IOSR Journal of Electronics and Communication Engineering (IOSR-JECE)

e-ISSN: 2278-2834,p- ISSN: 2278-8735.Volume 9, Issue 1, Ver. III (Jan. 2014), PP 01-09
www.iosrjournals.org

Wireless cellular network for high speed (up to 500 km/h) vehicles
Mihir Kanti Sarkar1, G.M. Faysal Ahmed2, A.T.M. Jashim Uddin1,
Most. Hasna Hena3, Md. Atikur Rahman4, Ringko Kabiraj5
1

(Bangladesh Agricultural Research Council (BARC), Farmgate, Dhaka, Bangladesh.)

2
(Ministry of Agriculture, Dhaka, Bangladesh.)
3
(Department of Information and Communication Engineering, University of Rajshahi, Rajshahi, Bangladesh.)
4
(Info-Sarker, Ministry of Information and Communication Technology, Dhaka, Bangladesh.)
5
(Bangladesh Computer Council (BCC), Sher-E-Bangla Nagar, Agargaon, Dhaka-1207, Bangladesh)

Abstract: In the last 25-30 years, wireless communications have become an essential part of peoples lives all
over the globe. Currently, commercial high data rate mobile services are pro-vided with a peak data rate of
28Mbps using a bandwidth of 5MHz. However, this peak data rate is insufficient and even higher transmission
rates are already desired, especially when multiple users and multimedia traffic are considered. The
development of high-speed railway makes peoples lives more and more convenient; meanwhile, it puts forward
much higher requirements on high-speed railway communication services. In this paper, the wireless cellular
network for high speed train is designed that can be deployed in the environment where the passengers have
speed up to 500 km/h. For this purpose, two different network architectures are designed for inside and outside
the train respectively. Inside the train, the MSs are connected to the wireless access point to communicate. The
APs are connected to one transceiver antenna on the top of the train by wired connections. In the outside of the
train the BSs for railway is designed in a different manner. The Omni-directional antennas are used for the
railway BSs for less energy consumption. The coverage area of one BS is overlapped with the nearest BS as a
function of the average expected speed of the train. The railways Base Stations are connected to the BSC, MSC
and PSTN as like the conventional cellular system as well as there is a point to point connection line between
two adjacent BSs to transfer the control information firstly. When the train passes through the overlapping area
of the cells, the handoff is occur and all the controls are transferred from the previous BS to the next BS to the
moving direction of the train. For a train with maximum speed of 500 km/h we use the BS antenna that can
cover an area of radius 10 km. The maximum distance between the overlapped boundary, (5*138) m= 690m
(500000/3600= 138). So it will take 5 sec for a train to pass through the overlapping area. During this period of
time, the handoff can occur smoothly.
Keywords : AP, BSC, BS, BBU, BWC, C-HSTC, CDMA, DAS, FDMA, GSM, GSM-R, MSC, MS, PSTN, QoS

I.

INTRODUCTION

Due to the lower energy consumption, less environmental pollution, larger transmission capacity and
higher safety, high-speed railway has been playing an important role in mass transportation. In the last 25-30
years, wireless communications have become an essential part of peoples lives all over the globe. The
development of high-speed railway makes peoples lives more and more convenient; meanwhile, it puts forward
much higher requirements on high-speed railway communication services. Moreover, new challenges of trainto-ground communication have emerged caused by high mobility: Doppler frequency shift and mobility
management (especially the fast handover control) are two of the most important problems. Rapid changing of
radio channel and over-frequent handovers make mobile communication access much more difficult. Therefore,
it has practical significance to design fast and smooth handover mechanisms which have high speed adaptively.
In order to provide reliable communication service in high-speed train, the optimized handover scheme is
introduced and analyzed in this thesis. Currently, commercial high data rate mobile services are pro-vided with a
peak data rate of 28Mbps using a bandwidth of 5MHz. However, this peak data rate is insufficient and even
higher transmission rates are already desired, especially when multiple users and multimedia traffic are
considered. Meanwhile, high speed trains (HSTs) with a speed of more than 300km per hour are being deployed
rapidly around the world, and have attracted a lot of attention in recent years as a fast, convenient and green
public transportation system. For example, in the USA, a high speed rail plan has been outlined, which includes
10 regional high speed routes. In Europe and Asia, high speed rail has been expanding rapidly. Germany, France
and Japan have been rapidly deploying their national high speed rail networks. By 2020, Chinas high speed
railways will reach 18,000 km, the majority of lines of which will be longer than 1,000 km [1].
The dominant wireless communication system for current railways is the global system for mobile (GSM) for
rail (GSM-R), which only supports a maximum data rate of less than 200kbps, and is specifically used for train
control instead of passenger communications. GSM-R cannot meet the requirements of high data rate
www.iosrjournals.org

