → the general radio frequency processing unit 2 loads the phase weight.

[0144] Multi-stream transmission:

[0145] The macro station divides the data stream into 4 independent sub-streams → jointly transmits through cooperative MIMO → the conformal phased array antenna 1 receives and demodulates.

[0146] Dynamic optimization:

[0147] The vehicle-mounted BBU 4 monitors the bit error rate (BER) → triggers the LSTM model to update the CSI prediction → adjusts the precoding strategy.

[0148] Further, the system further includes a ground subsystem, and the ground subsystem includes:

[0149] A base station, which adds a wireless backhaul receiving node, configures the wireless parameters of the peer general baseband processing unit 3, adjusts the routing of the X2 / S1 interface of the base station to point to the wireless backhaul link, and configures a high-gain 3D-MIMO intelligent antenna array;

[0150] A mobile edge computing node, which is used to pre-compensate the radio frequency carrier frequency of the base station in advance based on the train speed and the position of the base station by using a pre-compensation algorithm to offset the frequency offset caused by the Doppler effect; and,

[0151] Utilize the frequency offset information fed back by the receiving end to correct the signal transmitted by the base station in real time through digital signal processing DSP.

[0152] The general radio frequency processing unit 2 (RRU) cooperates and adjusts with the macro base station as follows:

[0153] Software upgrade of the general radio frequency processing unit 2: Upgrade the software of the general radio frequency processing unit 2 to support the wireless backhaul mode (such as switching from fiber CPRI to wireless eCPRI), configure the wireless interface parameters of the general radio frequency processing unit 2 (RRU) and the general baseband processing unit 3 (BBU) (such as time slot allocation, symbol alignment), and can perform distributed MIMO / cooperative communication, that is, multiple RRUs cooperate with the macro base station through the reverse link to improve coverage and capacity.

[0154] Configuration of the macro base station of the ground subsystem: Add a wireless backhaul receiving node on the macro base station side, configure the wireless parameters of the peer BBU (such as frequency point, encryption key); adjust the routing of the X2 / S1 interface of the macro base station to point to the wireless backhaul link. And the macro base station can be configured with a high-gain 3D-MIMO intelligent antenna array;

[0155] Due to the limitations of the high-speed rail scenario, real-time data interaction between the vehicle and the ground needs to be achieved through wireless backhaul. By adding a wireless backhaul receiving node and configuring parameters, the large-bandwidth requirement can be met: The on-vehicle base station needs to backhaul user data (1.2 Gbps+) and control signaling, and the high-frequency band (such as 28 / 60 GHz) provides an ultra-large bandwidth (above 1 GHz); The wireless backhaul receiving node deploys a millimeter-wave receiving module (such as a 60 GHz radio frequency front end), supports multi-channel MIMO (4×4), and realizes capacity improvement: The backhaul link rate reaches 10 Gbps, supporting 200 people to concurrently stream 4K videos. And it provides anti-interference ability: Directional beams and dynamic frequency band switching reduce co-channel interference, and the routing of the X2 / S1 interface is adjusted to point to the wireless backhaul link; Realize dynamic path optimization, and the core network interconnection ensures that user plane data (such as video streams) and control plane signaling (such as handover instructions) reach the core network directly. The delay is reduced, and the reliability is improved. And by configuring a high-gain 3D-MIMO intelligent antenna array, the balance between coverage and capacity is achieved.

[0156] High-speed vehicle speeds can cause carrier frequency offsets of ±1 kHz (in the 3.5 GHz band), deteriorating the bit error rate (BER). A mobile edge computing (MEC) node is introduced in the core network for Doppler frequency shift compensation; a pre-compensation algorithm is adopted, based on the train speed and the position of the base station, to adjust the radio frequency carrier frequency in advance (such as a +500 Hz offset) to cancel the frequency offset caused by the Doppler effect; and real-time dynamic correction is performed through a DSP: using the frequency offset information fed back by the receiving end, the signal is corrected in real time through digital signal processing (DSP) to achieve frequency offset suppression and delay optimization.

