Abstract
Modern trains have become a complicated ensemble of both mechanic and electronic systems. In particular, the so called Train Control and Management System (TCMS) plays a key role in them. TCMS-related applications and services run over a dedicated network called TCN (Train Communications Network) which is wired. Therefore, the opportunity for a wireless TCN is clear, but the challenges and threats are also remarkable. In this article we characterize the radio channel for a very important scenario: the train backbone, which includes the impact on adjacent trains (due to interferences). In order to be exhaustive and to provide useful and accurate models, a measurement campaign on three different real-world scenarios (with trains involved) has been carried out: tunnels, open air and stations. Physical layer results are provided in terms of path-loss, power-delay profile and fading distribution characterization.
Highlights
The transition from wired to wireless has been a worldwide success but some niches remain wired for many different reasons, like reliability or security concerns, among others
There are many standards for the TCN, like CAN [1] which is widely used in buses, trams and some others; RS-485 and, more recently, the Ethernet Consist Network (ECN) and Ethernet Train Backbone (ETB) which are both based on the
INTERFERENCE RELATED TO THE PASSENGER’S AREA OF AN ADJACENT TRAIN Once we have addressed the potential impact of the wireless train backbone on two adjacent trains we need to do the same with the influence of the wireless backbone on the wireless network deployed inside the train, and vice versa
Summary
The transition from wired to wireless has been a worldwide success but some niches remain wired for many different reasons, like reliability or security concerns, among others. The objective of this measurement is not to obtain the typical curve that relates path-loss and distance, but to compare the five scenarios we mentioned in order to see the impact of all of them on the wireless channel. The difference in attenuation between the external and the internal receiver is between 34-43 dB in all scenarios This is a remarkable figure for the vehicular penetration losses because it is an isolation enough to avoid interferences between the train backbone (top of the train) and the intra-consist wireless network. Respectively) and station now is the odd one out with an extra 3 dB attenuation (40.4 dB)
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