Deutsche Bahn AG Digital Rail (IDX)

Transcription

1 Deutsche Bahn s Digital Rail Vision and its Implications on the Future Radio for Rail Transport Dr. Patrick Marsch ETSI Workshop on Developing the Future Radio for Rail Transport, July 5th, 2018

2 The Envisioned Longer-Term Evolution of Rail Operations Today / Short- to Mid-Term Longer-Term Target Train Density Scheduling & Control Automation Infrastructure Legacy: Compromise between fixed block sizes and cost ETCS: Reduced block sizes without further field elements, moving block Separate short-term dispatching and long-term scheduling Large extent of manual optimisation Manual driving (GoA0, GoA1) Introduction of digital interlockings ETCS: Replacement of optical signals Note that the 4 timelines are to some extent independent Possibly further increased density through move from absolute to relative braking distance virtual coupling Real-time steering and control of trains with centralised optimisation for entire time horizon Fully automated shunting, marshalling and general train operation (GoA4) Further reduction of infrastructure elements (e.g., balises) All-IP, Cloud-based Significantly improved reliability, capacity and cost efficiency of rail operations Sustainable competitiveness of rail transport 2

3 Key Technology Enablers for Future Rail Operations Management Systems Perception Systems Localization Systems Protection and Control Sys. Operation Systems Managing of traffic and passenger flow in real-time, including incident response (e.g., based on Artificial Intelligence, Big Data) Flawless perception of environment (vehicle and trackside) through multi-modal sensing (cam, radar, lidar) Real-time location and train integrity based on multisensor input (e.g., GNSS, cellular communications) and Digital Map technology Simple and standardized safety core, dynamic of track occupancy Vehicle elements for automation of operative processes (e.g., door control, automated coupling), vehicle diagnosis The fundament for future rail operation is a state-of-the-art and future-proof communication and computation infrastructure 3

4 Critical (Pre-processed) Video will dominate Bandwidth Needs Automated of hazards on tracks 1) Object on ground Automated monitoring of safe passenger (dis-)embarkation 1) Passenger on ground Video-based remote control in degraded mode, incident & emergency management Object on train Video, Radar, Lidar Passenger on train 4 The exchanged (preprocessed) data can be 2) Combined streaming data (video, radar, lidar) Tracking states of detected objects Detected regions of interest with data subsets Estimated average bandwidth needs in Mbps/km 3) ETCS is still voice-dominated Uplink Downlink ETCS L3+ATO Uplink Future rail operations will be video-dominated Downlink Longer-term (estimate) 4) 1) The processing split between train and ground and the communication direction may be scenario-specific and is FFS 2) See UIC / FRMCS FW-AT ) For a reference high-density track agreed in FRMCS in FW-AT 1903 with 0.67 trains/km 4) Assuming 2 Mbps continuous uplink (pre-processed) video for object / passenger and 6 Mbps uplink video in degraded mode Voice Video Other data Degraded Mode

5 Latency Matters No human in the loop 1) Human in the loop 1) Preprocessing Preprocessing Preprocessing Video Display processing Consequence Detection result Object Command applic. Control commands Remote control Train Ground Train Ground Main impact: Braking distance Main impact: Fidelity (and stopping accuracy) At slow speeds, saving 200 ms of E2E processing / comm. latency has visible impact -35% -10% -3.5% 5 km/h 20 km/h 50 km/h According to various studies, fidelity of video-based control starts getting impaired for E2E processing / communication latencies beyond ~ ms 2) Resulting requirements: < 10 ms one-way E2E comms. latency for <40 km/h, <100 ms otherwise 5 1) Strongly simplified for illustration purposes (e.g., transport network delay neglected) 2) See, e.g., Mellinkoff et al., Quantifying Operational Constraints of Low-Latency Telerobotics for Planetary Surface Operations, January 2018

6 Key Future Radio Pre-Requisites to Enable Digital Rail Foresight FRMCS has to be designed to meet the long-term needs of the railways 5G The state-of-the-art mobile communications technology should be the default basis for a futureproof FRMCS system Input to 3GPP Rel. 16 Ensure that basic and offthe-shelf 5G / NR technology meets main rail needs Spectrum Ensure that there is sufficient dedicated spectrum for rail operations available for the migration to FRMCS / 5G and for long-term needs Future-proof architecture Have a clear split between application and communication layer, and enable a future-proof, servicebased Cloud architecture 6