[0157] Furthermore,

[0158] The ground subsystem is in the horizontal direction and multiple adjacent base stations are virtualized into a logical cell;

[0159] The mobile edge computing node is also used to predict the base station handover timing based on the real-time position and speed information of the train, and trigger the cell handover process in advance according to the train operation trajectory and the base station topology along the line.

[0160] Multiple adjacent physical base stations in the horizontal direction (such as 3 macro stations with a spacing of 500 meters) are integrated into a logically "super cell" through software-defined network (SDN) and coordinated multi-point transmission (CoMP) technologies. The spectrum, power, and antenna resources within the logical cell are uniformly scheduled by a centralized controller (such as an MEC node) and allocated to train users on demand. The implementation steps include: base station collaborative configuration: adjacent base stations share channel state information (CSI) and user location data through the X2 interface; set a unified physical cell identifier (PCI) and frequency plan to avoid interference within the logical cell; dynamic load balancing: dynamically adjust the transmission power of each physical base station according to the train position (such as reducing the power of the proximal base station and increasing the power of the distal base station); joint transmission (JT): multiple base stations simultaneously send the same data stream to the train, and use signal superposition to improve the reception quality (SNR gain ≥ 6 dB). When the train travels within the logical cell, there is no need to switch, the switching frequency can be reduced, the capacity and coverage can be optimized, and the peak rate of users within the logical cell is improved.

[0161] Based on the real-time position and speed information of the train (such as GPS / Beidou data), the MEC node predicts the base station handover timing according to the train operation track and the topology of the base stations along the line, triggers the handover process in advance, shortens the handover interruption time to the millisecond level, and reduces the cross-base station handover delay and packet loss rate. For example, the MEC predicts the train position in the future (such as within 10 seconds); calculates the intersection of the predicted position and the coverage area of adjacent base stations to determine the optimal handover target (such as the base station with the strongest signal); and the base stations within the logical cell dynamically allocate spectrum resources according to the load prediction of the MEC, and the MEC coordinates the base stations within the logical cell to adopt dynamic frequency selection (DFS) to avoid co-channel interference. Through the cooperation of the virtual cell and the MEC, a better service experience is brought to users and the energy consumption is reduced.

[0162] Furthermore,

[0163] The in-vehicle RRU 5 is also used to dynamically adjust the transmission power according to the user density in the carriage, avoiding signal interference and reducing energy consumption.

[0164] Through the combined network application: Two networks, namely the indoor sub-station and the outdoor macro-station with different frequencies, are set up for passengers in the vehicle, and the dual-network complementarity improves the user access stability. Seamless coverage within the carriage is achieved. Through intelligent power control: The transmission power of the in-vehicle RRU 5 is dynamically adjusted according to the user density in the carriage, avoiding signal interference and reducing energy consumption.

[0165] Dynamic power adjustment algorithm

[0166] Input parameters: Real-time position, speed of the train, and the number of users in the carriage.

[0167] Control logic:

[0168]

[0169] Input parameters

[0170] speed: Real-time speed of the train (unit: km / h), used to determine whether it is in a high-speed state.

[0171] user_count: Real-time number of users in the carriage (assuming the maximum capacity is 100 people), reflecting the service load.

[0172] base_power: Basic transmission power of the macro-station (such as 3.2 kW), which needs to be defined according to the actual equipment specifications.

[0173] Control logic

[0174] High-speed scenario (>300 km / h):

[0175] Reduce the macro-station power to 60%, reducing the high energy consumption caused by Doppler frequency shift compensation and penetration loss.

[0176] Low-speed or stationary scenarios (≤300 km / h):

[0177] When the number of users is 0: The power is 80% of the base value (energy-saving mode).

