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Adaptive Beamforming and Power Allocation for mmWave Communication in High-Speed Railway
高速铁路毫米波通信的自适应波束成形和功率分配

Junhui Zhao , Anyun Chen , Jin Liu , Yu yao , Qingmiao Zhang , Chuanyun Wang School of Information Engineering, East China Jiaotong University
华东交通大学信息工程学院
Nanchang, 330013 - China 中国南昌, 330013[e-mail: eeejhzhao@163.com]
[电子邮件:eeejhzhao@163.com]
School of Electronic and Information Engineering, Beijing Jiaotong University
北京交通大学电子与信息工程学院
Beijing, 100044 - China 北京,100044 - 中国[e-mail: eeejhzhao@163.com]
[电子邮件:eeejhzhao@163.com]
*Corresponding author: Junhui Zhao
*通讯作者:赵俊辉

Abstract 摘要

The massive multiple-input multiple-output (MIMO) beamforming technology based millimeter wave (mmWave) is one of the key technologies of the fifth-generation (5G) network. As the carrier frequency increases, the trend of miniaturization of base stations (BSs) is also inevitable. In this paper, we propose an optimized beamwidth and power allocation scheme in the high-speed railway (HSR) communication scenario, which is combined with the mobile relay technology to utilize the architecture of the large-scale antenna beamforming. The BS can obtain the position and speed information of the train instantly as a hybrid frequency control/user ( separation architecture is applied to serve the train simultaneously. By introducing a factor corresponding to the speed of the train, the service beamwidth in this scheme is changed adaptively, and the transmit power of the beams from two simultaneously served mmWave access point are jointly calculated. Simulation results show that, compared with the traditional non-adaptive uniform beamwidth mechanism, the adaptive beamforming and power allocation scheme based on speed information can greatly improve channel capacity and energy efficiency.
基于毫米波(mmWave)的大规模多输入多输出(MIMO)波束成形技术是第五代(5G)网络的关键技术之一。随着载波频率的提高,基站(BS)的小型化趋势也不可避免。本文提出了高速铁路(HSR)通信场景下的优化波束宽度和功率分配方案,该方案与移动中继技术相结合,利用了大规模天线波束成形的架构。由于采用了混合频率控制/用户( 分离架构,BS 可以即时获得列车的位置和速度信息,同时为列车提供服务。通过引入与列车速度相对应的系数,该方案中的服务波束宽度可自适应改变,并可共同计算两个同时服务的毫米波接入点的波束发射功率。仿真结果表明,与传统的非自适应均匀波束宽度机制相比,基于速度信息的自适应波束成形和功率分配方案可大大提高信道容量和能效。

Keywords: High speed railway (HSR), millimeter wave (mmWave), beamforming, power allocation
关键词高速铁路(HSR)、毫米波(mmWave)、波束成形、功率分配
DOI: 10.3837/tiis. 0000.00 .000
DOI: 10.3837/tiis.0000.00 .000

