EP3898379A2

EP3898379A2 - Antenna arrangement and rail vehicle with antenna arrangement, having a plurality of antennas

Info

Publication number: EP3898379A2
Application number: EP19828988.6A
Authority: EP
Inventors: Frank Kaiser
Original assignee: Siemens Mobility GmbH
Current assignee: Siemens Mobility GmbH
Priority date: 2018-12-20
Filing date: 2019-12-10
Publication date: 2021-10-27
Also published as: AU2019407255B2; DE102018222589A1; US20220077601A1; AU2019407255A1; US12046825B2; WO2020126668A3; WO2020126668A2

Abstract

The invention relates to an antenna arrangement for the mobile communication of a rail vehicle (11a, 11b) (and also to a rail vehicle having an antenna arrangement of this type), the antenna arrangement having at least two transmitting antennas (S) and at least two receiving antennas (E). According to the invention, the transmitting antennas (S) are spatially grouped in a transmitting group (SG) and the receiving antennas (E) are spatially grouped in a receiving group (EG), the distances between the transmitting antennas (S) and between the receiving antennas (E) being smaller than the overall distance between the transmitting group (SG) and the receiving group (EG). It has in fact been demonstrated that the antennas can thereby be arranged in a much more space-saving fashion on the vehicles (11, 11a, 11b) because large distances (13) have to be provided only between the groups, not between the antennas in the groups. Where the space needed is low, interference-free operation of the antennas is thus advantageously possible.

Description

description

Antenna arrangement and rail vehicle with

Antenna arrangement, comprising several antennas

The invention relates to an antenna arrangement for the mobile communication of a rail vehicle, the

Antenna arrangement has at least two transmitting antennas and at least two receiving antennas. The invention also relates to a rail vehicle with such an antenna arrangement.

Rail vehicles with a standardized ETCS

(European Train Control System) mobile radio system are equipped and operated according to ETCS Level 2 or 3, use for communication with the responsible person

Track-side center or control center (in technical terms RBC or Radio Block Center) the digital mobile network GSM-R (R stands for Railway). To ensure seamless train protection, the mobile radio devices - also called OBUs (OBU or On Board Unit) - are usually equipped with three GSM-R transceivers (transmitting and receiving units). Two of the transceivers are used during a transition from the current one

to allow the responsible route center to the next responsible route center two parallel mobile radio connections, namely both one to the previous one

Route center as well as one to the following

Route center. A third transceiver enables voice communication between the driver and the

Dispatcher (train radio for short). Another one

Communication system can be used for automatic control of trains, also called ATO or Automated Train Operation. An ATO knows the vehicle's timetable, the speed profile specified by ETCS

Position and its speed. She calculates the

"optimal" speed and controls the motors and

Brakes accordingly. For example, the earliest can be optimal possible arrival but especially energy-optimized driving. For this ATO control, depending on

Requirements one or two more transceivers are provided. Thus, taking into account the above-described applications on a rail vehicle, for example a locomotive, up to five transceivers are required.

In the future, it is also planned to communicate with the rail vehicle via FRMCS (Future Railway Mobile

Communications System). This is an innovative system in which the available bandwidth is made available to various applications (also called applications) of the rail vehicle via a router. In addition to GSM-R, different communication standards can be used, for example UMTS (3G), LTE (4G) and the planned G5 standard. Depending on availability, WLAN can also be used at train stations, for example.

The use of multiple devices or the use

several cellular standards as well as WLAN do it

required to install several antennas on the rail vehicle at the same time. Since these interfere with each other, it is therefore necessary to use one

To ensure minimum decoupling. A possible means of doing this is the so-called free space attenuation, which includes the attenuation between two antennas depending on their distance. Another means are suitable filters or a shielding or directional characteristic of the antenna (although this only plays a subordinate role for a vehicle due to the lack of all-round visibility). So they will

interference mentioned is limited to a functionally permissible maximum. On the other hand, that is through that

The space available for the antennas is limited.