1 | Page

Wireless cellular network for high speed (up to 500 km/h) vehicles
transmissions. Using existing technologies, various schemes have been proposed for broadband wireless access
on HSTs. In Europe, the multi-modal global mobile broadband communication (MOWGLY) technology has
been developed, using wireless fidelity (WiFi) and satellite technologies for on-board and train-to-ground
communications, respectively [2]. In Japan, a radio system based on leaky coaxial cable has been deployed in
the HST Series N700 [3] to establish the broadband connection between the train and the ground, while WiFi
is also chosen for in-train communications. The Series N700 can provide 2Mbps wireless data services to
passengers in both downlink and uplink. In Taiwan, WiMAX has been tested for broadband transmissions on
HSTs [4].
However, without changes, those mobile communication technologies may not be suitable for
the needs of data-intensive communications for high speed train passengers, since the relevant moving
speeds are much higher and more challenging for communication designs, for example, the China Railways
High-speed (CRH) train between Beijing and Shanghai at a speed of 350 kilometers per hour (kmph). In recent
years, numerous efforts have been made on adapting the conventional Global System for Mobile
Communications (GSM) framework to High-Speed Train Communication (HSTC) which gives birth to
the railway specific GSM standard, GSM-R. In the high speed train scenario, although GSM-R has
been so successful in voice communications [5], it cannot support high-rate broadband data services,
such as online video or gaming, for a train at a speed up to 500 km/h.

II.

ORGANIZATION OF THIS PAPER

The paper is organized as; section 1 and 3 is about introductory discussion and previous works for
mobile/ wireless communications in the high speed environments. Different solutions for the up- gradation of
the existing technologies as well as the introduction of new technologies are also described in these sections.
The summary of the system concept and the network architecture for the cellular system into the higher speed
environment is summarized in section 4 and 5. The high speed train environment has taken into consideration
for this purpose. In section 5, the network architecture both for inside and outside the train is given. The control
transfer mechanism from one BS to another BS is given into section 6. The frequency reuse concept and moving
frequency concept are illustrated in section 7 and 8 respectively. Finally the handoff mechanism for the high
speed train is given into the section 9 and in section 10 the concluding remarks is given.

III.