1. Introduction 1.导言

ltra-reliability and low latency are the primary requirements for the fifth-generation (5G) communications, which is highly similar to cellular-based high speed railway (HSR) wireless communications systems [1]. In the HSR wireless communication system, the train-ground wireless link is an important guarantee to transmit safety-critical railway signaling information, and it is also necessary to provide various high data rate services (e.g., high-definition video surveillance, passenger Internet access services, etc.). Especially in the 5 G era, the huge bandwidth demand brought by users' high data rates cannot be met [2]. Global system for mobile communications for railway (GSM-R), as the current communication system in railway, could not satisfy the demands for high mobility services as it can only support services that beyond 200kbps data rate [3]. Furthermore, the long-term evolution for railway (LTE-R) has not formed a unified standard [4]. Therefore, Improving data rate and transmission reliability in HSR scenarios is a hot topic.
超可靠和低延迟是第五代(5G)通信的首要要求,这与基于蜂窝的高速铁路(HSR)无线通信系统高度相似[1]。在高铁无线通信系统中,列车-地面无线链路是传输对安全至关重要的铁路信号信息的重要保障,同时也是提供各种高数据速率服务(如高清视频监控、乘客互联网接入服务等)的必要条件。特别是在 5 G 时代,用户高数据速率带来的巨大带宽需求无法得到满足[2]。全球铁路移动通信系统(GSM-R)作为目前铁路的通信系统,由于只能支持超过 200kbps 数据速率的服务,无法满足高移动性服务的需求[3]。此外,铁路长期演进(LTE-R)尚未形成统一标准[4]。因此,提高高铁场景下的数据传输速率和传输可靠性是一个热门话题。
For the current cellular network, the low frequency bands are difficult to support a large amount of data due to the arrival of the 5 G era. The utilize of high frequency bands such as the millimeter-wave( mmWave ) band can alleviate spectrum shortages and provide higher data rates for future cellular networks [5]. However, unlike the traditional microwave communication systems, mmWave communication system faces serious challenges such as high propagation loss, penetration loss and oxygen absorption, etc. [6], [7]. The problem will become even more tricky when mmWaves are applied to HSR communication. The high mobility of the train will bring instability to the wireless channel, and the handover will be triggered more frequently.
对于当前的蜂窝网络来说,由于 5 G 时代的到来,低频段难以支持大量数据。利用毫米波(mmWave)等高频段可以缓解频谱短缺问题,并为未来的蜂窝网络提供更高的数据传输速率[5]。然而,与传统的微波通信系统不同,毫米波通信系统面临着严重的挑战,如高传播损耗、穿透损耗和氧气吸收等[6]、[7]。[6], [7].当毫米波应用于高铁通信时,问题将变得更加棘手。列车的高流动性会给无线信道带来不稳定性,切换也会更加频繁。
Thanks to the small wavelength of mmWave signals, large-scale antenna array can be adopted to generate higher beamforming gains to combat the higher path loss [8]. Beamforming techniques at mmWave band have been widely researched. In general, the most cutting-edge work focuses on two types of beamforming techniques, namely beam switching and beam tracking. Beam switching pre-designs the service beams and alternate beams, then switch based on terminal position or channel state information, which has low complexity and adjustment overhead [9]. Beam tracking adjusts the beam orientation in real time to track terminal motion, with high capacity and high adaptability to the mobility of the terminal [8].
由于毫米波信号的波长较小,因此可以采用大规模天线阵列来产生更高的波束成形增益,以克服较高的路径损耗[8]。毫米波波束成形技术已被广泛研究。一般来说,最前沿的工作集中在两类波束成形技术上,即波束切换和波束跟踪。波束切换预先设计好服务波束和备用波束,然后根据终端位置或信道状态信息进行切换,这种技术复杂度低,调整开销小[9]。波束跟踪实时调整波束方向以跟踪终端移动,容量大,对终端移动性的适应性强[8]。
Penetration loss brought by the metal carriages may have an impact on communication efficiency in HSR communication [10], and this problem is even more serious in the high frequency band. The utilization of mobile relays (MRs) could solve this problem and improve the quality of service (QoS) on board. In [11], a BS - MR antenna system has been designed to satisfy the increasing demand of the data transmission rate. Relay structure in HSR decomposes the transmission link into two parts, which facilitates the design of the beamforming tracking [12]. The relay system in HSR can also centralize the agent of the user's handoff, which improves handover efficiency considerably [13], [14]. Besides, MR has larger transmission power than normal mobile terminal. Therefore, using MRs to act as the agent of the forward process will improve the stability of the whole system. Most researches committed to apply mmWave to HSR communications, are generally based on mobile relay system, as higher frequencies experience larger penetration loss.
金属车厢带来的穿透损耗可能会影响高铁通信的效率[10],这一问题在高频段更为严重。利用移动中继器(MR)可以解决这一问题,并提高车上的服务质量(QoS)。文献 [11] 设计了一种 BS - MR 天线系统,以满足日益增长的数据传输速率需求。HSR 中的中继结构将传输链路分解为两部分,这有利于波束成形跟踪的设计 [12]。HSR 中的中继系统还可以集中代理用户的切换,从而大大提高切换效率 [13],[14]。此外,MR 具有比普通移动终端更大的发射功率。因此,使用 MR 作为前向过程的代理将提高整个系统的稳定性。大多数致力于将毫米波应用于高铁通信的研究,一般都基于移动中继系统,因为频率越高,穿透损耗越大。
Furthermore, it has been proposed in [15-17] that the C/U-plane architecture could be applied in HSR mmWave communication. When take the speed of high-speed trains (HSTs) as reference, the optimal coverage at outdoor open area of mmWave base stations (BSs) is
此外,文献[15-17]提出,C/U平面架构可应用于高铁毫米波通信。以高速列车(HST)的速度为参考,毫米波基站(BS)在室外空旷区域的最佳覆盖范围为