According to DE 10 2016 221 758 A1, it is known that this improves the quality of the transmission and reception can be that separate transmit antennas and

Receiving antennas are provided. In this way it can be achieved that feedback of own transmission signals into own reception paths is largely avoided. However, this measure means that twice as many antennas have to be installed on the rail vehicle, which further exacerbates the problem of the limited installation space. Through the

The use of filters could reduce the distance between the antennas, but the use of filters also leads to attenuation of the signals and an increase in the costs for the antenna system and thus to undesirable side effects.

The invention has for its object a

Antenna arrangement for a vehicle, in particular

Rail vehicle, to indicate that a reliable transmission and reception operation with limited space

enables. It is also an object of the invention to

Rail vehicle with such an antenna arrangement

specify.

This task is specified with the above

Antenna arrangement for mobile communication

Vehicle solved according to the invention in that the

Transmitting antennas locally in a transmission group and the

Receiving antennas locally in a receiving group

are summarized, whereby

• The distances between the transmitting antennas are smaller than the required distance between the transmitting group and the receiving group and

• The distances between the receiving antennas are smaller than the required distance between the transmitting group and the receiving group.

The principle according to the invention, which of the above

The antenna arrangement described is based on the knowledge that the distance between individual antennas, which is usually used for sending and receiving used, primarily due to the transmission function of these antennas when sending signals must be on the order of several meters. If, however, each terminal device is supplied with a separate transmitting antenna and receiving antenna, the transmitting antennas can interlink as well as the

Receiving antennas are arranged at a significantly smaller distance from one another. On this way

According to the invention, the broadcasting group and the

Receiving group, these at a greater distance

must be arranged from each other.

The advantage of the arrangement according to the invention will be explained below using a computational example.

If, for example, four combined transmit and

Receiving antennas, each a distance of 5 m

must be facing each other on a route

one after the other, each of these antennas must have a free radius of 5 m without additional antennas. This means that the antennas must be accommodated over a distance of 15 m. For the first and last antennas in this series, 5 m to other antennas must also be taken into account, which means that a total distance of 25 m is required for trouble-free operation of the antennas.

However, if you arrange the antennas of this example in a transmitting group and a receiving group, the distance between the antennas being assumed to be 30 cm, then the two groups (i.e. the transmitting group and the

Receiving group) at a distance of 5 m.

Since the two groups are 30 cm in a square arrangement of the antennas, the installation space is limited to 5.60 m. If the radius to neighboring antenna groups is taken into account, a total installation space of 15.60 m is required.

Various influencing factors have to be taken into account when determining the necessary distances between the antennas

account, which will be explained in the following. The return loss is particularly responsible for the loss of power on a single antenna. This arises from a mismatch, ie the wave impedance of the antenna differs from that of the cable. This leads to a partial reflection of the power in the form of a standing wave. This reflected power is largely converted into losses by the internal resistance of the transmitter. This effect cannot be completely avoided in practice. In practice, the return loss of an antenna is 12 - 14 dB (at 10 dB, for example, 10% of the energy would be reflected, at 13 dB 5%).

If you place another one near the transmitting antenna

Transmitting antenna, the latter will absorb part of the power radiated by the former and in the connected one

Convert transmitter into heat. The losses are there

mainly dependent on the decoupling of the antennas from each other. The losses decrease with increasing distance. From the point of view of the first broadcaster, these losses add up to those caused by the return loss. This effect can be influenced by the distance between the antennas. Similar effects can be observed with receiving antennas, even if their causes differ from those with transmitting antennas.

An optimization of one loss (influence of neighboring antennas) significantly above that of the other loss

(Returnloss) brings no noticeable improvements. This results in a reasonable limit for the losses caused by other antennas even with 10 - 15 dB. It should be noted that the losses due to all antennas in the vicinity add up, of course. Do you have e.g. 4 antennas placed in a square, the loss by the other antennas increases by 4 - 5 dB compared to only one

Antenna spaced the side length of the square (two

Antennas with a basic distance result in 3 dB, in addition comes add another antenna approximately 1.41 times the base distance, ie 1 - 2 dB.