PREVIOUS WORKS IN THIS SECTOR

Some research summary in the sector of wireless communication for high speed users (inside high
speed vehicles) are given below:
A research work had been made for high-speed train communication using baseband cloud (C-HSTC)
system framework for providing continuous broadband services to highly mobile users [10]. This framework is
featured with a new virtualized single cell design which mitigates the impact of conventional handover failures
and guarantees continuous communication services. Through exploiting the baseband units (BBU) cloud and
the full frequent frequency reuse in the virtualized single cell, a highly efficient joint transmit beam
forming algorithm is proposed, targeting at compensating the inter-carrier interference (ICI) caused by
severe Doppler frequency shift due to mobility. Numerical analysis shows that the new architecture and
corresponding algorithms are suitable for high-speed train communication and can provide a continuous
data rate of more than 100 megabits per second (Mbps) for passengers at a speed of 400 kilometers per hour
(km/h). This would help to achieve satisfactory mobile broadband services for high speed train passengers.
In multi-hop cellular networks, mobile users can communicate with the base stations via relay stations
(RSs), and handoff between different RSs [11]. This type of handoffs is referred to as inter-relay handoffs. In
networks with highly mobile users, the inter-relay handoffs can occur very frequently. Making intelligent interrelay handoff decisions is important in order to improve the network performance. In this article, the inter-relay
handoff decision problem in a two-hop cellular network with highly mobile vehicles using a semi-Markov
decision process was focused. The objective is to maximize the total reward, which is defined by taking into
consideration the transmission rate of the users link, the overheads for performing inter-relay handoffs, and the
moving speed of the user.
With the deployment of high speed train (HST) systems increasing worldwide and their popularity with
travelers growing, providing broadband wireless communications (BWC) in HSTs is becoming crucial. In this
paper, a tutorial is presented on recent research into BWC provision for HSTs [1]. The basic HST BWC network
architecture is described. Two potential cellular architectures, microcells and distributed antenna systems
(DASs) based cells, are introduced. In particular, the DAS is discussed in conjunction with radio over fiber
(RoF) technology for BWC for HSTs. The technical challenges in providing DAS-based BWC for HSTs, such
as handoff and RoF are discussed and outlined.
The recent advent of high speed trains introduces new mobility patterns in wireless environments. The
LTE-A (Long Term Evolution of 3GPP - Advanced) networks have largely tackled the Doppler Effect problem
www.iosrjournals.org

2 | Page

Wireless cellular network for high speed (up to 500 km/h) vehicles
in the physical layer and are able to keep wireless service with 100Mpbs throughput within a cell in speeds up to
350 km/h. Yet the much more frequent handovers across cells greatly increases the possibility of service
interruptions, and the problem is prominent for multimedia communications that demand both high-throughput
and continuous connections. In this paper, a novel LTE-based solution is presented to support high throughput
and continuous multimedia services for high speed train passengers. Our solution is based on a Cell Array that
smartly organizes the cells along a railway, together with a femtocell service that aggregates traffic demands
within individual train cabins.
There are a lot of handovers failed in high-speed mobile environment because the handover cant be
completed in time although the field strength values are sufficient availability along the tracks. A mobile relay
based fast handover scheme is proposed which is suitable for high-speed mobile environment. Two reference
points are introduced to ensure handover in time. Pre-preparation and packet bi-casting is introduced to reduce
communication interruption time and realize seamless handover. The performance of the proposed scheme is
analyzed in terms of handover delay, communication interruption time and bi-casting time.

IV.

SUMMARY OF THE SYSTEM CONCEPT

The development of high-speed railway makes peoples lives more and more convenient; meanwhile, it
puts forward much higher requirements on high-speed railway communication services. In this paper, the
wireless cellular network for high speed train is designed that can be deployed in the environment where the
passengers have speed up to 500 km/h. For this purpose, two different network architectures are designed for
inside and outside the train. Inside the train, the MSs are connected to the wireless access point to communicate
and no call handover occur here. The APs are connected to one transceiver antenna on the top of the train by
wired connections. In the outside of the train the BSs for railway is designed in a different manner. The
directional antennas are used for the railway BSs for less energy consumption. The coverage area of one BS is
overlapped with the nearest BS as a function of the average expected speed of the train. The railways Base
Stations are connected to the BSC, MSC and PSTN as like the conventional cellular system as well as there is a
point to point connection line between two adjacent BSs to transfer the control information firstly. When the
train passes through the overlapping area of the cells, the handoff is occur and all the controls are transferred
from the previous BS to the next BS to the moving direction of the train. For a train with maximum speed of 500
km/h we use the BS antenna that can cover an area of radius 10 km. The maximum distance between the
overlapped boundary, (5*138) m= 690m (500000/3600= 138). So it will take 5 sec for a train to pass through
the overlapping area. During this period of time, the handoff can occur smoothly.