[0178] For every 1% increase in the number of users: The power coefficient increases by 0.2% (linear adjustment), and returns to 100% at full load.

[0179] Furthermore,

[0180] The total radio frequency processing unit 2 and the total baseband processing unit 3 are built-in with high-precision GPS / Beidou modules or support the IEEE 1588v2 (PTP) protocol to ensure time synchronization; or,

[0181] Synchronous Ethernet or air interface synchronization is used to ensure system clock synchronization.

[0182] Enhanced by a synchronization module, such as built-in high-precision GPS / Beidou modules or support for the IEEE 1588v2 (PTP) protocol, to ensure time synchronization. If GPS cannot be deployed, synchronous Ethernet (SyncE) or air interface synchronization (synchronized through macro base station signals) is used. And perform synchronization configuration: Enable GPS synchronization or 1588v2 clock source:

[0183] ...bash

[0184] SET CLOCK_SOURCE:PRIMARY=GPS,SECONDARY=1588V2; ...

[0186] The multi-clock system can ensure system clock synchronization, reduce system signal self-interference, and improve system capacity and capabilities.

[0187] The network architecture design of the embodiments of the present disclosure further includes:

[0188] (1) Deploy redundant links (such as 1+1 hot standby) to avoid single point of failure.

[0189] (2) QoS guarantee: Assign the highest priority to control plane signaling (such as S1 / X2 interfaces), limit the bandwidth of non-critical services, and ensure low latency for URLLC services.

[0190] (3) Interference management: Scan and avoid co-frequency interference (such as using DFS dynamic frequency selection), and enable interference coordination algorithms (such as ICIC): Through time domain / frequency domain resource isolation, reduce the co-frequency interference of signals inside and outside the carriage.

[0191] And through testing and verification:

[0192] (1) Performance test: Verify throughput (reaching 1 Gbps+), latency (<5 ms), and bit error rate (BER < 1e-6).

[0193] (2) Stability test: The impact of the environment on the millimeter-wave link at high speeds, adjust the power or enable FEC (Forward Error Correction).

[0194] The expected signal effects can be achieved as shown in Table 2 below.

[0195] Table 2: Expected Signal Effects

[0196] Indicator Before improvement After improvement Improvement rate Average download rate 15Mbps 220Mbps 14.6 times Handover success rate 82％ 99.5％ +17.5％ End-to-end delay 120ms 28ms -76％

[0197] The maximum 5G rate inside the carriage: 1.2 Gbps (vs. 350 Mbps for traditional solutions).

[0198] The embodiments of the present disclosure adopt:

[0199] (1) In-vehicle distributed base station: Embed the base station system in the train to solve the in-vehicle coverage problem, changing from the current macro base station's one-to-many mode for high-speed dynamic customers to the one-to-many static coverage of the in-vehicle station.

[0200] (2) Vehicle-ground collaborative transmission: The in-vehicle BBU4 of the train serves as a "mobile relay", using a set of BBU + RRU in reverse operation as the transmission backhaul channel, and interacting with the macro base station through the conformal phased array antenna 1 with an outer film, greatly improving the antenna sensitivity, reducing the macro base station's transmission power, and simultaneously achieving wireless broadband access.

[0201] (3) Dynamic energy-saving algorithm: Beam tracking assisted by track inertial navigation, that is, real-time adjustment of the macro base station's power and 5G signal beam based on vehicle speed and position, reducing ineffective energy consumption and radiation.

[0202] Through analysis and verification, the cost-benefit as shown in Table 3 below can be achieved.

[0203] Table 3: Cost-Benefit of the In-Vehicle Base Station Solution

[0204] Indicator Traditional solution Vehicle-mounted base station solution Improvement ratio Power consumption of a single macro base station 3.2kW 1.8kW 43.75％ Average RSRP inside the carriage -95dBm -78dBm +17dB Handover failure rate 5.2％ 1.3％ 75％↓

[0205] Moreover, it can also significantly reduce investment and operation and maintenance costs, up to one-third reduction, and can save the power consumption of the macro base station, reduce CO2 emissions, and improve the in-carriage coverage compliance rate.