This approach gives the distance between the

Transmitting antennas in GSM-R transceivers, for example on lambda

(Wavelength of the working frequency) at 900 MHz

Working frequency is 30 - 35 cm. Ultimately, this also applies to receiving antennas.

The receiving antennas need to be effective

Combating disorders two aspects are considered.

Within the working band of the receiver in question, assigned to the receiving antenna, the

Interference signals from neighboring antennas, taking into account a minimum signal-to-noise ratio required for decoding, for example at least 9 dB, are weaker than the required sensitivity of these

Receiving antenna. The working band is the

Frequency range in which the receiving antenna is to receive radio signals (1st aspect). Outside the working band of the working antenna in question, interference signals from neighboring antennas should be weaker than that

Blocking limit of the associated receiver. Blocking is the resistance of a receiver to signals outside its working range. (2nd aspect). Both aspects related to all transmit / receive antenna combinations are in determining the distance from transmit to

Receiving antenna group to take into account. The largest of these values applies.

The advantages of the embodiment of the invention

The antenna arrangement and also the rail vehicle equipped with the antenna arrangement can thus be summarized as follows.

• The transmitting and receiving antennas can be in their

respective antenna assembly with a minimized

Distance from each other, the The fact that the respective antennas are only used for transmission and only for reception, one

allow a comparatively short distance.

• The interference that occurs between the transmitter module and

Receiving module must be taken into account, can be used to determine the distance of the transmitting module

Receiving module can be used once. This means that for the antenna arrangement, in which the antennas are in one transmitter module and one

Receiving module are summarized, the overall space requirement is reduced.

• The sending module and the receiving module can

each be pre-assembled so that the final

Assembly at the installation site (for example a vehicle, in particular a rail vehicle) is reduced.

This results in a cost advantage in final assembly.

According to one embodiment of the invention, it is accordingly provided that the transmission group and / or the

Reception group are designed as pre-assembled modules.

According to one embodiment of the invention, it is provided that at least part of the transmission antennas and part of the

Receiving antennas for the GSM-R standard and / or for the FRMCS standard are designed.

According to the antennas working according to the GSM-R standard (in the following we generally refer to antennas, the statements made are always valid for the transmitting antennas and receiving antennas alike) are usually assigned to a specific application (for example, a signaling connection is assigned). This assignment takes place via a transceiver, a transmit and

Receiving device for radio signals, which sends received signals to the application and signals to be sent from the

Application receives. The advantage of antennas that work according to the GSM-R standard is that this technology is a has wide application in the market and is reliable and inexpensive.

The FRMCS standard enables various applications to be connected to a router, which in turn can be equipped with several transmit and receive antennas. These antennas can send and receive in different bands, so that each application can send and receive signals via different systems. As a result, the availability is advantageously larger

Guaranteed area coverage, which is particularly the case with

automated traffic of vehicles is of great advantage because of the associated safety requirements.

According to one embodiment of the invention, it is provided that the transmitting antennas are at a distance from one another and the receiving antennas are at a distance of at least the wavelength (1 × 1) of the transmitting or receiving band.

It has been shown to be advantageous that

Placing on the wavelength of the transmission or reception band a simple design rule for the transmission module and reception module with regard to the one to be selected

Antenna distances results. Here is with neighboring

Antennas always the transmit or receive band

decisive, which uses the longer wavelength. If this design rule is taken into account, a sufficiently large decoupling of the transmitting antennas from one another and the receiving antennas from one another can be achieved.

According to one embodiment of the invention, it is provided that

• Decoupling due to the antenna spacing

between all transmission antennas in the transmission group and

• Decoupling due to the antenna spacing

between all receiving antennas in the receiving group is greater than 10 dB, preferably greater than 15 dB.

