Railway use cases also relevant to NGV besides road vehicle use cases:

Use Case 1: Onboard Train (Wireless train control and monitoring system (TCMS), operator oriented services, customer services)

Use Case 2: Train-to-Train (Autonomous trains & collision avoidance; remote control of automatic coupling and train integrity; virtual coupling (platooning))

Use Case 3: Train-to-Trackside (Signaling, operator oriented services, customer services)

Use Case 4: Vehicle-to-Train (Shared space in level crossings & shared spectrum

Berens, Friedbert

Lehner, Andreas

Moreno García-Loygorri, Juan

Sand, Stephan

Soliman, Mohammad

Unterhuber, Paul

Institute of Transport Research:Publications

Submissiondoc.: IEEE 802.11-18/1541r6Railway Use Cases for NGVDate: 2018-11-12September 2018Stephan Sand, German Aerospace Center (DLR)Slide 1Name Affiliations Address Phone email Stephan Sand,  Paul Unterhuber, Mohammad Soliman German Aerospace Center (DLR) Münchener Straße 20, 82234 Wessling, Germany 0049-8153-28-1464 0049-8153-28-2291 0049-8153-28-1990 stephan.sand@dlr.de  paul.unterhuber@dlr.de mohammad.soliman@dlr.de Andreas Lehner German Aerospace Center (DLR),  Intelligence on Wheels GmbH Münchener Straße 20, 82234 Wessling, Germany Argelsrieder Feld 13  82234 Wessling, Germany 0049-8153-28-2804  0049-8153-2994023 andreas.lehner@dlr.de    andreas.lehner@intelligence-on-wheels.de Friedbert Berens FBConsulting Sarl 21, Route de Luxembourg 6633 Wasserbillig Luxembourg +4916097971846 friedbert.berens@me.com Juan Moreno García-Loygorri Universidad Politécnica de Madrid Calle Nikola Tesla s/n 28031 Madrid (Spain) +34 637931878 juanmorenogl@diac.upm.es   Authors:Submissiondoc.: IEEE 802.11-18/1541r6AbstractRailway use cases also relevant to NGV besides road vehicle use cases:• Use Case 1: Onboard Train• Wireless train control and monitoring system (TCMS), operator oriented services, customer services (passenger information services, connection to mobile hot spot for public internet)  • Use Case 2: Train-to-Train• Autonomous train protection & operation (ATP/ATO): collision avoidance, remote control, automatic coupling and train integrity; virtual coupling (platooning) • Use Case 3: Train-to-Trackside• Signaling, operator oriented services, customer services (passenger information, …)• Use Case 4: Vehicle-to-Train• Shared space in level crossings & shared spectrumSlide 2 Stephan Sand, German Aerospace Center (DLR)September 2018Submissiondoc.: IEEE 802.11-18/1541r6Why Railways?Definition of vehicle [1]:A vehicle is a machine that transports people or cargo. Vehicles include• wagons, bicycles, motor vehicles (motorcycles, cars, trucks, buses), • railed vehicles (trains, trams), • watercraft (ships, boats), • amphibious vehicles (screw-propelled vehicle, hovercraft), • aircraft (airplanes, helicopters) and spacecraft.Slide 3 Stephan Sand, German Aerospace Center (DLR)September 2018Submissiondoc.: IEEE 802.11-18/1541r6Why Railways?Current situation in road traffic:• Very efficient use of roads• EU: 75% of freight, 82% of passengers• Many accidents, traffic jams, less energy efficientCurrent situation in railways: • Very safe and energy efficient• EU: 18% of freight, 8% of passengers• Inefficient use of railways due to old and national safety systemSeptember 2018Stephan Sand, German Aerospace Center (DLR)Slide 4[2] [3]Submissiondoc.: IEEE 802.11-18/1541r6Why Railways?Current situation in road traffic:• Large Market: 1.3 billion motor vehicles, 1.35 trillion $ trade (2015) Current situation in railways:• Small Market: 6.2 million rail vehicles, without freight cars only 0.7 million, 167 billion $ (2015)September 2018Stephan Sand, German Aerospace Center (DLR)Slide 5[2] [3]Society and politics: Shift traffic from road to rail [4] Need