relatively small, such as the and 73 GHz bands. Currently, researches on outdoor coverage at mmW ave bands are limited to medium range which is slightly larger than 200 meters [8]. The C/U separation architecture, that is, the communication which are supported by the low-frequency macro BS and the high-frequency micro BS to connect with the terminal simultaneously [18], [19]. The control plane information with lower data rate and higher connection reliability requirement is handed over by macro BS , on the other hand, user data can be transmitted with a large bandwidth by the micro BS. Therefore, the high requirements of HSR communication can be satisfied by this communication architecture [20], [21].
相对较小,如 和 73 GHz 频段。目前,有关 mmW ave 波段室外覆盖的研究仅限于中等距离,即略大于 200 米[8]。C/U分离架构,即由低频宏基站和高频微基站同时支持与终端连接的通信[18],[19]。宏基站负责传输数据率较低、连接可靠性要求较高的控制面信息,微基站负责传输带宽较大的用户数据。因此,这种通信架构可以满足 HSR 通信的高要求 [20],[21]。
In HSR scenarios, users experience a strong line of sight (LOS) components, as viaducts is the vast majority of track deployments [22]. Besides, when utilizing beamforming technology, non-line of sight (NLOS) components are negligible [23]. Roadside mmW -Access Points (APs) are usually arranged along the railway tracks by certain distance. On the other hand, roadside pillars are assumed being lower than mmW-APs, thereby will not block the beams radiated from mmW-APs to the train. Therefore, the wireless channel in our scenario are simplified to has LOS links only. After that, beam directions can be precisely predicted and determined based on the speed and position information in HSR scenarios [24]. In addition, the constant direction of movements and trajectory of HST are also specific characteristics in HSR scenarios, which made beam tracking easier to implement [4], [25-27]. The balance between hardware complexity and flexibility can be achieved when applying beam switching architecture to HSR mmWave communication. A typical beam-selecting method is to choose the best beam at each transmission point under the capacity maximization criteria. Railway communication networks require reliability to ensure stable train to ground data transmission during the operation of the train, especially when providing safety-critical railway signal information. In general, the reliability of network is primarily dependent on the stability of the minimum instantaneous rate provided by the HSR wireless communication system. Therefore in high mobility scenarios, an important challenge is to ensure network reliability when using the mmWave band to provide data transmission. Recent researches solve this problem under the assumption that the service area is covered by uniform beamforming [28], [29]. However, due to the special linear network topology, this assumption may be unsuitable in HSR scenario. It's worth noting that if uniform beamforming is applied in HSR mmWave communication scenario, transmission performance will be severely degraded and unstable when the train moves from the cell center to the cell edge. In other words, when uniform beamforming is simply applied in HSR mmWave communication, there will be large performance differences in various driving areas due to higher path loss. However, as the special linear coverage and a relatively constant moving speed of the terminal, it is possible for HSR mmWave communication to arrange the BS and beamforming adaptively [6].
在高铁场景中,用户会体验到很强的视线(LOS)分量,因为高架桥是绝大多数轨道部署[22]。此外,在使用波束成形技术时,非视线(NLOS)成分可以忽略不计[23]。路边毫米波接入点(AP)通常沿铁轨按一定距离布置。另一方面,假设路边的支柱低于毫米波接入点,因此不会阻挡毫米波接入点向列车辐射的波束。因此,我们方案中的无线信道简化为只有 LOS 链路。之后,波束方向可根据高铁场景中的速度和位置信息进行精确预测和确定[24]。此外,恒定的运动方向和轨迹也是高铁场景的具体特点,这使得波束跟踪更容易实现 [4],[25-27]。将波束切换架构应用于 HSR 毫米波通信时,可以实现硬件复杂性与灵活性之间的平衡。典型的波束选择方法是根据容量最大化标准在每个传输点选择最佳波束。铁路通信网络要求可靠性,以确保在列车运行期间稳定地传输列车到地面的数据,特别是在提供对安全至关重要的铁路信号信息时。一般来说,网络的可靠性主要取决于高铁无线通信系统提供的最小瞬时速率的稳定性。因此,在高移动性场景中,使用毫米波频段提供数据传输时确保网络可靠性是一项重要挑战。 最近的研究在服务区域被均匀波束成形覆盖的假设下解决了这一问题 [28],[29]。然而,由于特殊的线性网络拓扑结构,这一假设可能不适合高铁场景。值得注意的是,如果在高铁毫米波通信场景中采用均匀波束成形,当列车从小区中心移动到小区边缘时,传输性能将严重下降且不稳定。换句话说,如果在高铁毫米波通信中简单地采用均匀波束成形,由于路径损耗较大,在不同的行车区域会出现较大的性能差异。然而,由于特殊的线性覆盖和终端相对恒定的移动速度,高铁毫米波通信有可能自适应地安排 BS 和波束成形[6]。
In this paper, a beam switching method based on C/U-plane architecture in HSR mmWave communication is proposed. A multi-AP joint beamforming scheme adapting speed acceleration of the train is proposed to improve the energy efficiency and reduce the outage probability. The main improvement made in this paper are listed as follows.
本文提出了高铁毫米波通信中基于 C/U 平面架构的波束切换方法。提出了一种适应列车速度加速度的多 AP 联合波束成形方案,以提高能效并降低中断概率。本文的主要改进如下。
  1. Combination of MR and separation is applied to HSR mmWave beam switching architecture
    将 MR 和 分离结合应用于 HSR 毫米波波束切换架构
  2. By introducing a factor related to train speed, the optimized beam is jointly generated by multiple APs, and each beam has optimal power setting.
    通过引入与列车速度相关的因子,优化后的波束由多个接入点共同产生,每个波束都有最佳功率设置。
The rest of this paper is organized as follows. In Section II, the detailed network architecture is depicted. In Section III, the optimization problem of average beam capacity maximization is
本文接下来的内容安排如下。第二节描述了详细的网络架构。第三部分是平均波束容量最大化的优化问题。

formulated and solved. Meanwhile, numerical results are presented. Finally, Section IV concludes this paper.
并求解。同时,还给出了数值结果。最后,第四节为本文的结论。