As already explained above, it is advantageously a Design rule with which the distances between the transmitting antennas and the receiving antennas can be determined. This can be done in particular in such a way that the antennas of the transmitter module and the

Antennas of the receiving module and the

Decoupling is measured based on their distances from each other. If the decoupling is not sufficient, the

Antenna distance can be increased to a sufficient

Decoupling is measured. For the purpose of determining the required distances by measurement and experiment, for example, a test device for mounting the

Transmitting group and the receiving group are used, in which the attachment points of the antennas are movably arranged in the test device, so that the distance between the antennas can be varied. Another approach to dimensioning the antenna spacing is to use

relevant calculation approaches.

According to one embodiment of the invention it is provided that the signal

• in the working band of a respective to the receiving antenna

assignable recipient coming from each of the

Transmit antennas is less than the sensitivity of the receiver reduced by the minimum signal-to-noise ratio of the signal required for decoding,

• coming outside the working range of the respective receiver from each of the transmit antennas is less than the blocking limit value of the receiver.

As already explained above, this is advantageously a design rule with which the distance between the transmitter module and the receiver module can be determined so that a sufficient decoupling between the antenna groups can be achieved. This design rule can also be found by experimenting with the different antennas.

To do this, the transmitter module and the receiver module must be used be built up and then in different

Distances to each other can be tested. The

Transmitting antennas with those required for the application

Send performance. The signal arriving from each of the transmitting antennas at the receiving antenna concerned is measured and, with the minimum necessary, is required for decoding

Signal-to-noise ratio compared, only signals that are in the working range of the receiving antennas are taken into account.

In addition, signals from the transmitting antennas

takes into account which are outside the working range of the respective recipient. With regard to their measurement result, these must not be higher than the blocking limit value of a receiver that is associated with the relevant one

investigated receiver antenna is connected. This means that the working band and the limit values for the transmission power, the secondary channel transmission of the transmitters, the sensitivity of the receivers and for the blocking of the receivers must be known, even if the respective one

Receiver is not yet connected to the antenna arrangement to be designed (and the antenna arrangement is also to be delivered without the associated receiver).

Both experimental results have to be considered together. That which leads to a larger required distance of the sending group from the receiving group must be taken into account in the design. Of course, calculations can also be made to interpret the distance of the sending group from the receiving group.

The stated task is alternatively carried out with the initially stated subject matter (rail vehicle)

also solved according to the invention in that the transmitting antennas are locally combined in a transmitting group and the receiving antennas locally in a receiving group, wherein

• The distances between the transmit antennas are less than the distance between the transmit group and the Reception group as well

• The distances between the receiving antennas are smaller than the distance between the transmitting group and the receiving group.

The design information given above for the antenna arrangement according to the invention applies to a

Rail vehicle with such an antenna arrangement analog. The advantages associated with the antenna arrangement are also achieved to the same extent with the rail vehicle in or on which such an antenna arrangement is installed. Therefore, it should not be repeated here

To be received.

According to one embodiment of the invention, it is provided that

• Decoupling due to the antenna spacing

between all transmission antennas in the transmission group and

• Decoupling due to the antenna spacing

between all receiving antennas in the receiving group is greater than 10 dB, preferably greater than 15 dB, and that the signal

• in the working band of a respective to the receiving antenna

assigned recipient coming from each of the

In order to ensure effective decoupling of all transmitting antennas and all receiving antennas from one another and at the same time effective decoupling of the transmitting group and the receiving group in the rail vehicle, the design rules specified according to this embodiment must be carried out simultaneously

Find consideration. This is the only way to ensure that, due to sufficient decoupling, all antennas

can work with each other with little interference. This is different with the antenna arrangement specified above. In the state of delivery, this has a sending group and a receiving group.