[0206] In the embodiments of the present disclosure, a vehicle-ground collaborative transmission is established between the vehicle-mounted conformal phased array antenna 1 + radio frequency processing unit + baseband processing unit and the ground macro base station. The vehicle-mounted RRU 5 and the coverage antennas are distributed in the carriage to form an in-building distribution system, and then the access requirements of passengers are realized through static coverage from one point to multiple points; and the virtual "super cell" technology is used to virtualize multiple adjacent ground base stations into a logical cell, and combined with the train operation trajectory and the base station topology along the line, cell pre-switching and carrier aggregation are deployed, and then the base station power and signal beam are dynamically adjusted to reduce the frequent switching between the in-building distribution station and multiple stations when the train is moving at high speed. It can reduce the energy consumption of high-speed rail coverage by 35% - 50%, and at the same time increase the user rate in the carriage to more than 1.2 Gbps; on the one hand, it solves the in-vehicle coverage problem of high-speed rail and improves the customer perception. On the other hand, the transmission channel established by the external film antenna of the train and the macro base station greatly improves the antenna transceiver sensitivity, reduces the power of the macro base stations along the line, saves a large amount of energy consumption expenditure, and the power consumption reduction extends the service life of the equipment and reduces the operation and maintenance cost. The deployment interval of the macro base stations is expected to be increased to 500 - 800 meters, reducing one-third of the construction investment for the newly built high-speed rail along the line in the future.

[0207] Embodiment two of the present disclosure also provides a macro base station energy-saving method based on a vehicle-mounted base station, which is applied to a macro base station energy-saving system based on a vehicle-mounted base station. The system includes a conformal phased array antenna, a total radio frequency processing unit, a total baseband processing unit, a vehicle-mounted BBU 4, a vehicle-mounted RRU 5, and an in-building distribution system. The conformal phased array antenna 1 is attached to the outside of the carriage and is connected to the total radio frequency processing unit 2 through a radio frequency microcable. The total radio frequency processing unit 2 is used to process radio frequency signals and serve as a transmission channel. The vehicle-mounted BBU 4 is deployed inside the train. The vehicle-mounted RRU 5 is connected to the vehicle-mounted BBU 4 through an optical fiber and is used to realize the proximal coverage of radio frequency signals. The in-building distribution system 6 is connected to the vehicle-mounted RRU 5 and is used to realize the signal coverage of the carriage;

[0208] As Figure 3 shown, the method includes:

[0209] Step S101: Receive the high-frequency downlink signal sent by the base station through the conformal phased array antenna, and send the low-frequency uplink signal to the base station;

[0210] Step S102: Receive the downlink signal sent from the side of the conformal phased array antenna through the total radio frequency processing unit, decode it to obtain the downlink baseband signal and control signal, and send them to the total baseband processing unit, and receive the upload signal sent by the total baseband processing unit, process it to obtain the low-frequency uplink signal, and send it to the conformal phased array antenna;

[0211] Step S103: Receive the downlink baseband signal and control signal transmitted by the total radio frequency processing unit through the total baseband processing unit. After calculation and processing, transmit the downlink baseband signal and control signal to the vehicle-mounted BBU, and receive the uplink baseband signal and control signal transmitted by the vehicle-mounted BBU. After calculation, form an upload signal and send it to the total radio frequency processing unit;

[0212] Step S104: Receive and process the downlink baseband signal and control signal sent by the total baseband processing unit through the vehicle-mounted BBU, and send them to the vehicle-mounted RRU. Also, receive the uplink signal sent by the vehicle-mounted RRU and process it to form an uplink baseband signal and control signal, and send them to the total baseband processing unit.

