2022 IEEE 25th International Conference on Intelligent Transportation Systems (ITSC)

October 8-12, 2022, Macau, China

A 5G Enabled Next Generation Train Control Data Communication

System Based on Train-to-train Communication
Fengyi Jiao1 and Hao Liang2

Abstract— Communications Based Train Control (CBTC) By introducing T2T communication into the train control
system is the most widely used train control system in urban rail
2022 IEEE 25th International Conference on Intelligent Transportation Systems (ITSC) | 978-1-6654-6880-0/22/$31.00 ©2022 IEEE | DOI: 10.1109/ITSC55140.2022.9922497

Data Communication System (DCS), it allows the trains to

transit. With the rapid development of urban rail transit, the communicate with the adjacent trains and ground without
traditional CBTC system based on train-ground communication
is difficult to meet the future demands of next generation train passing through wayside equipment such as zone controllers
control due to its complex centralized structure. By simplifying (ZC). The trains calculate movement authorities (MA) and
the system structure and communication process, the train- make operational decisions independently with the receiving
to-train (T2T) communication based train control system can information related to train operation.
achieve faster control response and lower operating costs. Now, T2T communication based train control system has
It has become an important development direction of next
generation train control systems. This paper deeply discusses become one of the critical trends of the next generation
the communication issues facing existing train control system train control systems, and many relevant studies have been
and explores the communication requirement of next generation conducted in China. Tan Chen and others analyzed the struc-
train control system. We propose a 5G enabled train-to-train tural complexity and functional complexity of the traditional
communication system for next generation train control. High train control system and simplified the system structure by
reliable train control requirement and 5G characteristics are
jointly considered in the proposed system. We design a complete presenting a train-centric CBTC (TcCBTC) system based on
set of test approaches to evaluate the train-to-train commu- T2T communication [6]. Xiaoxuan Wang et al. formulated
nication system performance, including techniques, tools, and a train-centric CBTC system with LTE-T2T communica-
procedures. The test approaches are implemented in a real tion and a sensing-based semi-persistent scheduling method
5G enabled train-to-train communication system. Extensive test for resource allocation to improve the transmission latency
results illustrate that the proposed system performance satisfies
the next generation train control requirement. performance [7]. Hao Liang et al. proposed an LTE-U
solution of the DCS in the train control system, analyzed
I. INTRODUCTION the application scenario of T2T communication in rail transit,
and established the reliability model of the proposed system
At present, Communication Based Train Control (CBTC)
[8].
[1] system is the most widely used train control system in
Although these works provide various ideas for the design
urban rail transits. It enables continuous and bidirectional
of the T2T communication system for next generation train
communication between trains and the ground through wire-
control, most of them are based on LTE technology. LTE
less communication, typically Wireless Local Area Network
improves mobility and stability compared with WLAN, and
(WLAN) or Long Term Evolution for Metro (LTE-M) [2]–
it has a complete transmission management strategy of
[5]. However, the rapid development of urban rail transit has
Quality of Service (QoS). But, the bandwidth resources of
placed higher requirements on the performance, flexibility,
the LTE system are very limited [9] and are used for multiple
economy, and compatibility of train control systems, and the
services such as train control systems, Passenger Information
traditional CBTC system will probably not be able to meet
Systems, Closed Circuit Television systems, etc. So it is
the needs of the next generation train control system in the
difficult to satisfy the growing bandwidth demand of the
future.
existing services and other potential services.
As was pointed out in [6], the complex system structure
Thus, 5G, as a new generation of mobile communica-
of CBTC is the main factor that restricts the efficiency
tion technology, becomes a promising solution of the next
of train operation. Train control system based on train-to-
generation train control data communication system. It can
train (T2T) communication simplifies the system by reduc-
achieve more abundant spectrum resources and lower latency
ing the wayside equipment and communication process to
to satisfy the requirements of T2T communication. What’s
achieve higher efficiency and lower transmission latency.
more, 5G can maintain high performance at high speed up
*This paper was supported by the Fundamental Research Funds for to 350 km/h so that it can be applied to higher-speed lines.
the Central Universities (2021QY004), Natural Science Foundation of In [10], a 5G-oriented Train Autonomous circumambulate
China under Grants (61973026), Beijing Municipal Education Commission System (TACS) based on T2T communication were pre-
Funding (I20H100010,I19H100010), Beijing Natural Science Foundation
(L201002), in part by the Beijing Jiaotong University Project under Grant sented, and the potential challenges for further research of
(RCS2021ZZ005, 2021CZ107) TACS was discussed. However, it did not give a specific
F. Jiao and H. Liang are with the State Key Laboratory of Traffic network architecture of the T2T-based TACS. In this paper,
Control and Safety, Beijing Jiaotong University, Beijing, P. R. China (e-mail:
[email protected], [email protected]). Corresponding author: F. we propose a novel T2T communication system architecture
Jiao based on 5G for the next generation of train control system,