V.

NETWORK ARCHITECTURE

There are two different network architectures for inside and outside the train. Wireless access points are
used to connect all the MSs inside the train which is connected to the transceiver antenna on the top of the train.
The transceiver antenna is connected to the BSs which are connected to the BSC, MSC and PSTN like the
conventional cellular system. Cell architecture for the Railway cellular network is given in the figure- 1. Both
network architectures are given below:

Figure 1: Cell style for Railways

1) NETWORK ARCHITECTURE INSIDE THE TRAIN
1. There is a transceiver antenna on the top of the train which is connected to the wireless access points
inside the train. This connection may be established by any supported physical media/ cable.
2. There may have one or more wireless access points inside a car of the train, depending on the size of the
car or the power of the wireless access point. Its the best practice to use only one device (AP) in the
middle position of the car, which is placed on the inner roof of the car in ground direction.
3. The wireless access point must have the capacity to serve the maximum number of MSs inside the train.
This number can be calculated depending on the average expected number of users.
4. The network design inside the train is illustrated in the figure- 2.
5. Dynamic IP allocation system can be deployed for the communication between the MS and the wireless
access point.

www.iosrjournals.org

3 | Page

Wireless cellular network for high speed (up to 500 km/h) vehicles

Figure 2: Network Architecture inside the train

2) NETWORK ARCHITECTURE OUTSIDE THE TRAIN:
1) All BSs are under control of MSCs and PSTN like the conventional Cellular System.
2) The Omni-Directional antennas may used for the Railway BSs for the consumption of less energy.
Because it requires to cover less area around the Rail line rather than the coverage system of
conventional cells.
3) For a train with maximum speed of 500 km/h we can use the BS antenna that can cover an area of
radius 10 km.
4) The maximum distance between the overlapped boundary, (5*138) m= 690m. (500000/3600= 138)
5) So it will take 5 sec for a train to pass through the overlapping area.
6) There must have a different point to point communication line between two adjacent BSs to transfer the
control information.
7) The distance between two BSs must known to the corresponding MSC.
8) The coverage area of each BS is overlapped with the coverage area of the nearest BSs as a function of
the average expected speed of the train.
9) The overlapping area is expected to be large enough, so that the passing time of the train through the
overlapping area must be less than the control transfer time from the previous BS to the next BS.
10) As a result, the handoff can occur smoothly, without dropping the call.
11) The network design outside the train is illustrated in the figure- 3.

Figure 3: Network Architecture inside the train

VI.

CONTROL TRANSFER

1) Control transfer of the BS means the transfer of overall functionality of the current BS to the next BS in
real time with a dynamic algorithm.
2) Keep the value of the central position of the coverage area of each BS into DB.
3) Suppose that, the train is now within the coverage of nth BS. So the previous (if exists) was the (n-1)th
BS that is just now visited and next is the (n+1) th BS, that is going to visit.
4) Read the position of the train within the current coverage area of t th and (t+1) th time.
5) If (CPV of (n-1)th BS + Position value at t th time) is less than (CPV of (n-1)th BS + Position value at
(t+1) th time) then the train is in the direction from nth to (n+1) th BS. Here CPV stands for Central
Position Value. Otherwise it is in the direction from nth to (n-1)th BS.
6) When the train enters into the overlapping coverage area, the handoff is occurs and the whole control
process is transferred to the target BS. This transfer process is accomplished through the direct point to
point connection line of the BS.

VII.