Of course, the design rules regarding the attenuation of the transmit antennas and the

Receive antennas are taken into account. This means that the distances between the transmit antennas are in the

Transmission group and the distances of the receiving antennas

among themselves in the receiving group, taking into account the interference among themselves, must be determined before the transmitting group and the receiving group are installed. By pre-assembling the transmitting group and the receiving group, it is therefore possible for these assemblies to be finally assembled without taking into account the above-mentioned design rules for the antenna spacings of the transmitting antennas with one another and the receiving antennas with one another. These have already been taken into account in the manufacture of the transmitter group and the receive group and determine the geometry of these modules.

The distance between the transmitting group and the receiving group to one another is however only when the antenna arrangement is installed

Installation location (for example a rail vehicle)

consider. With knowledge of the receivers to be used, this can already be determined and as an installation rule for the

Antenna arrangement can be defined. However, this is not absolutely necessary. As an alternative, the necessary distances can also be determined only before the antenna arrangement is installed (for example using the experimental method specified above). This has the advantage that the receivers to be used are already used during assembly

Are available and a determination can be made experimentally.

According to an embodiment of the invention, it is provided that a computer (EVC), which is integrated in the European Train Control System (ETCS), and / or an application Train radio (Z) and / or a computer (C) for one

automatic train operation (ATO) is connected.

These are applications that are required, in particular, for automatic train operation and the manual control of the rail vehicle by a train driver. These applications are installed in locomotives, for example, each of which must either be individually supplied with an antenna or must be connected together to a router, which in turn preferably has several antennas and transceivers for

uses different transmission frequencies. If these antennas are installed on a vehicle, the

Space-saving arrangement according to the invention with a

Sending group and a receiving group can be benefited advantageously. This makes it possible to install several transceivers on one vehicle.

According to one embodiment of the invention, it is provided that several applications each have a transceiver,

• its transmitter module each with a transmitter antenna and

• whose receiving module is connected to a receiving antenna.

As already mentioned, this embodiment of the invention is an arrangement in which each of the

Applications is equipped with its own transceiver. This version is widespread and advantageously represents an inexpensive and reliable way of making the various applications communicate by radio. For this purpose, the transceiver has a transmitter module and a receiver module, these not necessarily having to be installed in one and the same housing. The

The function of the transceiver thus results from the sum of the functions of the transmitter module and the receiver module.

According to an embodiment of the invention it is provided that between the transceiver and the antenna arrangement Circulator is provided, which has a separate antenna input and antenna output and a

Combined send and receive interface for the

Has transceiver.

The circulator advantageously allows the

Transceiver can also be connected to a separate transmitting antenna and a separate receiving antenna if the transceiver has only one combined connection for a transmitting and receiving antenna. The circulator itself has a send and receive interface for the

Transceiver and a transmission interface for one

Transmitting antenna and a receiving interface for one

Receiving antenna. The coming or from the transceiver

received transmit and receive signal can thus on the two interfaces (receive interface and

Transmission interface).

According to one embodiment of the invention, it is provided that a router (R) is connected to the antenna arrangement, the router being designed in particular as part of a Future Railway Mobile Communications System (FRMCS).

As already mentioned, FRMCS is one

Standard that should improve train communication in the future. This standard can also be of the invention

Transmitting groups and receiving groups benefit from antenna arrangements. Even if the router enables the connection of several devices, several can still be advantageous

Antennas and transceivers are provided. With FRMCS, however, these serve to work in several radio networks at the same time, so that, among other things, several transmission and reception frequencies can be used. This enables comprehensive communication even in cases in which a mobile radio standard should not be available, for example due to the presence of dead spots or the failure of individual transmission stations. It is also possible to communicate via WLAN, for example in train stations. According to one embodiment of the invention, it is provided that a circulator is provided between the router and the antenna arrangement, which has a separate antenna input and antenna output and has a combined transmission and reception interface for the router.

The advantages of using a circular gate have already been explained above, so that reference is made to this explanation in this regard.

