Virtual Coupling in Train using 5G; MODEL PREDICTION AND SIMULATION

Aakanksha Jaiswar, Aman Bansal, Anamika Chauhan

*
Information Technology, Delhi Technological University

1. ABSTRACT

This research explores the integration of 5G technology intoIndian mechanical couplers that allow cars to stay in the same train coupling. In
railway infrastructure through the implementation of Virtual Train virtual coupling, vehicle-to- vehicle communication-based train operation
Coupling (VC). Traditional train coupling systems are replaced with controls uphold the safe running distance between vehicles. Trains are
virtual connections facilitated by 5G networks, promising significant separated by this system using a relative braking distance. A shorter train
improvements in efficiency, safety, andoperational flexibility. tracking distance may be attained with this technique. Trains can travel
with or without a mechanical coupler, allowing for dynamic coupling and
Virtual coupling eliminates the need for physical connections between decoupling. By dynamically linking two or more trains to form a new
trains, allowing them to operate closely withoutconstraints. Leveraging convoy, it can improve the capacity of the line.
the speed and low latency of 5G, trains communicate in real-time, Instead of relying on a set timetable, capacity can be dynamically
adjusting speeds and distances based on surrounding conditions. This changed on demand with virtual coupling. As a result, it can adjust to
enhances safety by minimizing the risk of accidents and derailments. various transportation needs. Additionally, the department of railway
operations is able to assist the best possible train operation.
Certainly! Let’s delve into how virtual coupling can address the
challenges faced by rail transit systems and contribute to reducing
The study calculates the potential efficiency gains on Indianrailway tracks accidents.
with the adoption of VC. Additionally, it outlines the adaptable nature of
trains once virtual connections are established, particularly beneficial at Virtual coupling (VC) is an advanced train-centric signalling system
turnouts and stations where flexible operation is crucial. that enables multiple trains to operate as a single formation or decouple
flexibly, either on-the-run or at stations 1. Here’s how VC can enhance
safety and efficiency:

One of the key benefits of VC is its ability to dynamically form and 1. Collision Prevention:
dissolve train consists, reducing turnaround times and optimizing  VC uses wireless communication instead of mechanical
schedules. This contributes to increased operational efficiency and better coupling to ensure that trains can easily reconnect or disconnect
alignment with cargo requirements for each journey.  By maintaining a smaller tracking interval between trains, VC
significantly reduces the risk of collisions.
 When trains operate in close proximity, VC ensures timely
communication and coordination, preventing accidents caused
This research aims to implement 5G signaling to improve the efficiency of by signal failures or human errors.
existing railway tracks in India, presenting a significant advancement in 2. Increased Capacity:
the nation's rail transportation infrastructure. By embracing 5G-enabled  VC optimizes train spacing, allowing more trains to operate on
VC, Indian Railways can enhance safety, efficiency, and passenger the same track.
experience, paving the way for a modernized and interconnected railway  With shorter headway times, rail lines can accommodate higher
network. passenger volumes during peak hours.
 By maximizing line capacity, VC improves service levels and
Index Terms- MPC AUMOATED VIRTUAL COUPLING reduces overcrowding.
3. Efficient Scheduling:
 Traditional railway systems struggle with dynamic and flexible
scheduling, especially in megacities with varying passenger
demand.
2. INTRODUCTION
 VC enables trains to adapt dynamically based on real-time
conditions, such as increasing capacity during rush hours and
The increasing demand for both passenger and freight rail
reducing it during off-peak times.
transportation has put infrastructure administrators under constant pressure
 Efficient scheduling ensures smoother operations and
to increase the capacity of their current networks. As a result, the railway
minimizes delays, reducing the likelihood of accidents.
sector is considering implementing cutting-edge control systems. A unique
4. Energy Efficiency:
idea in train control systems is virtual coupling. It disengages the
  VC allows for energy-efficient train control by optimizing The Internet of Smart Trains, 5G doesn’t just connect trains to networks; it
acceleration, braking, and speed profiles. makes trains an integral part of the network.
 Trains can communicate and adjust their behavior collectively,
leading to better energy utilization. Key applications include:
 Reduced energy consumption benefits both the environment and
operational costs. Autonomous Trains: Accurate 5G positioning enables closer spacing
5. Emergency Response: between trains, allowing more trains to operate on existing tracks.
 In emergencies, VC-equipped trains can quickly decouple or
form new configurations. Virtual Coupling, Trains can “talk” to each other using T2T (train- to-train)
 For instance, during power supply failures or other critical communications. Virtual coupling allows two trains to move together as if
incidents, trains can separate to prevent collisions. physically coupled.
 VC enhances emergency protection capabilities, safeguarding
passengers and minimizing disruptions. Train-to-Infrastructure (T2I): Trains communicate with their surroundings,
6. Self-Organizing Trains: enabling smoother operations and better traffic forecasts.
 VC principles define flexible and self- organizing train
behavior. Predictive Maintenance: Wear-and-tear monitoring accelerates the shift to
 Trains can autonomously adjust their positions, speeds, and predictive maintenance, keeping trains on track for longer.
formations based on real-time data.
 This adaptability ensures smoother traffic flow and reduces the Greener Journeys: Easy monitoring of power consumption supports low-
risk of accidents. carbon, environmentally friendly travel.
7. Urban Rail Transit Safety:
 VC is particularly relevant for urban rail transit, where Blockchain and Traffic Conflict Control
passenger safety is paramount.
 By adopting VC, rail systems can maintain stable and safe train Blockchain technology, combined with secured train movement databases,
traffic even during peak demand. helps forecast traffic conflicts in real time.
 Research in this area supports the development of platoon
operation-oriented train service schedules. Variants of virtual coupling strategies synchronize reference models of
automatic train operation (ATO) for mainline trains.
In summary, virtual coupling offers a transformative approach to rail
transit safety. By leveraging communication technology and adaptive The immutable blockchain databases enhance safety and reliability.
behavior, VC enhances collision prevention, capacity utilization, and
emergency response. As cities continue to rely on rail systems, investing in The convergence of 5G technology and artificial intelligence is poised to
VC technology becomes crucial for safer and more efficient transportation revolutionize the railway industry, offering a glimpse into a future of
networks 13. unprecedented efficiency and safety. Driverless trains, made possible by the
high-speed, low-latency communication capabilities of 5G networks,
promise to redefine the way we perceive rail transportation. With real-time
3. IDENTIFY, RESEARCH AND COLLECT IDEAS data exchange between trains and control centers, autonomous operations
not only ensure safer journeys but also optimize scheduling and resource
The concept of virtual coupling of trains using 5G. This innovative utilization. Meanwhile, drones equipped with 5G connectivity are
application leverages the power of 5G technology to enhance railway transforming track inspection processes, providing rapid, high-resolution
operations and improve passenger experiences. Here are some key points: assessments that enable proactive maintenance strategies. This shift from
reactive to predictive maintenance not only enhances safety but also
5G and Railways: A Game Changer reduces downtime and operational costs. Furthermore, the utilization of
artificial
5G is the latest generation of wireless mobile technology, known for its All authors will be required to complete the Proceedings exclusive license
lightning-fast reactions and massive data handling capabilities. transfer agreement before the article can be published. This transfer
agreement enables Elsevier-SSRN to protect the copyrighted material for
Two critical features make 5G attractive for railways: the authors, but does not relinquish the authors’ proprietary rights. The
copyright transfer covers the exclusive rights to reproduce and distribute
Ultra-Low Latency: The delay between sending and receiving information the article, including reprints, photographic reproductions, microfilm or any
can be as little as 1 millisecond, significantly faster than 4G. other reproductions of similar nature and translations.