2. System Model 2.系统模型

Based on the most common viaduct scenario in high-speed rail operation, consider dense mmWave APs are arranged along the railway to provide a large bandwidth for user data transmission. Every APs are connected to the same macro BS using fiber infrastructure. The low frequency macro BS is responsible for control plane information, and its coverage is the sum of the mmWave APs. The antennas of macro BS are omnidirectional Each mmWave AP has antennas, which can generate several beams to radiate at the rail/train. Due to the changeless moving direction and the constant speed or acceleration of the HST, we can use the reliable control link of the macro BS to acquire speed information and determine the position of the train. On this basis, the optimization algorithm can be used to comprehensively determine the beam and power allocation of each mmWave AP. The overall system model is shown in Fig.1.
基于高速铁路运营中最常见的高架桥场景,考虑沿铁路布置密集的毫米波接入点,为用户数据传输提供大带宽。每个 接入点都使用光纤基础设施连接到同一个宏基站。低频宏基站负责控制平面信息,其覆盖范围是 毫米波 AP 的总和。宏基站的天线是全向的,每个毫米波接入点都有 个天线,可以产生多个波束辐射轨道/列车。由于 HST 的移动方向不变,速度或加速度恒定,我们可以利用宏基站的可靠控制链路获取速度信息并确定列车的位置。在此基础上,可以利用优化算法综合确定每个毫米波 AP 的波束和功率分配。整个系统模型如图 1 所示。
Fig. 1. Coverage of C/U plane communication model
图 1.C/U 平面通信模型的覆盖范围
Without loss of generality, we discuss the cooperation between two mmWave APs which are belong to the same macro BS. Specifically, the cooperation of the two mmWave APs in the range of rails with a distance is studied. The result obtained can be generalized to the whole coverage of one macro BS with any number of mmWave APs.
在不失一般性的前提下,我们讨论隶属于同一宏基站的两个毫米波接入点之间的合作。具体来说,我们研究了两个毫米波接入点在距离 的轨道范围内的合作。所得到的结果可以推广到一个宏基站与任意数量毫米波接入点的整个覆盖范围。
The detail of micro AP arrangement is shown in Fig.2, in which two micro APs, and , are linked to the same macro BS. Their distance to the rail are both . These APs are equipped with massive mmWave antennas for beamforming. The height of antennas are Each micro AP generates a maximum of beams; the maximum transmit power of each beam is . The maximum beam width is set to , and the minimum beam width is . The train operates from the projection of to the projection of with speed and acceleration As mentioned earlier, the train uses relay to complete all the communication of user and train The relay antenna is assumed to be omnidirectional with height . Suppose that there is an information processing center on the train to forward the signal from relay to the user (R-U). Since the R-U link is relatively static comparing with the link between the BS and the relay (B-R), it is reasonable to assume that the R-U link can always provide larger capacity than the B-R link. Therefore, the capacity of the system is limited by the B-R link.
图 2 显示了微型接入点布置的细节,其中两个微型接入点 与同一个宏基站相连。它们到轨道的距离都是 。这些接入点都配备了用于波束成形的大规模毫米波天线。天线高度为 每个微型接入点最多可产生 个波束;每个波束的最大发射功率为 。最大波束宽度设置为 ,最小波束宽度为 。列车以 的速度和 的加速度从 的投影处运行到 的投影处,如前所述,列车使用中继来完成用户和列车的所有通信。假设列车上有一个信息处理中心,负责将中继信号转发给用户(R-U)。由于 R-U 链路与 BS 和中继器(B-R)之间的链路相比相对静止,因此可以合理地假设 R-U 链路总是比 B-R 链路提供更大的容量。因此,系统容量受到 B-R 链路的限制。
Fig. 2. Beamforming model of mm-wave AP
图 2.毫米波 AP 的波束成形模型
Set the projection point of at the rail as the starting point of the beam allocation calculation, and also set it as the -axis origin, then the coordinate of is . The whole optimization starts as the first antenna of MR initially entering range . If the position of the MR antenna is , the minimum propagation distance between the ith micro BS and the antenna can be calculated as:
在轨道上的投影点设为波束分配计算的起点,并将其设为 轴原点,则 坐标为 。整个优化从 MR 的第一根天线最初进入范围 开始。如果 MR 天线的位置为 ,则第 i 个微型 BS 与该天线之间的最小传播距离可计算如下:
The goal of the solution is to enable two micro BSs to generate optimized beam sets Each beam in the beam set should be assigned the appropriate power, thereby reducing the frequency of beam swithing, increasing system capacity, reducing the outage probability and improving the energy efficiency of the system. The beam set contains several angles , where represent the number of optimized beams generated by the AP. After the optimization of the beamforming, under the assumption that the two APs serve the MR of the train simultaneously, the signal received by the MR of the train can be expressed as:
该解决方案的目标是使两个微型 BS 能够生成优化波束集 波束集中的每个波束都应分配适当的功率,从而降低波束切换频率,增加系统容量,降低中断概率,提高系统的能效。波束集 包含多个角度 ,其中 代表接入点生成的优化波束数。波束成形优化后,假设两个无线接入点同时为列车的磁共振服务,则列车磁共振接收到的信号可表示为:
where represents the power allocated to beam which belongs to is the large-scale fading factor of the to the MR, which depends on the minimum propagation distance and are the beamforming gains of the transmitter and the receiver, respectively. In order to simplify the calculation, is set to 1 , since the antenna of MR is supposed as omnidirectional. can be expressed as [30]:
其中 表示分配给波束 的功率,该波束属于 到 MR 的大尺度衰减系数,它取决于最小传播距离 分别是发射器和接收器的波束成形增益。为了简化计算, 设为 1 ,因为 MR 的天线被认为是全向的。 可表示为 [30]:
where is a constant with a value of represents the 3 dB beam width, and is the angle difference between the main lobe direction and the signal arrival angle under ideal conditions.
其中 是一个常量,其值为 表示 3 dB 波束宽度, 是理想条件下主波束方向与信号到达角之间的角度差。
Thus, when the train passes through the optimized dual AP beamforming region, the received signal to noise ratio (SNR) from the two BSs can be expressed as:
因此,当列车通过优化的双 AP 波束成形区域时,从两个 BS 接收到的信噪比(SNR)可表示为
Therefore, the instantaneous link capacity of the train at position can be expressed as:
因此,列车在 位置的瞬时链接能力可表示为
where is the transmission bandwidth.
其中 为传输带宽。
Meantime, the average communication rate per beam is calculated to characterize the average communication rate of the train within a specific beam coverage. Assuming that the coverage endpoints of each beam are and , respectively, the average communication rate could be expressed as [1]:
同时,通过计算每个波束的平均通信速率来描述特定波束覆盖范围内列车的平均通信速率。假设每个波束的覆盖端点 分别为 ,则平均通信速率可表示为 [1]:
Furthermore, the total service volume of the train through the entire optimized coverage can also be calculated. Total service was defined as the integral of the instantaneous channel capacity over the coverage [31], which is
此外,还可以计算列车在整个优化覆盖范围内的总服务量。总服务量被定义为覆盖范围内瞬时信道容量的积分[31],即
The total service is proposed to evaluate the total service performance of the optimized scheme and the traditional scheme within a specific service scope, which calculates the sum service provided by two APs within distance .
为评估优化方案和传统方案在特定服务范围内的总服务性能,提出了总服务,即计算距离 内两个接入点提供的服务总和。