According to one embodiment of the invention, it is provided that the transmitting group and / or the receiving group are at a distance from at least one end of the rail vehicle which is at least half the required distance between the transmitting group and the receiving group.

The aforementioned arrangement of the broadcasting group and / or

Receiving group on the rail vehicle has the advantage that adjacent rail vehicles, which are joined together to form a train, for example by means of a coupling, can also be equipped with a transmitting group and a receiving group according to the principle described. Even if the vehicles are then coupled together, is

ensures that the required minimum distance of

Transmitting group and receiving module of neighboring vehicles is guaranteed. This is guaranteed by the fact that half of the required distance between the transmitting group and the receiving group is jointly maintained by both of the neighboring rail vehicles.

It is also possible to only consider the minimum distance for locomotives or power cars of trains in the direction of the train to be coupled. In contrast, he has to

The safety distance at the head of the train, ie at the front of the locomotive or the power car, cannot be maintained if there is no provision for coupling other vehicles at this point. Further details of the invention are described below with reference to the drawing. The same or corresponding drawing elements are always the same

Provide reference numerals and are only explained several times as far as differences between the individual

Figures result.

The exemplary embodiments explained below are preferred embodiments of the

Invention. In the embodiments, the

described components of the embodiments each represent individual features of the invention to be considered independently of one another, which further develop the invention independently of one another and are therefore also to be regarded individually or in a combination other than the one shown as part of the invention. Furthermore, the described embodiments are also already based on further ones

described features of the invention can be supplemented.

Show it:

FIG. 1 shows the arrangement of combined transmission

Receiving antennas on a vehicle according to the prior art as a schematic top view,

Figure 2 shows the arrangement of transmit antennas and

Receiving antennas in a transmission group and a reception group on adjacent rail vehicles according to the invention as a schematic plan view of the

Rail vehicle, the rail vehicle representing an embodiment according to the invention,

Figures 3 and 4 embodiments of the invention

Rail vehicle with embodiments of the antenna arrangements according to the invention each schematically in longitudinal section. According to FIG. 1, a rail vehicle 11 is shown which is equipped with a plurality of combined transmit / receive antennas 12 according to the prior art. In FIG. 1 (and also in FIG. 2, more on this in the following), the function of transmission is identified by Tx and the function of reception by Rx. The combined transmit / receive antennas 12 are also shown in FIG. 1 with an influence area 13

shown, which surrounds the transceiver antennas in a circle.

In order to ensure that the transmit / receive antennas 12 do not interfere with one another during operation, adjacent transmit / receive antennas 12 are each arranged outside or at least on the edge of these areas of influence 13. The result of this is that only a limited number of transmit / receive antennas 12 can be arranged on the rail vehicle 11 (in FIG

Embodiment according to Figure 1, a total of four transmit / receive antennas 12).

A comparison of the rail vehicles 11a, 11b according to FIG. 2 with that 11 according to FIG. 1 shows the differences from the prior art. According to Figure 2 there are two

Rail vehicles 11a, 11b via a coupling 14

coupled together. On both of the rail vehicles 11a,

11b, a transmission group SG and a reception group EG are attached, the transmission group SG each consisting of four

Transmitting antennas S and the receiving groups EG from four

Receiving antennas E are composed (on the

Rail vehicle 11b, the receiving antennas E are not shown in detail). The distances between the transmission antennas S and the reception antennas E are small compared to the distance of the transmission groups SG from the

Reception groups EG. For the arrangement of the transmission groups SG and reception groups EG, an area of influence 13 is again to be observed, outside of which the neighboring transmission or reception groups must lie. It is also clear from FIG. 2 that transmission groups SG or reception groups EG of adjacent vehicles 11a, 11b must also have a sufficient distance from one another so that the areas of influence 13 of these groups can be taken into account. This is the only way to ensure that the transmission group SG and reception group EG of adjacent vehicles do not interfere.