for highly efficient and safe railway operation with less infrastructure Reliable low-latency communications and ranging essentialSubmissiondoc.: IEEE 802.11-18/1541r6Railway terms• Rail vehicle: Wagon, railcar, locomotive, …• Consist: a single vehicle or a group of vehicles that cannot be uncoupled• Train: composition of one or a set of consists or rail vehicles that can be operated as an autonomous unitSlide 6 Stephan Sand, German Aerospace Center (DLR)September 2018Submissiondoc.: IEEE 802.11-18/1541r6Use Case 1: Onboard Train• Train Control and Monitoring System (TCMS) state-of-the-art [5][6]• Inside rail vehicle or consist: Multifunction vehicle bus (MVB)  or Ethernet consist network (ECN)• Connecting multiple vehicles: wired train bus (WTB) or ethernet train backbone (ETB)• Between consists or wagons mechanical and electrical couplers Slide 7 Stephan Sand, German Aerospace Center (DLR)September 2018Mechanical couplerElectrical coupler[7]Submissiondoc.: IEEE 802.11-18/1541r6Use Case 1: Onboard Train• Train Control and Monitoring System (TCMS) state-of-the-art [5][6]Slide 8 Stephan Sand, German Aerospace Center (DLR)September 2018Mechanical couplerElectrical couplerMechanical stress at coupler leads to many connection  failures![7]Submissiondoc.: IEEE 802.11-18/1541r6Use Case 1: Onboard Train• Wireless Train Control and Monitoring System (TCMS) [5][6]Slide 9 Stephan Sand, German Aerospace Center (DLR)September 2018[7] [7]Submissiondoc.: IEEE 802.11-18/1541r6Use Case 1: Onboard Train• Train Control and Monitoring System (TCMS) Data classes [6]:• Process data= small dimension data (byte or bit) that are sent periodically [8]• Message data= differ from process data for bigger size and not sent periodically [8]• Supervisory data= as message data, not periodically, used for supervision and inauguration process [8]• Stream data= big amount of data sent continuously• Best Effort data= data rate and delivery time depend on traffic loadSlide 10 Stephan Sand, German Aerospace Center (DLR)September 2018Submissiondoc.: IEEE 802.11-18/1541r6Use Case 1: Onboard Train• Train Control and Monitoring System (TCMS) [6]: Key performance attributes: Inside consistSlide 11 Stephan Sand, German Aerospace Center (DLR)September 2018Submissiondoc.: IEEE 802.11-18/1541r6Use Case 1: Onboard Train• Train Control and Monitoring System (TCMS) [6]: Key performance attributes: Inside trainSlide 12 Stephan Sand, German Aerospace Center (DLR)September 2018Submissiondoc.: IEEE 802.11-18/1541r6Use Case 1: Onboard Train• Train Control and Monitoring System (TCMS) [6]:• Required bandwidth ~ 100 Mb/s in one train• 30 years innovation cycle• Operator oriented services• Improve operational parameters of train, e.g. maintenance costs, vehicle availability, closed circuit television (CCTV)• Required bandwidth ~ 1-10 Gb/s in one train• 10 years innovation cycle• Customer services• Passenger comfort, e.g. public internet, passenger info portal; customer’s own devices, WiFi• Required bandwidth ~ 1-10 Gb/s in one train• 5 years innovation cycleSlide 13 Stephan Sand, German Aerospace Center (DLR)September 2018Submissiondoc.: IEEE 802.11-18/1541r6Use Case 1: Onboard Train• Overview• Safety critical and for efficient operation• Wireless train control and monitoring system (TCMS)• Operator oriented services (CCTV, maintenance) • Deployment time line >2025• Requirements• For a speed of 400 km/h and distance of 500m, NGV provides at least a data rate of 100 Mbps and latency of 1 ms and supports reliability (SIL2/3)• Limitations• Communication range “onboard” train to avoid interference with other trains Slide 14 Stephan Sand, German Aerospace Center (DLR)September 2018Submissiondoc.: IEEE 802.11-18/1541r6Use Case 2: Train-to-TrainEnabling Future ApplicationsSlide 