3. Optimization and Simulation Results
3.优化和模拟结果

3.1 Optimization Scheme 3.1 优化方案

In this paper, the plane decoupling stable beamforming scheme proposed in [10] is applied. This scheme independently generates variable beamwidth at each AP, while the transmission beam width varies with the train position. As a result, when the received signa meets the threshold requirement, the AP generates beamwidth as wide as possible to cover
本文采用了 [10] 中提出的 平面解耦稳定波束成形方案。该方案在每个接入点独立生成可变波束宽度,而传输波束宽度随列车位置变化。因此,当接收到的信号满足阈值要求时,接入点会产生尽可能宽的波束宽度,以覆盖列车位置。

more track, thereby maximize the service time of the beam. In other words, a wide transmission beam with a lower beamforming gain is sufficient to meet the receive threshold requirements, when the path loss is not severe as the train is in the vicinity of the AP. However, narrow beams with high beamforming gain should be used to overcome the increased path loss when the train is in the central region. The proposed beam allocation scheme could reduce beam configuration and beam switching signaling overhead.
更多的轨道,从而最大限度地延长波束的服务时间。换句话说,当列车在接入点附近时,路径损耗并不严重,那么波束成形增益较低的宽传输波束就足以满足接收阈值要求。然而,当列车位于中心区域时,应使用波束成形增益较高的窄波束来克服增加的路径损耗。建议的波束分配方案可减少波束配置和波束切换信令开销。
Utilize multiple beams to transmit signal simultaneously from two APs can significantly enhance system performance in HSR wireless networks. However, when the HSTs have different speeds and accelerations, the service time of the two BSs or different beams may be significantly different. System performance will degrade without optimized beamwidth and power allocation. Based on this observation, this paper develops a dual AP adaptive beam adjustment algorithm. Adapting acceleration of HSTs, the proposed scheme aiming to maximize the energy efficiency of HSR mmWave relay communication systems.
在高铁无线网络中,利用多个波束从两个接入点同时发射信号可显著提高系统性能。但是,当高铁具有不同的速度和加速度时,两个 BS 或不同波束的服务时间可能会有很大差异。如果不优化波束宽度和功率分配,系统性能就会下降。基于这一观点,本文开发了一种双 AP 自适应波束调整算法。通过调整 HST 的加速度,本文提出的方案旨在最大限度地提高 HSR 毫米波中继通信系统的能效。
The energy efficiency optimization problem based on average beam capacity can be expressed as follows:
基于平均束流容量的能效优化问题可表示为
Since the acceleration of HSR is generally within the range of , without loss of generality, the train acceleration is defined as a random value in the range . By introducing a factor determined by the magnitude of the acceleration , we propose an optimized beam set (and power set) generating scheme, shown in Algorithm 1
由于高铁的加速度通常在 范围内,在不失一般性的前提下,列车加速度 被定义为 范围内的随机值。通过引入由加速度 的大小决定的系数 ,我们提出了一种优化的波束集(和功率集)生成方案,如算法 1 所示
Algorithm 1: Service range Optimization
Input \(a, \beta, d, d_{\text {min }}\)
if \(a>=0\)
    service range of \(\mathrm{AP}_{1}=a \tan \left(\frac{O P T_{1}}{d_{\min }}\right)\);
    service range of \(\mathrm{AP}_{2}=a \tan \left(\frac{O P T_{2}}{d_{\min }}\right)\);
else
    service range of \(\mathrm{AP}_{1}=a \tan \left(\frac{O P T_{2}}{d_{\min }}\right)\);
    service range of \(\mathrm{AP}_{2}=a \tan \left(\frac{O P T_{1}}{d_{\min }}\right)\);
    end
    Output service range of \(\mathrm{AP}_{1}\) and \(\mathrm{AP}_{2}\)
Initialize ; 初始化
Algorithm 1 is an optimization program that generates an actual service distance according to the distance between two APs with the given acceleration and . After obtaining the
算法 1 是一个优化程序,它根据给定加速度和 的两个接入点之间的距离生成实际服务距离。在获得