FREQUENCY RE-USE CONCEPT

Frequency reuse concept can be used for the railway BSs. The key characteristic of a cellular network
is the ability to re-use frequencies to increase both coverage and capacity. The adjacent cells must use different
www.iosrjournals.org

4 | Page

Wireless cellular network for high speed (up to 500 km/h) vehicles
frequencies; however there is no problem with two cells sufficiently far apart operating on the same frequency.
The elements that determine frequency reuse are the reuse distance and the reuse factor [17].
The reuse distance, D is calculated as
where R is the cell radius and N is the number of cells
per cluster. Cells may vary in radius in the ranges (1 km to 30 km). The boundaries of the cells can also overlap
between adjacent cells and large cells can be divided into smaller cells.
The frequency reuse factor is the rate at which the same frequency can be used in the network. It is 1/K
(or K according to some books) where K is the number of cells which cannot use the same frequencies for
transmission. Common values for the frequency reuse factor are 1/3, 1/4, 1/7, 1/9 and 1/12 (or 3, 4, 7, 9 and 12
depending on notation).
In case of N sector antennas on the same base station site, each with different direction, the base station
site can serve N different sectors. N is typically 3. A reuse pattern of N/K denotes a further division in frequency
among N sector antennas per site. Some current and historical reuse patterns are 3/7 (North American AMPS),
6/4 (Motorola NAMPS), and 3/4 (GSM).
If the total available bandwidth is B, each cell can only use a number of frequency channels
corresponding to a bandwidth of B/K, and each sector can use a bandwidth of B/NK.
Code division multiple access-based systems use a wider frequency band to achieve the same rate of
transmission as FDMA, but this is compensated for by the ability to use a frequency reuse factor of 1, for
example using a reuse pattern of 1/1. In other words, adjacent base station sites use the same frequencies, and
the different base stations and users are separated by codes rather than frequencies. While N is shown as 1 in
this example that does not mean the CDMA cell has only one sector, but rather that the entire cell bandwidth is
also available to each sector individually.

VIII.

FREQUENCY REUSE CLUSTER (FREQUENCY REUSE FACTOR = 1/4) FOR HEXAGONAL

CELLS

This means that the allocated band is divided into 4 bands and the four sub bands are reused
in an alternating fashion as given in figure- 4. No neighboring cells have the same frequency in this
configuration. Note that if the a slightly different configuration can be achieved with 4 cells in the
cluster that performs worse than this configuration.

Figure 4: Frequency reuse cluster for hexagonal cells

IX.

FREQUENCY REUSE CLUSTER (FREQUENCY REUSE FACTOR = 1/4) FOR RAILWAY

CELLS

For the Railway Cellular system, the Omni- directional antennas are used in the BSs. The frequency
reuse concept can be used for cells in different way. The frequencies f1, f2 and f3 are used for cell 1, 2 and 3
respectively. That means a cluster of three cells is formed. The same frequency bands are used for the next three
cells and repeat this process again and again. The number of cell can be increase in the cluster to avoid the
interference. The structure of the cell cluster for Railway cellular system is given in figure- 5.

Figure 5: Cell cluster for Railway Cells

X.

MOVING FREQUENCY CONCEPT

The moving cell concept was introduced in [15] to avoid frequent handoffs in highway
communication. The idea was to construct a separate rail to convey BSs, which physically move in the same
direction and at the same speed as the main traffic flow along the highway. Since the BS or cell moves with
their MTs, ideally handoffs are not needed since the BS moves at the same speed as the main traffic flow.
Although some vehicles may move faster or slower than the main traffic flow and handoffs are needed for these
www.iosrjournals.org

5 | Page

Wireless cellular network for high speed (up to 500 km/h) vehicles
vehicles, the number of handoffs for these vehicles can be significantly reduced relative to the conventional
cellular system. However, because the construction cost of a separate rail is high, the implementation of such a
moving cell concept is difficult to be implemented in practice. The moving cell concept can be replaced by the
moving frequency concept [16], as shown in Fig- 6.