15 Stephan Sand, German Aerospace Center (DLR)September 2018Collision avoidance [9]Remote control, automatic coupling and train integrity [10] Virtual coupling: Platooning [11]Autonomous train protection  & operation (ATP/ATO)Submissiondoc.: IEEE 802.11-18/1541r6Use Case 2: Train-to-TrainEnabling Future ApplicationsAutonomous train protection & operation (ATO): Collision avoidance [9]• 150 bit messageSlide 16 Stephan Sand, German Aerospace Center (DLR)September 2018Submissiondoc.: IEEE 802.11-18/1541r6Use Case 2: Train-to-TrainEnabling Future ApplicationsAutonomous train operation (ATO): Collision avoidance [9]• 150 bit message (excl. authentication and encryption)• Dense train station /shunting yard: 200 static & 25 moving trains, update rates 0.2 Hz static & 1 Hz moving trainMinimum message rate = 200 ∙ 0.2 Hz + 25 ∙ 1 Hz = 65 Hz• System data rate = 150 bit ∙ 65 Hz = 9.75 kbit/s• Communication range 5 km for 2 km breaking distance of train @ 200 km/h (~125 mph)• Sufficient for informing train driver as safety-overlay in addition to other safety measuresHigher rates needed to include authentication and encryption also for stand alone system or autonomous operations Slide 17 Stephan Sand, German Aerospace Center (DLR)September 2018Submissiondoc.: IEEE 802.11-18/1541r6Use Case 2: Train-to-TrainEnabling Future ApplicationsSlide 18 Stephan Sand, German Aerospace Center (DLR)September 20181% of the distance accuracy thresholdAutonomous train operation (ATO): Remote control, automatic coupling and train integrity [10]• Communication and ranging for control• Ranging accuracy 1% of actual distance• 6-sigma of Cramér–Rao lower bound (CRLB)• ITS-G5 (802.11p, 10 MHz), IR-UWB and mm-Wave (both 500 MHz bandwidth)Submissiondoc.: IEEE 802.11-18/1541r6Use Case 2: Train-to-TrainEnabling Future ApplicationsVirtual coupling: Platooning [12]• Demonstration at Innotrans 2018 by Siemens, Bombardier, CAFSlide 19 Stephan Sand, German Aerospace Center (DLR)September 2018[11]Submissiondoc.: IEEE 802.11-18/1541r6Use Case 2: Train-to-TrainEnabling Future ApplicationsVirtual coupling: Platooning [12]• Trains per platoon: 3/6/18 in rural/suburban/urban• Message rate 10 Hz• Message size 167 bytes  13.36 kb/s for one train broadcasting to platoon 40.08/80.16/240.48 kb/s for 3/6/18  trains per platoon in rural/suburban/urban Slide 20 Stephan Sand, German Aerospace Center (DLR)September 2018[10]Update-Delay ∆ (     = 1	 /  )0.01 s 0.1 s 1 s 10 sPosition uncertainty∆     0.5e-5 m 0.5e-2 m 0.5 m 50 mVelocity uncertainty∆     0.01 m/s = 0.036 km/h 0.1 m/s = 0.36 km/h 1 m/s = 3,6 km/h 10 m/s = 36 km/hSubmissiondoc.: IEEE 802.11-18/1541r6Use Case 2: Train-to-Train• Overview• Safety critical and for efficient operation• Autonomous train protection & operation (ATP/ATO): collision avoidance, remote control, automatic coupling and train integrity; virtual coupling (platooning)• Deployment time line >2030• Requirements• For a relative speed of 500 km/h (with directional antennas 800 km/h) and distance of2000 m, NGV provides at least a data rate of 1 Mbps, a ranging accuracy of 1% of distance, and latency of 10 ms as well as supports reliability (SIL2)Slide 21 Stephan Sand, German Aerospace Center (DLR)September 2018Submissiondoc.: IEEE 802.11-18/1541r6Use Case 3: Train-to-Trackside• Signaling: Safe operation of trains• European Train Control System (ETCS)• GSM-R, future railway mobile communication system (FRMCS) using LTE/5G or WLAN• FRMCS traffic analysis [13]: ETCS, ATO, telemetry, remote control, critical video transmission• Positive Train Control (PTC) [14]• Communication Based Train Control (CBTC) [15]• Application standard• 802.11b/g or LTE @ 1.8 GHz as well as proprietary solutions @ 5.9  GHz, e.g. based on 802.11a with 5MHz channelsSlide 22 