[0213] Furthermore, the system further includes an Internet service register;

[0214] The method further includes;

[0215] Process the connection and delay of service instantaneous interruption through the Internet service register mounted under the total baseband processing unit to enhance the continuity perception of the data stream.

[0216] The macro station energy-saving method based on the vehicle-mounted base station in the embodiments of the present disclosure is implemented based on the macro station energy-saving system based on the vehicle-mounted base station in Embodiment 1, so the description is relatively simple. For specific details, reference can be made to the relevant descriptions in the previous system embodiments, which will not be elaborated here.

[0217] It can be understood that the above embodiments are merely exemplary embodiments adopted to illustrate the principle of the present disclosure. However, the present disclosure is not limited thereto. For those of ordinary skill in the art, various modifications and improvements can be made without departing from the spirit and essence of the present disclosure, and these modifications and improvements are also regarded as the protection scope of the present disclosure.

Claims

1. A macro base station energy saving system based on vehicle-mounted base stations, characterized in that The system includes: A conformal phased array antenna attached to the exterior of the carriage, connected to the total radio frequency processing unit via a radio frequency microcable, for receiving high-frequency downlink signals sent by the base station and sending low-frequency uplink signals to the base station; The total radio frequency processing unit for processing radio frequency signals and serving as a transmission channel, receiving the downlink signal sent from the conformal phased array antenna side, decoding to obtain the downlink baseband signal and control signal and sending them to the total baseband processing unit, and receiving the upload signal sent by the total baseband processing unit, processing it to obtain a low-frequency uplink signal and sending it to the conformal phased array antenna; The total baseband processing unit for receiving the downlink baseband signal and control signal transmitted from the total radio frequency processing unit, after calculation and processing, transmitting the downlink baseband signal and control signal to the vehicle-mounted baseband processing unit BBU, and receiving the uplink baseband signal and control signal transmitted by the vehicle-mounted BBU, forming an upload signal after calculation and sending it to the total radio frequency processing unit; The vehicle-mounted BBU deployed inside the train, responsible for receiving and processing the downlink baseband signal and control signal sent by the total baseband processing unit and sending them to the vehicle-mounted radio remote unit RRU, and receiving the uplink signal sent by the vehicle-mounted RRU and processing it to form an uplink baseband signal and control signal and sending them to the total baseband processing unit; The vehicle-mounted RRU connected to the vehicle-mounted BBU via optical fiber for realizing proximal coverage of radio frequency signals; The in-building distribution system connected to the vehicle-mounted RRU for realizing signal coverage in the carriage.

2. The system according to claim 1, wherein The system further includes an Internet service register; The Internet service register is mounted under the total baseband processing unit for handling the connection and delay of service instantaneous interruption to enhance the continuity perception of the data stream.

3. The system according to claim 1, wherein The conformal phased array antenna uses phased array technology to align the antenna receiving and transmitting beams to the physical direction with the optimal signal transmission quality.

4. The system according to claim 1, wherein The total radio frequency processing unit and the total baseband processing unit are extended through preset software and hardware, including: Hardware modification: adding a dedicated backhaul interface, and the wireless backhaul module of the dedicated backhaul interface supports high-frequency band or medium-frequency band wireless backhaul; Interface adaptation: converting the original optical fiber interface of the total baseband processing unit into an interface supporting wireless backhaul, and the total radio frequency processing unit and the total baseband processing unit are compatible through the wireless interface protocol; Software configuration and instruction modification, including: transmission parameter configuration, protocol stack adjustment, and routing and IP configuration; the transmission parameter configuration includes: preset frequency band and bandwidth, multiple input multiple output MIMO configuration; the protocol stack adjustment includes: the protocol stack supports reverse link configuration, switching the backhaul protocol of the total baseband processing unit from the optical fiber dedicated protocol to an IP-based protocol, and enabling the wireless link layer protocol; the routing and IP configuration includes: configuring a static routing or dynamic routing protocol, pointing to the core network interface of the base station, allocating an IP address for the backhaul link to ensure interconnection with the core network.