High Data Rate: 5G can move massive amounts of data at speeds up to 10

Gbps, making it ideal for real-time communication with moving objects
like trains.
4. STUDIES AND FINDINGS

To guarantee the safe flow of trains, there are two methods. One method
is the fixed block system (FBS) strategy, which, as Figure 3 illustrates,
divides the track into discrete subareas called blocks in order to pinpoint a
train's location on the track. A block can only have one train occupy it when
using the FBS method. A block's length is determined by a number of
variables, including the maximum speed permitted and the local conditions.
Furthermore, a block's length might range from a few hundred metres to
several kilometres. There have been successful uses of these systems. They
are insufficient, though, for high-capacity rail lines , hence , train controls Figure no 2
shifted from Fixed block systems to Moving block systems .
In the ADBM, the position of the follower consist sf
is calculated as follows:
Sf = sl – dmin – vf 2/2af (1)

where 𝑑min represents the minimum safe distance between two

consecutive consists, sl represents the position of the leader, and vf and af
represent the velocity and braking deceleration of the follower,
respectively.

The safety buffer between two successive vehicles can be lowered in

the RDBM if it is considered that they are moving at different braking
speeds.
Figure no 1

The MBS system uses real-time definition and calculation of the blocks
as safe zones surrounding each train (Figure 4). The precise location and
speed of every train at any given time, as well as constant communication
between the on-board train signalling system and the central signalling
system, are necessary for this real-time block calculation. As a result, the Figure 3
MBS is a system that enables trains to automatically and continuously
adjust their speeds. It does this by continuously calculating and
communicating their exact positions and speeds (TP) to the track Figure no 3
equipment along the line. This allows for the calculation of the area of the
track that may be occupied by the train. Which enables trains to automatically and continuously adjust their
speeds. It does this by continuously calculating and communicating their
exact positions and speeds (TP) to the track equipment along the line. This
The MBS has two train operating control modes: the Relative Distance allows for the calculation of the area of the track that may be occupied by
Braking Mode (RDBM) and the Absolute Distance Braking Mode the train.
(ADBM). The efficiency and hazards associated with these two
control techniques differ. The ADBM (Figure 5) is predicated The MBS has two train operating control modes: the Relative Distance
on the idea that, regardless ofthe current speed and the braking curve of Braking Mode (RDBM) and the Absolute Distance Braking Mode
the preceding consist, two consecutive consists running on the same track (ADBM). The efficiency and hazards associated with these two
must always be separated by a sufficient margin to guarantee that each control techniques differ. The ADBM (Figure 5) is predicated on
train can reduce it’s speed and will be able to stop before reaching the the idea that, regardless of the current speed and the braking curve of the
last intelligence for data analysis opens avenues for optimizing every preceding consist,
aspect of railway operations, from route planning to passenger
management. By harnessing AI algorithms, operators can extract
valuable insights from vast datasets, enabling predictive maintenance, Thus, if the second consist is moving at speed vf and the first consist
route optimization, and resource allocation. Together, these (leader) is braking with a deceleration of al , and applying brakes with
advancements herald a future where railways are safer, more efficient, deceleration af , the follower's position sf can be computed as follows:
and better equipped to meet the demands of tomorrow's transportation
landscape. Sf = sl – dmin + vl2/ 2al – vf2 /2af (2)