7 Performance Why 5G? Hard Arguments Reduced latency (LTE may not be able to guarantee latencies <10 ms) Quality of Service architecture (LTE does not support in-bearer traffic differentiation) E2E Network Slicing (LTE only supports core network slicing) State-of-the-art in 2022 (At completed FRMCS deployment in 2035, LTE will be close to end-of-lifetime) Standardisation still influencable Soft Arguments Better native support of (Massive) multiple-input multiple-output (MIMO) Coordinated multi-point (CoMP) Device-to-device comms. (e.g., train-to-train) Better native support to improve reliability / availability (e.g., multi-connectivity, redundant signaling, etc.) Better adaptation to various deployment scenarios / transport networks Higher degree of configurability / abstraction (more options for customized and proprietary implementation) Lean design (reduced always-on signaling, self-contained signaling) 7

8 The Limited Time Window for 3GPP NR Rel. 16 Impact UIC / FRMCS FRMCS Communication Use Cases Publication of final FRMCS use case list Expected finalisation of specification System Function Requirement Specification 3GPP Rel. 15 Stage 3 Rel. 16 Stage 1 Rel. 16 Stage 2 It is crucial to ensure that key rail needs are captured in 3GPP NR Release 16, e.g. Inclusion of rail 900 MHz in 3GPP considerations Inclusion of rail bandwidth options (e.g., 2x1.4 MHz, 2x5.6 MHz after squeeze option, etc.) Assymetric uplink / downlink bandwidth needs Oct. 2018: Practically last opportunity to bring input to 3GPP NR Release 16 Rel. 16 Stage 3 Mid 2018 Mid

9 Longer-term options The Rail Spectrum Challenge Major stations / hubs Urban areas Rural areas 3.7 GHz? Rail 1900 MHz? Commercial spectrum of mobile network operators? Dedicated rail 900 MHz An additional challenge will be the expected long GSM-R / FRMCS co-existence (migration period): E-GSM-R 2x3 or 2x1.4 MHz 1) FRMCS / 5G GSM-R 2x4 MHz GSM-R GSM-R FRMCS / 5G 1) Squeeze option time 9

10 Future-Proof Architecture (Example: Onboard Architecture) 1) Current ETCS onboard architecture (example) Eng. / Brake TIU JRU EVC Odo meter EDOR DMI / HMI TIU: Train Interface Unit, JRU: Juridical Recording Unit, EVC: European Vital Computer, EDOR: ETCS Data Only Radio, DMI: Driver Machine Interface, HMI: Human Machine Interface Many unique point-to-point interfaces between physical entities with fixed relations Logical architecture tied to physical architecture Difficult to expand or upgrade Future service-based onboard architecture (example) Eng. / Brake Application: Future ATC/ATO Application: Remote train control New 3GPP/non-3GPP radio Application: Object Local transport and adaptation system Legacy radio Clear decoupling of services and applications from underlying transport system and platform infrastructure Virtualised functions with standardised application programming interfaces (APIs) Easy addition of new sensors / actuators and services 10 1) See also UIC / FRMCS FW-AT 2804

11 Conclusions Railways have the opportunity to leverage technology advances from other industries to substantially increase quality, capacity and cost efficiency of rail operations, for sustainable competitiveness of rail transport As a basis of future rail operations, a future-proof communication and computation infrastructure is required. For this, in particular the following steps are essential: Foresight: FRMCS has to capture the long-term railway needs 5G should be selected as default and future-proof basis for FRMCS Rail input to 3GPP Rel. 16 is essential to ensure that off-the-shelf 5G technology supports rail needs (e.g., support of bandwidths of 1.4 MHz, 5.6 MHz) Spectrum: Sufficient rail-dedicated spectrum is necessary, in the short-, mid- and longer-term, and any premature decisions on this should be avoided A future-proof architecture should be pursued, with a clear separation of application and communication layer, and being service- and Cloud-based Thank you for your attention! 11