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Fig. 1: Basic structure of train control system based on train- Fig. 2: Interaction among the subsystems of the train control
to-train communication system based on train-to-train communication

and evaluate the static performance of the 5G enabled T2T

communication system in an indoor test environment.
The rest part of the paper is organized as follows. Section
4) Train Management Unit (TMU). TMU stores the iden-
II gives the general structure of train control system based
tity information of the train in its section of the line.
on T2T communication. Section III introduces the proposed
The train initiates communication to TMU when it
system. Section IV designs a transmission performance test
approaches its section and sends the identity information
for the proposed system. The test results are presented and
to TMU for registration as well as obtains the identity
discussed in section V. Section VI concludes the paper.
information of other trains. When the train leaves the
II. T RAIN C ONTROL S YSTEM BASED ON T2T section, it logs out from MTU and the relevant infor-
C OMMUNICATION mation of the train is deleted.
In the traditional CBTC system, the track resources are 5) Object Controller (OC). The main function of OC is to
distributed by the wayside equipment Computer Interlocking manage the control rights of all the wayside equipment
(CI) and Zone Controller (ZC), which greatly limits the uti- such as signals, switches, and point machines.
lization of the rail transit infrastructure. The train control sys-
tem based on T2T communication improves the structure by The interaction among the subsystems of the train control
integrating ZC and CI functions into the Vehicle On-Board system based on train-to-train communication is shown in
Controller (VOBC). What’s more, Train Management Unit figure 2. The train in the line runs according to the operation
(TMU) and Object Controller (OC) are added to simplify the plan from the ATS during the train operation. As the train
information exchange process [8]. The basic structure of the approaches the next section of the line, it will actively
train control system based on T2T communication is shown connect to the TMU and ask for information about other
in figure 1. The functions of each part in the system are as trains in its section. TMU stores the identity information of
follows: the trains in the section, and it responds to the query requests
1) Automatic Train Supervision (ATS). Instead of com- from the trains. With the obtained identity information, the
municating with CI and ZC, ATS sends dispatching train establishes connections with the adjacent trains and
commands to VOBC directly. Then VOBC notifies OC exchanges the position and speed information to confirm the
to occupy or release the line resources, and the status train’s position and estimate the logical relationship with the
information of the line and trains is also fed back to other trains.
ATS by VOBC directly.
2) Data Communication System (DCS). DCS realizes the The interlocking module of VOBC calculates the MA
data exchange among the subsystems. Due to the change according to the operation plan from ATS, the position
in the system structure and the wireless network func- information from the front train, and the status from way-
tion, it not only carries the data between trains and side equipment. Then ATP computes and updates the train
wayside equipment but also between trains and trains. speed protection curve in real time according to MA and
3) Vehicle On Board Controller (VOBC). VOBC consists other information. ATO is responsible for the train traction,
of the interlocking module, the Automatic Train Pro- speed adjustment, and automatic return functions under the
tection (ATP) module, the Automatic Train Operation supervision of ATP. Besides, the train checks the status of
(ATO) module, and the electronic map module. VOBC the wayside signal equipment and acquires the control right
allows the trains to communicate directly without pass- of the wayside equipment from OC. OC will return the status
ing through the wayside equipment. The train gains of the wayside equipment, and give the control right to the
the position information and operating status of the corresponding train. AS the train leaves the line section, it
preceding train in real time, calculates MA by itself, will cut off the communication with other trains and log out
and makes decisions independently. from MTU.

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 Fig. 3: Train control DCS based on T2T communication

III. D ESIGN OF THE 5G- BASED DCS IN T RAIN C ONTROL concludes a variety of network functions such as Access and
S YSTEM Mobility management Function (AMF), Session Manage-
A. 5G Network Architecture ment Function (SMF), Policy Control Function (PCF), NF
Repository Function (NRF), the Unified Data Management
There are three main application scenarios in 5G: en- (UDM), Authentication Server Function (AUSF) and so on.
hanced Mobile Broadband (eMBB), Ultra Reliable Low- The main component of the user plane in 5GC is the
Latency Communications (URLLC), and massive Machine User Plane Function (UPF). The UPF is mainly responsible
Type Communications (mMTC). EMBB refers to improve- for the routing and forwarding of data and response to the
ments in user experience and other performance parameters requests of SMF. UPF services can be deployed centrally
on the basis of current mobile broadband business scenarios. or distributed on the edge. Sinking the UPF close to the
It is the core application scenario for the individual consumer user side can shorten the data transmission path therefore
market in the early stage of 5G development. MMTC is effectively reduce the transmission latency.
developed for the large-scale Internet of Things. With the re- Radio Access Network (RAN) consists of 5G base sta-
lease of NB-IoT, LoRa, and other standards, the development tions. User Equipment (UE) connects to 5GC through the
of the Internet of Things is expected to be more extensive. RAN service, and the UE access selection and session
URLLC is characterized by high reliability, low latency, management are handled by the AMF.
and high availability. It includes the following scenarios and
applications: industrial applications and control, traffic safety B. A 5G-based Train Control System
and management, remote manufacturing, etc. According to the 5G architecture mentioned above, we
In the T2T-communication-based train control system, the design a train control system based on 5G and T2T com-
reliability and transmission latency determines the efficiency munication, as is shown in figure 3. The proposed 5G based
and safety of the train operation. To support high reliability communication system consists of 5GC, RAN, Mobile Edge
and low latency of trains moving at high speeds, the URLLC Computing (MEC) nodes, and UE. In the figure, the solid
scenario is a sensible solution for the DCS of the next lines represent physical connections, and the dashed lines
generation train control system. represent logical connections in the 5G core network. VOBC
5G adopts a Service-Based Architecture (SBA). In the 5G is connected to Train Access Unit (TAU) to enable wireless
core (5GC) network, the control plane and user plane are communication with base stations, and the information be-
entirely separated to deploy the network functions based on tween the trains or between the trains and the ground is
actual requirements. Each network function is independent forwarded by the base stations through TAU.
and can be added or removed flexibly without affecting the Compared with the traditional LTE-M based network
overall network functions. architecture, the proposed 5G system has made some ad-
The control plane is deployed on the cloud platform, which justments to the core net. First, the UP and CP of 5GC