respective service ranges of the two BSs, we use Algorithm 2 to generate an optimized beamwidth. In Algorithm 2, the power of each beam is set to utilize minimum power as default.
根据两个 BS 各自的服务范围,我们使用算法 2 生成优化的波束宽度。在算法 2 中,每个波束的功率默认设置为利用最小功率
Algorithm 2: Optimal beamwidth and BSP generation
Input \(P t 、 d_{\min } 、 R 、 h\)
Initialize \(N=0 ; \theta_{\text {sum }}=0\);
for \(k=1\) to \(\operatorname{round}\left(180 / \theta_{\min }\right)\)
    \(\theta(k)=\theta_{\max }\)
While \(\theta_{\text {sum }}<a \tan \left(R / d_{\text {min }}\right) \& \& \theta(k)>\theta_{\text {min }}\)
    While \(P t-P L(D(k))+10 \lg (\operatorname{gain}(\theta(\mathrm{k}), \theta(\mathrm{k}) / 2))<R S\)
                \(\theta(k)=\theta(\mathrm{k})-h\)
                    if \(\theta(k)<\theta_{\min }\)
                    \(\theta(k)=\theta_{\min }\)
                    break
                    end if
                    end while
                    \(\theta_{\text {sum }}=\theta_{\text {sum }}+\theta(k)\)
                    \(\mathbf{B S P}(\mathbf{k})=d_{\text {min }} * \tan \left(\theta_{\text {sum }}\right)\)
                        \(N=N+1\)
end while
Output \(\theta\), BSP, \(N\)
After obtaining the service ranges of the APs, the optimized power set is generated for each beam set using the factor according to Algorithm 3 .
获得接入点的服务范围后,根据算法 3,使用 因子为每个波束集生成优化功率集。
Algorithm 3: Power Optimization
    Input \(a, \beta, \mathbf{B S P}, \max P_{t}, \min P_{t}\)
    Initialize \(N=\) length(BSP);
            \(\boldsymbol{P t}=\min P_{t} *\) ones \((1, N)\)
                opt \(1=1-\beta-(1-\beta)^{*} a^{\wedge} 2 ;\)
                opt \(2=1-\beta+(1-\beta)^{*} a^{\wedge} 2\);
    if \(\mathrm{a}>0\)
        \(\boldsymbol{P}_{t}\left(1: \operatorname{ceil}\left(N^{*}(\right.\right.\) opt1 \(\left.\left.)\right)\right)=\operatorname{linspace}\left(\max P_{t}, \min P_{t}\right.\), ceil \(\left(N^{*}(\right.\) opt1 \(\left.\left.)\right)\right)\)
    else
        \(\boldsymbol{P}_{t}\left(1: \operatorname{ceil}\left(N^{*}(\operatorname{opt} 2)\right)\right)=\operatorname{linspace}\left(\max P_{t} \max P_{t}, \min P_{t}, \operatorname{ceil}\left(N^{*}(\operatorname{opt} 2)\right)\right)\);
    end if
    Output \(P_{t}\)
Using the speed information which obtained by the stable connection of macro BS when the train enters a beam allocation starting point, this scheme calculates the optimized AP coverage range under the restriction of the factor. After obtaining the optimized coverage, the APs generate the optimized beam width and power under the constraint of the factor, respectively.
该方案利用列车进入波束分配起点时宏基站稳定连接获得的速度信息,在 因子的限制下计算出优化的 AP 覆盖范围。获得优化的覆盖范围后,AP 在 因子的限制下分别产生优化的波束宽度和功率。
In this scheme, adaptive adjustments for service time of the BS and the beam are made by adding the factor related to acceleration. The speed of the train changes fast when the acceleration of the HST is large, and the elapsed time at near area of two APs could be significantly different. Thus, by controlling the actual service range of the two APs, the overall
在该方案中,通过添加与加速度相关的 因子,对 BS 和波束的服务时间进行自适应调整。当 HST 的加速度较大时,列车的速度变化较快,两个 AP 在附近区域的经过时间可能会相差很大。因此,通过控制两个 AP 的实际服务范围,就能使整体