5. The system according to claim 4, characterized in that, The system further includes a ground subsystem, and the ground subsystem includes: A base station, which adds a wireless backhaul receiving node, configures the wireless parameters of the peer total baseband processing unit, adjusts the routing of the X2 / S1 interface of the base station to point to the wireless backhaul link, and configures a high-gain 3D-MIMO intelligent antenna array; A mobile edge computing node, which is used to pre-compensate the radio frequency carrier frequency of the base station in advance based on the train speed and the position of the base station by using a pre-compensation algorithm to cancel the frequency offset caused by the Doppler effect; and, Using the frequency offset information fed back by the receiving end, the signal transmitted by the base station is corrected in real time through digital signal processing DSP.

6. The system according to claim 5, wherein The conformal phased array antenna uses MIMO technology to improve capacity and combines beamforming to compensate for signal attenuation caused by high-speed movement; The total radio frequency processing unit and the total baseband processing unit enable multi-antenna technology through MIMO configuration to improve capacity.

7. The system according to claim 5, wherein The ground subsystem is in the horizontal direction and multiple adjacent base stations are virtualized into a logical cell; The mobile edge computing node is also used to predict the base station handover timing based on the real-time position and speed information of the train, and trigger the cell handover process in advance according to the train operation track and the base station topology along the line.

8. The system according to claim 4, wherein The in-vehicle RRU is also used to dynamically adjust the transmission power according to the user density in the carriage to avoid signal interference and reduce energy consumption.

9. The system according to claim 4, wherein The total radio frequency processing unit and the total baseband processing unit are built-in with a high-precision GPS / Beidou module or support the IEEE 1588v2 (PTP) protocol to ensure time synchronization; or, Synchronous Ethernet or air interface synchronization is used to ensure system clock synchronization.

10. A macro base station energy saving method based on a vehicle-mounted base station, characterized in that, Applied to the macro base station energy-saving system based on in-vehicle base stations described in any one of claims 1-9, The system includes a conformal phased array antenna, a total radio frequency processing unit, a total baseband processing unit, an in-vehicle BBU, an in-vehicle RRU, and an indoor distribution system. The conformal phased array antenna is attached to the outside of the carriage and is connected to the total radio frequency processing unit through a radio frequency microcable. The total radio frequency processing unit is used to process radio frequency signals and serve as a transmission channel. The in-vehicle BBU is deployed inside the train. The in-vehicle RRU is connected to the in-vehicle BBU through an optical fiber and is used to achieve proximal coverage of radio frequency signals. The indoor distribution system is connected to the in-vehicle RRU and is used to achieve signal coverage in the carriage; The method includes: Receiving the high-frequency downlink signal sent by the base station through the conformal phased array antenna, and sending the low-frequency uplink signal to the base station; Receiving the downlink signal sent from the conformal phased array antenna side through the total radio frequency processing unit, decoding to obtain the downlink baseband signal and control signal and sending them to the total baseband processing unit, and receiving the upload signal sent by the total baseband processing unit, processing to obtain the low-frequency uplink signal and sending it to the conformal phased array antenna; Receive the downlink baseband signal and control signal transmitted by the total radio frequency processing unit through the total baseband processing unit. After calculation and processing, transmit the downlink baseband signal and control signal to the vehicle-mounted BBU, and receive the uplink baseband signal and control signal transmitted by the vehicle-mounted BBU. After calculation, form an upload signal and send it to the total radio frequency processing unit; Receive and process the downlink baseband signal and control signal sent by the total baseband processing unit through the vehicle-mounted BBU, and send them to the vehicle-mounted RRU. Also, receive the uplink signal sent by the vehicle-mounted RRU and process it to form an uplink baseband signal and control signal, and send them to the total baseband processing unit.

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