Figure 6: Moving Frequency Concept

The basic idea of the moving frequency concept is to move the radio frequencies of RAUs according to
the positions of the trains (or carriages). For example, the radio frequencies of RAU1, RAU2, RAU3, and RAU4
are f1, f2, f3, and f1, respectively, when the train is in the position at time t1, shown in the upper part of Fig. 6.
However, when the train moves to the position at time t2, shown in the lower part of Fig. 6, the radio
frequencies to be used by the RAUs are moved according to the position of the train. At time t2, the frequencies
used by RAU1, RAU2, RAU3 and RAU4 are f3, f1, f2, and f3, respectively. In the moving frequency concept,
the radio frequencies of the BWC APs on the train are unchanged, while the frequencies of the RAUs are moved
with the train. The moving frequency concept removes the need for handoffs as long as the train is within the
coverage of one CU. However, when the train moves across into the coverage of another CU, handoff is still
needed. If one CU contains a large number of RAUs and covers a rather long distance of rail, the need for
handoff from one CU to another CU should be less frequent. The moving frequency concept can be
implemented by using optical switching technologies. Firstly, each RAU is installed with a fixed optical add
drop multiplexer (MUX) (OADM) to obtain a fixed wavelength [9]. Secondly, the CU is equipped with a
wavelength division multiplexing (WDM) laser and some optical switches to modulate any particular
wavelength with a chosen radio frequency. For instance, RAU1, RAU2, RAU3, and RAU4 are associated with
fixed wavelengths, 1, 2, 3 and 4, respectively. As shown in Fig. 7, at time t1, the CU modulates radio
frequencies f1, f2, f3 and f1 on wavelengths 1, 2, 3 and 4, thus RAU1, RAU2, RAU3, and RAU4 obtain
radio signals of f1, f2, f3 and f1, respectively. In this case, the train receives f1, f2, and f3 from RAU1, RAU2
and RAU3. At time t2, the train moves forward. The CU maps f3, f1, f2 and f3 to wavelengths 1, 2, 3 and
4. Thus, RAU2, RAU3 and RAU4 are sending radio signals with frequencies f1, f2 and f3 to the train. In this
way, the frequencies move with the train and conventional handoff can be replaced by optical switching with a
time order of ns or s, which is much less time-consuming. The moving frequency concept has been
demonstrated in [4], although not with RoF links.

Figure 7: Frequency- Wavelength Mapping

XI.

HANDOFF

Handoffs are broadly classified into two categorieshard and soft handoffs. Usually, the hard handoff
can be further divided into two different typesintra- and intercell handoffs. The soft handoff can also be
divided into two different typesmulti way soft handoffs and softer handoffs. In this paper, soft handoff is
mainly focused. Figure- 8 shows the Group Handoff.

Figure 8: Handoff for a group of call with transceiver antenna, from one BS to another