service time of each AP and beam could be relatively average. After the adjustments of AP service range, the overlapping service areas of the two APs will have a certain displacement, and the subsequent power allocation algorithm will compensate for the non-overlapping areas
每个 AP 和波束的服务时间可以相对平均。AP 服务范围调整后,两个 AP 的重叠服务区域会有一定的位移,后续的功率分配算法会对非重叠区域进行补偿
In addition to improving the energy efficiency of the system, this optimized scheme has a certain improvement in reducing the outage probability. In the conventional scheme, when the train enters the central area, that is, the position away from the two APs, the path loss is relatively large, and the received SNR sometimes fails to meet the requirement, which will cause interruption. In the joint optimization scheme of this paper, the central area has better redundancy coverage, plus the power and beam gain are adapted and optimized accordingly.
这种优化方案除了能提高系统的能效外,在降低中断概率方面也有一定的改善。在传统方案中,当列车进入中心区域,即远离两个接入点的位置时,路径损耗比较大,接收信噪比有时达不到要求,会造成中断。在本文的联合优化方案中,中心区域具有更好的冗余覆盖,而且功率和波束增益也会相应地进行调整和优化。
In the following simulation results, we will show the comparison between the optimized method of this paper and the traditional average beam angle scheme in terms of average capacity, total service volume, energy consumption and other system performance.
在下面的仿真结果中,我们将展示本文的优化方法与传统的平均波束角方案在平均容量、总服务量、能耗和其他系统性能方面的比较。

3.2 Simulation Results 3.2 模拟结果

In this section, numerical results of the optimized beam set (and power set) generating scheme are shown, along with the results of traditional single AP uniform beam coverage. Main parameters of the system are listed in Table 1 .
本节将显示优化波束集(和功率集)生成方案的数值结果,以及传统单 AP 均匀波束覆盖的结果。表 1 列出了系统的主要参数。
Table 1. Simulation Parameters
表 1.模拟参数
Parameter 参数

载波频率
Carrier
frequency
 带宽
Bandwidth

最大发射功率
Max
transmit
power

AWGN 功率谱密度
AWGN
power
spectral
density

覆盖半径
Coverage
radius

BS 天线高度
BS
antenna
height
38 GHz 38 千兆赫 1 GHz 1 千兆赫 30 W
-174
300 m 30 m
Parameter 参数

磁共振天线高度
MR
antenna
height

列车速度
Velocity of
the train
 最大光束宽度
Max beam
width
 最小光束宽度
Min beam
width

接收阈值
Received
threshold

停电阈值
Outage
threshold
Value 价值 2.5 m -78 dBm -83 dBm
Fig. 3 shows the optimized beam width of in the acceleration range , and the preset value . It is easy to obtain that at the case of fixing the physical distance of APs, the service range of each AP are being adjusted with the change of the acceleration of the train Specifically, when the acceleration direction of the train is consistent with the direction of travel, service range of will be correspondingly reduced. For , the average speed of the train in the first half of the service range will be slower. And in order to balance the instantaneously channel capacity and increase energy efficiency as the train is far from the front one, this AP should serve a less distance correspondingly. On the contrary, when the acceleration is negative, for the rear AP (i.e., ), this result should be mirror symmetrical. Fig.4(a) and Fig.4(b) show the actual coverage and beam width results after the optimization with acceleration and -0.7 , respectively, where .
图 3 显示了在加速度范围 和预设值 的优化波束宽度。不难看出,在固定 AP 物理距离的情况下,每个 AP 的服务范围随着列车加速度的变化而调整。对于 ,列车在服务范围前半部分的平均速度会变慢。为了平衡瞬时信道容量,并在列车远离前方时提高能效,该 AP 的服务距离应相应缩短。相反,当加速度为负时,对于后方 AP(即 ),这一结果应该是镜像对称的。图 4(a) 和图 4(b) 分别显示了加速度为 和 -0.7 时优化后的实际覆盖范围和波束宽度结果,其中 为负值。
It can be observed from Fig. 4 that the optimized beam width is more suitable for the characteristics of HST operation. This scheme achieves a further optimization based on the improvement that non-uniform beamforming made to the traditional uniform width beamforming scheme. This acceleration-based scheme, which is committed to averaging the service time, could have a better average capacity and total service volume throughout the optimization range .
从图 4 中可以看出,优化后的波束宽度更适合 HST 运行的特点。该方案在非均匀波束成形对传统均匀波束成形方案改进的基础上实现了进一步优化。这种基于加速度的方案致力于平均服务时间,在整个优化范围 内可以获得更好的平均容量和总服务量。
Fig. 3. Optimized beam width when
图 3.当 时的优化波束宽度