Stephan Sand, German Aerospace Center (DLR)September 2018Scenario for Reference Train Train-to-Trackside (Uplink) Trackside-to-Train (Downlink)Critical Video Transmission Yes No Yes NoFuture Evolution [Mbps] 7.42 3.46 4.38 0.42Co-Existence / Mitigation [Mbps] 3.49 0.19 3.50 0.20Submissiondoc.: IEEE 802.11-18/1541r6Use Case 3: Train-to-Trackside• Signaling: Safe operation of trains• European Train Control System (ETCS)• GSM-R, future railway mobile communication system (FRMCS) using LTE/5G or WLAN• Positive Train Control (PTC)  [14]• Communication Based Train Control (CBTC) [15]• Application standard• 802.11b/g or LTE @ 1.8 GHz as well as proprietary solutions @ 5.9  GHz, e.g. based on 802.11a with 5MHz channels• Remote train operation in degraded mode for autonomous train operation (ATO)• Issues:• In urban areas capacity problems • Dedicated links (link setup, link loss) to access points/base stations Broadcast to multiple access points for redundancy, lower latencySlide 23 Stephan Sand, German Aerospace Center (DLR)September 2018Submissiondoc.: IEEE 802.11-18/1541r6Use Case 3: Train-to-Trackside• Overview• Safety critical and for efficient operation• Signaling of European Train Control System (ETCS), Positive Train Control (PTC), Communication Based Train Control (CBTC), Remote train operation in degraded mode for autonomous train operation (ATO)• Deployment time line >2025• Requirements• For a speed of 400 km/h and distance of 2000 m, NGV provides at least a data rate of 100 Mbps (50 Mbps without critical video), absolute position accuracy of 2 m cross and 0.5 m along track with at least 99% reliability, and latency of 100 ms as well as supports reliability (SIL4) Slide 24 Stephan Sand, German Aerospace Center (DLR)September 2018Submissiondoc.: IEEE 802.11-18/1541r6Use Case 4: Vehicle-to-Train• Shared space: Level crossings• Basic safety message/ CAM• Long breaking distance of trains compared to cars, e.g. 250m @ 100 km/h (62 mph) compared to 50m Need for increased communication range• Shared spectrum• EC Mandate for regulation: • Shared spectrum use of 5.9 GHz ITS band between V2X and urban rail communications• Spectrum segregation not an optionSlide 25 Stephan Sand, German Aerospace Center (DLR)September 2018[16]Submissiondoc.: IEEE 802.11-18/1541r6Use Case 4: Vehicle-to-Train• Overview• Safety critical and for efficient operation• Shared space at level crossings, shared spectrum for 5.9 GHz ITS band between V2X and urban rail communications • Deployment time line >2020• Requirements• For a relative speed of 500 km/h and a distance of 2000 m, NGV provides at least a data rate of 1 Mbps, a ranging accuracy between 5% and 10% of distance, and a latency of 100 ms, as well as supports reliability (SIL2)• Limitations• Interference between V2X and T2X limited while enabling safe cooperationSlide 26 Stephan Sand, German Aerospace Center (DLR)September 2018Submissiondoc.: IEEE 802.11-18/1541r6SummaryRailway use cases also relevant to NGV besides road vehicle use cases:• Use Case 1: Onboard Train• Wireless train control and monitoring system (TCMS), operator oriented services, customer services (passenger information services, connection to mobile hot spot for public internet) • Use Case 2: Train-to-Train• Autonomous train protection & operation (ATP/ATO): collision avoidance; remote control of automatic coupling and train integrity; virtual coupling (platooning) • Use Case 3: Train-to-Trackside• Signaling, operator oriented services, customer services (passenger information, …)• Use Case 4: Vehicle-to-Train• Shared space in level crossings & shared spectrumSlide 27 Stephan Sand, German Aerospace Center (DLR)September 2018Submissiondoc.: IEEE 802.11-18/1541r6References1. Source wikipedia https://en.wikipedia.org/wiki/Vehicle2. Souce wikipedia https://commons.wikimedia.org/wiki/File:Autobahn_A8_bei_Holzkirchen.JPG3. Source wikipedia https://commons.wikimedia.org/wiki/File:Gleise_zu_Z%C3%BCrich_HB_2010.jpg4. Shift2Rail https://shift2rail.org/5. Juan Moreno García-Loygorri, Javier Goikoetxea, Eneko Echeverría, Aitor Arriola, Iñaki Val, Stephan Sand, Paul Unterhuber, del Rio, Francisco (2018) The Wireless Train Communication Network: Roll2Rail Vision. IEEE Vehicular Technology Magazine. 