www.iosrjournals.org

6 | Page

Wireless cellular network for high speed (up to 500 km/h) vehicles
1) FIRST STEP OF HO PROCESS
This step performs the actual handover to a new target BS. After the MS (the transceiver antenna that
handles a group of calls) has become aware of the network topology and optionally did some scanning and
association, it can start cell re-selection in order to choose the target BS. The criteria for target BS selection is
not defined in the standard and is left open to different implementations. After target BS selection, the MS
initiates the handover process by exchanging certain management messages with the BS indicating to the
serving BS that the MS has decided to handover to another BS. Subsequently, the MS starts to tune to the target
BS, obtains downlink and uplink channel parameters, and synchronizes to the new target BS.
Once synchronized with the target BS, the MS resumes the normal sequence of operations for re-entry
into the target BS, including ranging, basic-capability negotiation, authentication, traffic key establishment, and
finally registration. However, some or all of the operations required for re-entry may be eliminated if the target
BS was able to obtain this information over the backbone from the serving BS. If this information is not needed
by the target BS, it is indicated to the MS under a field called HO Process Optimization which is transmitted
in the MOB NBR-ADV message.
2) THE PROPOSED ALGORITHM
In this section, a service-flow aware new handover algorithm is proposed that is fully compliant with
the IEEE 802.16e standard. The main objective of the proposed algorithm is to minimize the handover delay
while acquiring the best possible target BS. In selecting the target BS, the algorithm looks for the BS that can
best support the QoS requirements for the service flows in the MS. The operation of the proposed algorithm is
elucidated by the flow diagram shown in Figure 8 and explained in more detail in the following sections.
3) SECOND STEP OF HO PROCESS
From the short list obtained in the previous step, the MS has the freedom now to pick up any BS from
the list as the target BS. The MS can decide to handover or initiate a handover when the RSSI value received
from the serving BS is below a lower threshold. This condition is the main trigger for initiating a handover to
another BS. Once the MS has decided to handover, the MS should start sending a MOB MSHO-REQ message
to the serving BS. This message indicates to the BS that the MS is about to perform handover and includes a
short list of BSs as obtained before during the network topology acquisition phase. Once this message is
transmitted, the MS should wait for a response from the serving BS as indicated by receiving a MOB BSHORSP message. When the MS receives this MOB BSHO-RSP message, it transmits a MOBHO-IND message to
the serving BS indicating the target BS. Once this message is transmitted, the MS can start tuning to the RF
channel or sub channel to connect to the target BS. Depending on the HO Process Optimization field
transmitted in the MOB NBR-ADV message, the MS starts doing some or all of the following: basic capability
negotiation, authentication, key establishment, and registration.
Figure- 8 shows the flow chart for the proposed handover procedure. Figure 8(a) shows the action to be
taken by the MS when receiving a MOB NBR-ADV message. According to the flow chart, the MS saves, into a
list, the set of neighbor BSs included in the message. Figure 8(b) shows the handover flow chart. Note that the
handover procedure starts whenever the MS detects that the RSSI of the serving BS is less than a preset
threshold, in which case the MS decides to perform a handover to another BS. The MS makes use of the BS list
which is saved when the MOB NBR-ADV message is received, and subsequently starts to build a short list
containing those BSs that support the current active service flows. BSs in the short list are scanned by the MS in
order to evaluate their RSSIs. If one or more of the scanned BSs have their RSSI values above the preset
threshold, their IDs will be sent by the MS in a MOBMSHO-REQ message to the serving BS. When the MS
receives a MOB BSHO-RSP, it selects a target BS and sends a MOBHO-IND to the serving BS. The MS starts
normal re-entry procedure with the new target BS, using such steps as initial ranging and registration.

www.iosrjournals.org

7 | Page

Wireless cellular network for high speed (up to 500 km/h) vehicles

Figure 9: Flow chart for the proposed handover procedure

XII.

CONCLUSION

The wireless cellular network for high speed train is designed in this paper that can be deployed in the
high speed environment (speed up to 500 km/h). Two different network architectures are designed for inside and
outside the train respectively. Inside the train, the MSs are connected to the wireless access points and the APs
are connected to one transceiver antenna on the top of the train by wired connections. In the outside of the train
the BSs for railway is designed in a different manner, on the other hand. The Omni-directional antennas are used
for the railway BSs for less energy consumption. The coverage area of one BS is overlapped with the coverage
of nearest BS as a function of the average expected speed of the train. The calculations, based on speed and
direction of the train is given in this paper. The moving frequency concept, which is one of the forms of
frequency reuse concept, is used for the channel allocation of BSs. Finally an algorithm for handoff procedure is
proposed. The railways Base Stations are connected to the BSC, MSC and PSTN as like the conventional
cellular system as well as there is a point to point connection line between two adjacent BSs to transfer the
control information firstly. This architecture can be used in the cellular systems for high speed vehicles because
of the improved capacity. I am still working to develop a more efficient algorithm for handoff mechanism and
also trying to develop an architecture that will be compatible with the environment having more speedy users.

ACKNOWLEDGEMENTS
First of all we consign our limitless thanks to the Almighty God for giving us strength, endurance and
ability to complete this research. We are very lucky to have all friends together to complete the research in the
field of Wireless Cellular Network in the High Speed Environment. The completion of the thesis has been
possible only for all of our continuous support, encouragement, helpful guidance, understanding suggestions and
enlightened discussion during the thesis work.

REFERENCES
[1].
[2].
[3].
[4].
[5].
[6].
[7].
[8].
[9].
[10].
[11].