It is also clear from FIG. 2 that as many transmitting antennas S or receiving antennas E are mounted on the rail vehicle 11a as there are combined transmitting and receiving antennas 12 on the rail vehicle 11 according to FIG. 1. Nevertheless, the vehicle requires a shorter overall length than that

Rail vehicle 11 according to FIG. 1, without there being any mutual harmful influence of neighboring ones

Antenna systems is coming. This is because the

Transmitting antennas S and the receiving antennas E can be arranged at a much smaller distance from one another, through which the dimensions of the transmitting group SG and

Receiving group EG can be determined. These dimensions are significantly smaller than the distance between the groups required by the areas of influence 13, which in the

Essentially the areas of influence 13 according to FIG. 1

correspond .

FIGS. 3 and 4 show rail vehicles 11, each of which is equipped with an antenna arrangement 15 on the roof. The necessary distances a between the individual receiving antennas EG and the individual transmitting antennas SG can be seen schematically in each case.

In addition, the reception group EG formed by the reception antennas E and the transmission group SG formed by the transmission antennas S are at a greater distance b. The

relevant arrangement principles have already been explained in more detail in relation to FIG. 2, the ones explained there

Arrangement principles also apply to FIGS. 3 and 4.

The antenna arrangement 15 is also via signal lines to a control device 16 of the rail vehicle connected. However, the control devices 16 according to FIGS. 3 and 4 have certain differences, which will be explained in more detail below.

According to FIG. 3, there are 16 different ones in the control module

Applications APP, the further functions of which are not further specified (but can be specified, for example, as described in FIG. 4), are implemented. Two of these applications APP are connected to a router R

connected. This has two transmitting antennas S and two receiving antennas E, these on

can transmit different bands. This is intended to indicate schematically the application example for FRMCS already explained.

Another application APP is connected to a circulator Z via a transceiver T. The circulator Z in turn has an antenna input for a receiving antenna E and an antenna output for a transmitting antenna S. The circulator Z has the task of being able to connect one

Ensure transmitting antenna S and a receiving antenna E if in vehicle 11 a transceiver T with only one combined input and output for the radio signals

Available.

In FIG. 4, different applications APP are shown in the control device 16, one of which is unspecified and the other three perform special functions (these are also applications). A

Application provides a computer C for automatic train operation ATO. Another application is intended for the ZF train radio. Another application is an EVC (European Vital Computer), which guarantees the integration of the rail vehicle into the ETCS.

4 are all in the embodiment

Applications APP connected to individual transmitting antennas S and receiving antennas E via their own transceiver T. To this For this purpose, each of the transceivers T has a transmission module SM and a reception module EM, so that, unlike in FIG. 3 (where a circulator is required), the reception antennas E and the transmission antennas S can be connected directly to the transceivers T.

Reference list

E receiving antenna

S transmitting antenna

EG reception group

SG broadcasting group

EM receiver module

SM transmitter module

R router

T transceiver

APP Application

ZF train radio

EVC European Vital Computer

C Computer for automatic train operation ATO

Z circulator

a distance

b distance

11, 11a, 11b rail vehicle

12 transmit / receive antennas

13 Area of influence

14 clutch

15 antenna arrangement

16 control device

Claims

1. antenna arrangement (15) for the mobile communication of a rail vehicle (11, 11a, 11b), wherein the antenna arrangement (15) has at least two transmitting antennas (S) and at least two receiving antennas (E),

characterized,

that the transmitting antennas (S) are locally combined in a transmitting group (SG) and the receiving antennas (E) locally in a receiving group (EG), where

• the distances between the transmission antennas (S)

be smaller than the required distance between the sending group (SG) and the receiving group (EG) as well

• the distances between the receiving antennas (E)

be less than the required distance between the sending group (SG) and the receiving group (EG).

2. antenna arrangement (15) according to claim 1,

characterized,

at least some of the transmitting antennas (S) and some of the receiving antennas (E) are designed for the GSM-R standard and / or for the FRMCS standard.