known position on the track of the consist immediately preceding it.

 To further increase the efficiency of the railway tracks and to prevent
more and more cases of collision , concept of virtual coupling was
introduced .
Two trains are considered to be travelling in the same direction at the
same interval. The dynamics equation of the two trains can be written as
Eq. (1) using Newton's second law, where the subscript of the variables is
1 for the train that comes before and 2 for the train that comes after.

mi = fit(t) – fib (t) – fiw(vi) - fir(xi), i = 1,2 (1)

Figure no 4

where the ith train's mass and speed are represented by mi and vi , Modelling process of train cooperative marshalling
respectively. The ith train's position is xi. Equation (2) can be used to
determine the traction force and braking force of the ith train, which are This study models and simulates the cooperative marshalling of the virtual
represented as fit and fib. linked train using an MPC-based approach. Using models that implement
the best control, the MPC seeks to forecast the system's performance in a
specific future time frame. The following is a description of the MPC
fit(t) = uit(t). Fimax (vi (t)), i = 1, 2 (2) method's underlying theory. An online optimisation problem in a finite time
domain is solved at each sample time based on the available information,
fib(t) = uib(t). Bimax (vi (t)), i = 1, 2 (3) and the first element of the resulting control sequence is then applied to the
controlled object. The procedure described above is repeated at the
subsequent sampling period, and this time, the new measured value serves
The maximum braking force of the ith train is referred to as Bimax, and as the starting point for estimating the system's future dynamics before
the maximum traction force is referred to as Fimax. The ith train's output solving it once more.
relative traction and braking rate are indicated by the variables uit and uib, Finally, an agreement on the control of the train speed constituting a
respectively. Furthermore, uit(t) , uib(t) =0, should be satisfied since the fleet after the virtual coupling condition is reached.
traction force and the braking force cannot be output concurrently.

The basic resistance and additional resistance during train operation are Model Predictive Control (MPC) Simulation
denoted by fw and fr , respectively, in Eq. (1). The Davis Eq. (3) can be used
to derive f w , where the coefficients for the Davis constants are c1, c2, and MATLAB simulated the virtual coupling operation of the three trains based
c3. f r mostly consists of the obtained ramp resistance and curve resistance. on the MPC modelling presented in Section 2.2. The three trains' operations
are depicted in Figure below. The second and third trains run at a starting
Fiw (v) = mi . (c1vi2 + c2vi + c3) (3) speed of 10 m/s, while the first train, which is the pilot train, accelerates
and decelerates at different times. The speed is rapidly altered with the pilot
train via the MPC model once the virtual coupling condition is established,
5. IMPLEMENTATION AND SIMULATION and the ultimate speed usually tends to be constant. In order to establish a
stable operation, the three trains come together to create a fleet.
Virtual coupling establishment

When the CBTC system malfunctions and its dependability and safety
cannot be assured, the study's hypothetical scenario calls for the system to
be switched to virtual coupling operation mode.

The trackside zone controller (ZC) is going to surrender control of the

region in question when the system malfunctions and the K-th train passes
through the fault point or fault area. In other words, trains that come after
this one will use T2T direct connection via virtual coupling instead of
receiving the mobile authorization (MA) data that the ZC used to convey.

The ZC in charge of the area designates the K-th train as a pilot train when Figure no 5
it passes through a fault point or fault area. Throughout the driving
procedure, the pilot train is still protected by mobile authorization. The K+1 The simulation diagram for the three trains' operating positions is
and K+2 trains that follow each run in a virtual coupling mode. In other displayed in Figure shown below. Apparently, following a fleet formation,
words, trains eventually match the pilot train's speed, which makes up the the spacing between trains stays constant. The second and third trains
fleet. gradually catch up to the lead train at equal intervals when the first train's
speed fluctuates on a regular basis.
 In the rapidly evolving landscape of railway technology, the integration cornerstone in shaping a more resilient, responsive, and sustainable
of 5G connectivity with Model Predictive Control (MPC) and LSTM. transportation infrastructure for generations to come.

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