The non-stationary behavior, caused by the train rmverrent, is the rmin factor for the variation of high speed railway channel. To measure the tirce-variant effect, the parameter of stationarity interval, in which the...The non-stationary behavior, caused by the train rmverrent, is the rmin factor for the variation of high speed railway channel. To measure the tirce-variant effect, the parameter of stationarity interval, in which the channel keeps constant or has no great change, is adopted based on Zhengzfiou- Xi＇an （Zhengxi） passenger dedicated line measurement with different train speeds. The stationarity interval is calculated through the definition of Local Region of Stationarity （LRS） under three train ve- locities. Furthermore, the time non-stationary characteristic of high speed pared with five standard railway channel is corn- Multiple-Input MultipleOutput （MIMO） channel models, i.e. Spatial Channel Model （SCM）, extended version of SCM （SCME）, Wireless World Initiative New Radio Phase II （WINNERII）, International Mobile Teleconmnications-Advanced （IMT-Advanced） and WiMAX models which contain the high speed moving scenario. The stationarity interval of real channel is 9 ms in 80% of the cases, which is shorter than those of the standard models. Hence the real channel of high speed railway changes more rapidly. The stationarity intervals of standard models are different due to different modeling methods and scenario def- initions. And the compared results are instructive for wireless system design in high speed railway.展开更多
Wireless communication technologies play an essential role in supporting railway operation and control. The current Global System for Mobile Communications-Railway(GSM-R) system offers a rich set of voice services and...Wireless communication technologies play an essential role in supporting railway operation and control. The current Global System for Mobile Communications-Railway(GSM-R) system offers a rich set of voice services and data services related with train control, but it has very limited multimedia service bearer capability. With the development of commercial wireless industry, Long-Term Evolution(LTE) mobile broadband technology is becoming the prevalent technology in most of commercial mobile networks. LTE is also a promising technology of future railway mobile communication systems. The 3rd Generation Partner Project(3 GPP) and China Communications Standards Association(CCSA) have proposed two feasible LTE based broadband trunking communication solutions: the 3 GPP Mission Critical Push to Talk(MCPTT) solution and B-TrunC solution. In this paper, we first introduce the development of railway mobile communications and LTE technology. The user requirements of future railway mobile communication system(FRMCS) are then discussed. We also analyze the suitability of the two LTE-based solutions for LTE based Next-Generation Railway Mobile Communication System(LTE-R) from different aspects.展开更多
基金Acknowledgements This work was supported partially by the Beijing Natural Science Foundation under Crant No. 4112048 the Program for New Century Excellent Talents in University under Gant No. NCET-09-0206+4 种基金 the National Natural Science Foundation of China under Crant No. 60830001 the Key Project of State Key Laboratory of Rail Traffic Control and Safety under Crants No. RCS2008ZZ006, No. RCS2011ZZ008 the Program for Changjiang Scholars and Innovative Research Team in University under Crant No. IRT0949 the Project of State Key kab. of Rail Traffic Control and Safety under C~ants No. RCS2008ZT005, No. RCS2010ZT012 the Fundamental Research Funds for the Central Universities under Crants No. 2010JBZ（~8, No. 2011YJS010.
文摘The non-stationary behavior, caused by the train rmverrent, is the rmin factor for the variation of high speed railway channel. To measure the tirce-variant effect, the parameter of stationarity interval, in which the channel keeps constant or has no great change, is adopted based on Zhengzfiou- Xi＇an （Zhengxi） passenger dedicated line measurement with different train speeds. The stationarity interval is calculated through the definition of Local Region of Stationarity （LRS） under three train ve- locities. Furthermore, the time non-stationary characteristic of high speed pared with five standard railway channel is corn- Multiple-Input MultipleOutput （MIMO） channel models, i.e. Spatial Channel Model （SCM）, extended version of SCM （SCME）, Wireless World Initiative New Radio Phase II （WINNERII）, International Mobile Teleconmnications-Advanced （IMT-Advanced） and WiMAX models which contain the high speed moving scenario. The stationarity interval of real channel is 9 ms in 80% of the cases, which is shorter than those of the standard models. Hence the real channel of high speed railway changes more rapidly. The stationarity intervals of standard models are different due to different modeling methods and scenario def- initions. And the compared results are instructive for wireless system design in high speed railway.
基金partly supported by ZTE Industry-Academia-Research Cooperation FundsFundamental Research Funds for the Central Universities(No.2016JBM076)+1 种基金the National Natural Science Foundation of China(No.61501023,No.U1334202,and No.U1534201)the Project of China Railway Corporation(No.2016X009-E)
文摘Wireless communication technologies play an essential role in supporting railway operation and control. The current Global System for Mobile Communications-Railway(GSM-R) system offers a rich set of voice services and data services related with train control, but it has very limited multimedia service bearer capability. With the development of commercial wireless industry, Long-Term Evolution(LTE) mobile broadband technology is becoming the prevalent technology in most of commercial mobile networks. LTE is also a promising technology of future railway mobile communication systems. The 3rd Generation Partner Project(3 GPP) and China Communications Standards Association(CCSA) have proposed two feasible LTE based broadband trunking communication solutions: the 3 GPP Mission Critical Push to Talk(MCPTT) solution and B-TrunC solution. In this paper, we first introduce the development of railway mobile communications and LTE technology. The user requirements of future railway mobile communication system(FRMCS) are then discussed. We also analyze the suitability of the two LTE-based solutions for LTE based Next-Generation Railway Mobile Communication System(LTE-R) from different aspects.