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 Fig. 5: The test network

Fig. 4: PTP delay response mechanism

of f set = tc − ts , (1)
operate independently and each network element can be where ts is the clock time of the test server and tc is the
deployed flexibly. What’s more, by sinking the UPFs closer clock time of the client. The estimated value of the path
to the UE and deploying more UPFs to the access layer, delay between the server and the client is denoted as
the requirements of low latency and high reliability can be
satisfied. (T 2 − T 1) + (T 4 − T 3)
delay = , (2)
Besides, it is a general way to improve communication 2
reliability by introducing the dual-net structure to increase T 2 and T 4 can be expressed as
redundancy [11] in the DCS. The two sets of networks work
simultaneously and are physically independent. While in the T 2 = T 1 + of f set + delay (3)
proposed 5G-based DCS, the two nets are separated logically
in the core net instead of physically. The VOBC and TAU at T 4 = T 3 − of f set + delay. (4)
the front and rear of the train are fixedly connected to ATS- Rewrite (3) and (4):
A and ATS-B respectively, and either of the ATS establishes
connections with both UPF1 and UPF2. Normally, the on- (T 2 − T 1) + (T 3 − T 4)
of f set = . (5)
board devices establish connections with UPF1 and UPF2 2
through RAN1 (CU1 and DU1). And the UE will turn to B. Throughput Test Approach
connect to RAN2 when RAN1 fails. The logical isolation Throughput is measured in this paper as follows. First,
must be infallible to prevent interference between the two we send data frames at a certain rate. If the data amount
data streams. received is equal to the sent amount, then we increase the
IV. T EST A PPROACH FOR T RANSMISSION sending rate and re-test the throughput. If the data amount
P ERFORMANCE received is less than the sent amount, then reduce the sending
rate and re-test until we finally obtain the result.
In this section, a test approach for the transmission per-
formance of the 5G enabled train control DCS is designed. V. T EST E NVIRONMENT AND R ESULTS
We set up an indoor environment to test the static per-
A. Latency Test Approach
formance of the 5G enabled T2T communication system.
While most of the latency test tools such as IxChariot and The equipment connection framework is shown in figure
FastPing measure the Round Trip Time (RTT) to evaluate 5. PC1 and PC2 represent the VOBC on the train, and
the latency performance, a one-way latency test method was PC3 represents the server on the ground. We use Huawei
introduced in this paper. MH5000-31 5G industrial module as the Customer Premise
To measure the one-way latency requires a precise syn- Equipment (CPE) which represents the on-board terminal.
chronization between the two test ends. The basic idea of
the synchronization process is from Precise Time Protocol A. Latency Test
(IEEE 1588) [12]. Precise Time Protocol (PTP) uses the The latency test was carried out between PC1 and PC2 to
Two-Way Time Transfer (TWTT) technique to compensate simulate the communication between trains. At the beginning
for packet delays. Figure 4 shows the PTP delay response of the test, PTP events are exchanged to calculate the time
mechanism, the server and the client exchange the TWTT offset. To avoid the impact of exchanging PTP packets on
packets to correct the time offset of the client relative to the experimental traffic, we assume that the time offset keeps
server. constant during the whole test. The latency test result is
The time offset between the test server and the test client shown in figure 6 and figure 7. More than 80% of the
is transmission delay is less than 50ms.

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 Fig. 6: Transmission latency Fig. 8: Throughput

Fig. 7: The probability distributions of transmission latency Fig. 9: The probability distributions of transmission through-
put

B. Throughput Test
In the throughput test, we sent data from PC3 to PC1 and [3] Long Term Evolution for Metro (LTE-M) —— Generic specification
Part 1: System requirements, Std. T/CAMET 04 005.1- 2018, 2018.
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[5] Long Term Evolution for Metro (LTE-M) ——Generic specification
VI. CONCLUSIONS Part 3:Comprehensive carrying information classification and require-
ments, Std. T/CAMET 04 005.3- 2018, 2018.
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