3. antenna arrangement (15) according to claim 1 or 2,

characterized,

that the transmission group (SG) and / or the reception group (EG) are designed as pre-assembled modules.

4. antenna arrangement (15) according to any one of the preceding claims,

characterized,

that the transmit antennas (S) with each other and the

Receiving antennas (E) from each other a distance of

at least the wavelength (1 x l) of the transmit or

Have reception band.

5. Antenna arrangement (15) according to one of the preceding

Expectations ,

characterized,

that

• Decoupling due to the antenna spacing

between all transmission antennas (S) of the transmission group (SG) and

• Decoupling due to the antenna spacing

between all receiving antennas (E) of the receiving group (SG)

is greater than 10 dB, preferably greater than 15 dB.

6. Antenna arrangement (15) according to one of the preceding

Expectations ,

characterized,

that the signal

• in the working band of a respective receiver to be assigned to the receiving antenna (E) coming from each of the

Transmitting antennas (S) is less than the sensitivity of the receiver reduced by the minimum

Decoding necessary signal-to-noise ratio of the signal,

• coming outside the working band of the respective receiver from each of the transmitting antennas (S) is less than the blocking limit value of the receiver (E).

7. Rail vehicle (11, 11a, 11b) with one

Antenna arrangement (15) for mobile communication of a rail vehicle (11, 11a, 11b), the antenna arrangement (15) having at least two transmitting antennas (S) and at least two receiving antennas (E),

characterized,

• the distances between the transmission antennas (S)

are less than the distance between the transmitting group (SG) and the receiving group (EG) as well

• the distances between the receiving antennas (E) are smaller than the distance between the transmitting group (SG) and the receiving group (EG).

8. rail vehicle (11, 11a, 11b) according to claim 7,

characterized,

that

• Decoupling due to the antenna spacing

between all transmission antennas (S) of the transmission group (SG) and

• Decoupling due to the antenna spacing

between all receiving antennas (E) of the receiving group (EG)

is greater than 10 dB, preferably greater than 15 dB and that the signal

• in the working band of a respective receiver assigned to the receiving antenna (E) coming from each of the

Decoding necessary signal-to-noise ratio of the signal,

• coming outside the working band of the respective receiver from each of the transmitting antennas (S) is less than the blocking limit value of the receiver.

9. rail vehicle (11, 11a, 11b) according to one of claims 7 or 8,

characterized,

that as an application a computer (EVC), which is integrated into the European Train Control System (ETCS), and / or a train radio (Z) and / or a computer (C) for one

automatic train operation (ATO) is connected.

10. rail vehicle (11, 11a, 11b) according to one of claims 7 to 9,

characterized,

that multiple applications each have a transceiver

exhibit,

• its transmitter module (SM) each with a transmitter antenna (S) and • whose receiving module (EM) is connected to a receiving antenna (E).

11. Rail vehicle (11, 11a, 11b) claim 10,

characterized,

that a circulator (Z) is provided between the transceiver (T) and the antenna arrangement (15), which has a separate antenna input and antenna output and a combined transmission and reception interface for the transceiver (T).

12. Rail vehicle (11, 11a, 11b) according to one of claims 7 to 11,

characterized,

that a router (R) to the antenna arrangement (15)

is connected, the router (R) being designed in particular as part of a Future Railway Mobile Communications System (FRMCS).

13. Rail vehicle (11, 11a, 11b) according to claim 12, characterized in that

that a circulator (Z) is provided between the router (R) and the antenna arrangement (15), which has a separate antenna input and antenna output and has a combined transmission and reception interface for the router (R).

14. Rail vehicle (11, 11a, 11b) according to one of claims 7 to 13,

characterized,

that the transmission group (SG) and / or the reception group (EG) are at a distance from at least one end of the rail vehicle (11, 11a, 11b) which is at least half the required distance between the transmission group (SG) and

Receiving group (EG) is.