J. Wang, H. Zhu and N. J. Gomes Distributed Antenna System for Mobile Communications in High Speed Trains, IEEE
Journals on selected areas in communications. Vol. 30, No. 4, May 2012.
G. Barbu, E-Train - Broadband Communication with moving trains Technical Report - Technology state of the art, Jun. 2010,
available online at http://www.uic.org/etf/publication/publication-detail.php?codepub=19014.
Japan Central Railway Company, Extensive Internet Environment on the Next Generation High-Speed Train Series N700,
available online at http://www.docin.com/p-98849721.html.
ITRI
claims
success
in
WiMax
trial
on
high-speed
train,
available
for
members
at
http://www.digitimes.com/Tornado/V4/SearchEnd.asp#top1.
Wikipedia, the free encyclopedia, Global System For Mobile Communications- Railway, http://en.wikipedia.org/wiki/GSM-R.
H. Zhu, S. Karachontzitis, and D. Toumpakaris, Low-complexity resource allocation and its application to distributed antenna
systems, IEEE Wireless Commun., June 2010.
H. Zhu, Performance comparison between microcellular and distributed antenna systems, IEEE J. Sel. Areas Commun. , vol. 29,
pp. 1151-1163, June 2011.
X. You, D. Wang, B. Sheng, X. Gao, X. Zhao and M. Chen, Coop-erative distributed antenna systems for mobile
communications, IEEE Wireless Commun., June 2010.
D. Lin, A Comparative study on uplink sum capacity with co-located and distributed antennas, IEEE J. Selected Areas in
Commun. , vol. 29, pp. 1200-1203, June 2011.
Dr. L. Qinglin, Dr. F. Wei, Dr. W. Jinsong and Prof. C. Qingchun, Reliable broadband wireless communication for high speed
train using baseband cloud, EURASIP Journal on Wireless Communications and Networking.
Mr. W. Di, Prof. Z. Gang and Prof. Z. Dongmei, Inter- relay Handoff in two-hop relaying networks with highly mobile vehicles,
EURASIP Journal on Wireless Communications and Networking.

www.iosrjournals.org

8 | Page

Wireless cellular network for high speed (up to 500 km/h) vehicles
[12].
[13].
[14].
[15].
[16].
[17].
[18].

Mei-Hsien Lin, Hsu-Yang Kung, Tai-Yang Wu and Wei-Kuang Lai, Vehicular Streaming Handoff Control Mechanism based on
the Prediction Buffer Control Department of Computer Science and Engineering, National Sun Yat-sen University, TAIWAN.
Ouldooz Baghban Karimi, Jiangchuan Liu, and Chonggang Wang, Seamless Wireless Connectivity for Multimedia Services in
High Speed Trains, IEEE JOURNAL ON SELECTED AREAS IN COMM UNICATIONS, VOL. 30, NO. 4, MAY 2012.
Q. Huang, J. Zhou, C. Tao, S. Yi and M. Lei, Mobile relay based fast handover scheme in high- speed mobile environment,
Institute of Broadband Wireless Mobile Communications, Beizing Jiaotong University, Beizing, China, NEC laboratories, China.
C. D. Gavrilovich, G. C. Ware and F. LLP, Broadband Communication on the Highways of Tomorrow, IEEE Commun. Mag. ,
pp. 146-154, Apr. 2001.
Y. Zhou, Z.G. Pan, J.L. Hu, J.L. Shi and X.W. Mo, Broadband Wireless Communications on High Speed Trains, in Wireless a
Optical Communication Conference 2011, invited paper, Apr. 2011.
Wikipedia, the free encyclopedia, Cellular network, http://en.wikipedia.org/wiki/Cellular_network.
H. Fattah and H. Alnuweiri, Anew Handover Mechanism for IEEE 802.16e Wireless Networks, Department of Electrical
Engineering, Texas A & M University.

www.iosrjournals.org

9 | Page