2018. DOI: 10.1109/MVT.2018.2844408 ISSN 1556-60726. Roll2Rail. (2015). D 2.1 Specification of the Wireless TCMS. Public deliverable. [Online]. Available: http://www.roll2rail.eu/Page.aspx?CAT=DELIVERABLES&IdPage=45291e18-8d8f-4fd6-99f8-5d4b7a519b9c7. Source CONNECTA Report Summary https://cordis.europa.eu/result/rcn/200968_en.html8. IEC 61375-2-3:2015 Train Communication Network (TCN) – Part 2-3:Train Communication Profile9. Lehner, Andreas und Rico Gracía, Cristina und Strang, Thomas (2011) A multi-broadcast communication system for high dynamic vehicular ad-hoc networks. International Journal of Vehicle Information and Communication Systems, Vol. 2 (No. 3/4), Seiten 286-302, Inderscience Publishers, DOI: 10.1504/IJVICS.2011.044267, ISSN 1471-0242. https://www.inderscienceonline.com/doi/pdf/10.1504/IJVICS.2011.044267Slide 28 Stephan Sand, German Aerospace Center (DLR)September 2018Submissiondoc.: IEEE 802.11-18/1541r6References10. Soliman, Mohammad und Sand, Stephan und Schmidhammer, Martin und Staudinger, Emanuel (2017) Effect of Non-Integer Delay on Ranging Accuracy for Ultra-Reliable Systems. ICL GNSS 2017, 27-29 June 2017, Nottingham, England. http://elib.dlr.de/114201/11. Unterhuber, Paul und Sand, Stephan und Soliman, Mohammad und Siebler, Benjamin und Lehner, Andreas und Strang, Thomas und Gera, Damini (2017) Wide Band Propagation in Train-to-Train Scenarios - Measurement Campaign and First Results. EUCAP 2017, 19.-24.März 2017, Paris, Frankreich. http://elib.dlr.de/111876/12. Source Javier Goikoetxea’s tweet https://twitter.com/goikotrains/status/103839665650767052813. Nooijen, Jos (2018) Future Railway Mobile Communication System (FRMCS) Traffic Analysis V2 https://www.cept.org/Documents/fm-56/46006/fm56-18-065_frmcs-traffic-analysis-v22014. M. Hartong, R. Goel and D. Wijesekera, "Communications Based Positive Train Control Systems Architecture in the USA," 2006 IEEE 63rd Vehicular Technology Conference, Melbourne, Vic., 2006, pp. 2987-2991.15. IEEE 1474.1-2004 - IEEE Standard for Communications-Based Train Control (CBTC) Performance and Functional Requirements, P1474.1 - Standard for Communications-Based Train Control (CBTC) Performance and Functional Requirements16. Source wikipedia https://commons.wikimedia.org/wiki/File:2018_Crozet,_Virginia_train_crash_2.jpgSlide 29 Stephan Sand, German Aerospace Center (DLR)September 2018Submissiondoc.: IEEE 802.11-18/1541r6Straw PollQuestion:  use cases relevant for NGV?• Y/N/Need more information: 27/0/18Slide 30 Stephan Sand, German Aerospace Center (DLR)September 2018Submissiondoc.: IEEE 802.11-18/1541r6Straw PollsQuestion: Do you agree to adopt the “Onboard Train” use case on slide 14 as one of NGV use cases?• Y/N/A: 10/8/15Question: Do you agree to adopt the “Train-to-Train” use case on slide 21 as one of NGV use cases?• Y/N/A: 21/2/7Question: Do you agree to adopt the “Train-to-Trackside” use case on slide 24 as one of NGV use cases?• Y/N/A: 12/4/14Question: Do you agree to adopt the “Vehicle-to-Train” use case on slide 26 as one of NGV use cases?• Y/N/A: 24/0/10Slide 31 Stephan Sand, German Aerospace Center (DLR)September 2018

Railway Use Cases for NGV

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Railway Use Cases for NGV

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