Fig. 4. Beam switching points of mm-wave AP
图 4.毫米波 AP 的波束切换点
Fig. 5 displays the total service volume results for the optimization scheme with different -factor values along with the uniform-width beam scheme (the number of beams is 8 ). Fixed power allocation ( ) for both APs are applied in uniform-width beam scheme. Obviously, with appropriate value of , the total service volume of the optimization scheme is significantly improved.
图 5 显示了不同 因子值的优化方案和均宽波束方案(波束数为 8)的总服务量结果。在均宽波束方案中,两个接入点都采用了固定功率分配( )。很明显,如果 的值适当,优化方案的总服务量就会显著提高。
Fig. 5. Service volume results for different beamforming schemes
图 5.不同波束成形方案的服务量结果
Fig. 6 shows the average channel capacity results over train position of the optimization scheme and the uniform width beam scheme when and . Fig. 7 shows the beamwidth and the power allocation of the optimization scheme result per beam in the same scenario. It is easy to calculate the overall average instantaneous rate over train position and the overall service energy of two schemes. With and , the average instantaneous rate without optimization scheme is 1.1 Gbps , and the total energy (the power of all beams multiplied by the service time, is 221.2 dB . Under the optimization scheme, the overall average instantaneous rate is 1.4 Gbps and the total energy is 147.3 dB .
图 6 显示了当 时,优化方案和均匀宽度波束方案在列车位置上的平均信道容量结果。图 7 显示了相同情况下每个波束的波束宽度和优化方案的功率分配结果。很容易计算出列车位置上的总体平均瞬时速率和两种方案的总体服务能量。在 的情况下,无优化方案的平均瞬时速率为 1.1 Gbps,总能量(所有波束的功率乘以服务时间, )为 221.2 dB。在优化方案下,总体平均瞬时速率为 1.4 Gbps,总能量为 147.3 dB。
Fig. 6. Optimized average rate as
图 6.随着 的变化而优化的平均速率
Fig. 7. Beam width and power optimization as
图 7.当 时的波束宽度和功率优化
Fig. 8 displays the average channel capacity results for the optimization scheme over the entire service range with different train accelerations when changes. The larger the , the better the average rate results, but this is only achieved with a higher beam power and a wider AP service range. And its energy consumption will be greater. Fig. 9 shows the energy efficiency of each factor along with non-optimization scheme. Looking at the total service volume, overall average instantaneous rate and energy consumption of two options, the energy efficiency advantage of the optimization scheme is obvious.
图 8 显示了当 发生变化时,优化方案在整个服务范围内不同列车加速度下的平均信道容量结果。 越大,平均速率结果越好,但这只有在更高的波束功率和更宽的 AP 服务范围内才能实现。而且其能耗也会更大。图 9 显示了每个 因子和非优化方案的能效。从两个方案的总服务量、总体平均瞬时速率和能耗来看,优化方案的能效优势非常明显。
Fig. 8. Optimized average rate result under different
图 8.不同 条件下的优化平均速率结果
Fig. 9. Energy consumption and rate result under different
图 9.不同 条件下的能耗和速率结果

4. Conclusion 4.结论

Based on the characteristics of HSR mmWave BS coverage, A multi-AP joint beamforming and power allocation algorithm is proposed to combat high path loss of mmWave propagation and frequent beam switching caused by high mobility. Through the sensing and prediction of position and speed information of the train, the beamwidth and power of each BS are calculated and generated in advance. In this scheme, the signaling overhead of beam adjustment is reduced, the stability of the SNR of the transmission channel is guaranteed, the interruption probability is reduced, and the energy efficiency of the whole system is improved.
根据高铁毫米波基站覆盖的特点,提出了一种多AP联合波束成形和功率分配算法,以应对毫米波传播的高路径损耗和高流动性引起的频繁波束切换。通过感知和预测列车的位置和速度信息,提前计算和生成每个 BS 的波束宽度和功率。该方案减少了波束调整的信令开销,保证了传输信道 SNR 的稳定性,降低了中断概率,提高了整个系统的能效。

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  1. This work was supported in part by the National Natural Science Foundation of China (No. 61661021), in part by Science and Technology Project of Jiangxi Provincial Transport Bureau (No. 2016D0037), in part by Jiangxi Provincial Cultivation Program for Academic and Technical Leaders of Major Subjects (No. 20172BCB22016), in part by Key Research and Development Project of Jiangxi Province (No. 20171BBE 50057).
    这项工作得到了国家自然科学基金(编号:61661021)的部分资助,江西省交通运输厅科技项目(编号:2016D0037)的部分资助,江西省重大学科学术和技术带头人培养计划(编号:20172BCB22016)的部分资助,江西省重点研发计划(编号:20171BBE 50057)的部分资助。