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5G New Radio: The technical background



Although 5G is being heavily marketed as a new technology, it’s neither particularly new nor a single technology. If mobile technology were a long-running TV series, 5G is a mid-season reboot, with new characters introduced alongside the old, new plot arcs complementing existing storylines, and a publicity drive that rather overstates the case. However, the possibilities for future development are much enhanced.

There have been three major new generations of mobile technology: 2G replaced analogue with digital; 3G began the switch to data-centric networking; and 4G completed that move. 5G has three main focuses — mobile networking, IoT, and very high-performance industrial control — of which mobile networking will be the most important for most people over the next few years, and which is best thought of as a continuation of 4G’s Long Term Evolution (LTE) under a new flag. Indeed, this stage of 5G is known as NSA (Non Stand Alone) as it will run alongside and interoperate with existing LTE networks. SA (Stand Alone) comes later.

Which is not to say that there aren’t significant innovations in 5G. While the 5G standardisation process covers core network and base station topology as well as other aspects of running high-performance networks, most of the factors that will affect our first experiences of 5G are affected by the subset of standards called New Radio, or 5G NR. Although work on NR was only started in the spring of 2016, it quickly rolled up the until-then very disparate research area and has already produced a number of nearly-there pre-standard references (see boxout below).

15, that difficult stage…

5G NR is developed by a group called 3GPP, the 3G Partnership Project, and the first version of the standard is called Release 15. 3GPP is so called because it was first formed to standardise 3G; it has considerable authority as an international group that brings together standards committees, regulators and industry bodies, and the legal issues over renaming it were too onerous when 4G came along. Release 15 is the 18th major standard, which fact is an excellent indicator of how organisations at this level actually work.

Release 15 has been produced at some speed. Starting in early 2016, a preliminary release in March 2018 was declared complete enough for manufacturers to start preliminary production, By the third quarter of 2018, both Ericsson and Huawei said they’d deployed more than 10,000 base stations on that release. A further standard update appeared in September, with a ‘feature freeze’ final pre-standard version of Release 15 promised for December. However, chips developed by Qualcomm to the September release were reported by industry site Light Reading to have proved incompatible with the March-release-based base stations, potentially requiring a hardware swap.

A three-month delay in finalising 3GPP’s Rel 15 standard (phase 1 of 5G) has resulted in a knock-on delay to Rel 16 (phase 2 of 5G).

Image: 3GPP

As a result the December freeze has been postponed to March 2019 with knock-on delays for Release 16, which is expected to bring the low-latency and high-speed aspects of 5G to prominence. The difficulties, according to 3GPP, were caused by a lack of communication between the technical subgroups working on the Radio Access Network side, those defining the overall system configuration, and those in charge of the core network configuration. Citing overwhelming workloads, the 3GPP said that there had been no time for a coordination meeting of all the subgroups prior to the September release.

The industry is sympathetic, with players like Samsung saying that they’re not changing their roll-out plans. Samsung is expected to show a 28GHz-enabled 5G handset at Mobile World Congress in February 2019.

5G NR includes major advances over LTE, each with specific benefits.


Most importantly, there’s masses of new airspace. 5G NR includes millimetre-wave (mmWave) spectrum (>24GHz) for the first time, with the first release of 5G including frequencies from below 1GHz up to 52.6GHz. The high-frequency spectrum (> 6GHz) comes in many different bands that vary by region, as well as many that are not yet fully available due to existing services that must be closed or moved.


Different spectrum bands are being made available for 5G NR around the world, on different timescales.

Image: Ericsson

The high-band allocations can support very high data rates and intensive frequency reuse, providing very dense, high-performance networking. They have very limited range for a given transmission power compared to lower bands and more stringent health and safety limits, and they are more susceptible to environmental issues like heavy rainfall and seasonal leaf growth. Conversely, the very small wavelength makes it much easier to build very high-performance antennas of small physical size.  

The high bands will be used to overlay existing LTE networks, providing much higher bandwidth on demand to reduce LTE (and eventually, 5G) mid- and low-band congestion, as well as fibre-speed home and office fixed wireless access (FWA) broadband. The 28GHz bands have seen the most attention, with the UK breakdown by region and operator being typical of how a territory already well-serviced with LTE will allocate resources:


Image: Ofcom

Ultra-lean design

Ultra-lean design is a key 5G NR design principle, reducing energy consumption and interference. LTE relies on a number of always-on signals transmitted by base stations — beacons that show which cells are available, reference channels that terminals and base stations use to configure data links, command channels for tracking mobility and so on. In LTE, these signals don’t take up a significant percentage of the overall channel usage, but 5G will have a much denser network with more cells, which will on average have quite a low actual usage rate. The always-on signals will thus take a greater percentage of power, and will interfere more with adjacent cells, leading to lower throughput.

Wherever possible 5G reduces or switches off such signals until they’re actually needed. The reference signal, for example, is only transmitted once data transfer is under way. This means the handset and base station have to optimise the signal on the fly, but the overall benefit to throughput for the network is notable.

Ultra-lean design is also a key component of forward compatibility, a specific requirement in 5G NR for curiously unspecific ends. The basic rule is to leave as much room as possible in implementations to allow future developments. In practice, this means minimising non-data carrying transmissions (reducing overall interference and spectrum use), having a high degree of frequency and time-domain flexibility in 5G designs, and providing paths for reconfiguration in the future both in the hardware and in the specification itself.

This latter decision came about through experience with LTE, which encodes a number of design decisions in the specification such as when and where error-correction happens: if a new service finds these decisions inefficient or even disabling, then there’s nothing that can be done. A reconfigurable standard can improve on old decisions. Also, new basic technologies such as software-defined radio (SDR) have moved much radio engineering from hardware into software, meaning that changing operating characteristics in ways that once took a complete hardware revision can now be pushed out as a software update. 5G is the first generation to fully embrace this.

Modulation and framing

5G modulation and framing is also an increment from existing ideas, but a significant one. Like LTE (and recent wi-fi standards, and just about every modern digital wireless system), 5G NR uses ODFM as its underlying modulation scheme. ODFM (orthogonal frequency division multiplexing) combines multiple subchannels within a channel, and is known to be both robust against interference and efficient in its use of frequencies. It’s also highly flexible, as different numbers of subcarriers can be added to increase a channel capacity, or numbers reduced to provide much lower-power, lower-bandwidth options.

5G NR can choose subcarrier spacing from 15kHz to 240kHz, with a maximum 3300 subcarriers in simultaneous use on one channel. However, channels can be no more than 400MHz wide. The standard is frequency agnostic, meaning any subcarrier configuration can be used on any band. In practice, the mid- and low-band frequencies below 6GHz have markedly different channel and noise characteristics, as well as different maximum bandwidths, to the high-band allocations, so will use 15 to 60kHz channel spacing, while high-band will use 60 to 120kHz. There are currently no 5G band allocations between 6GHz and 24.25GHz, but the standard allows for optimal ODFM configuration to match any future expansion into this spectrum.


5G ODFM usage models, channel bandwidths and subcarrier spacing.

Image: Qualcomm

Not all devices on 5G NR have to support all bandwidths, which is a change from LTE. Furthermore, 5G NR supports adaptive bandwidth, letting devices move to a low-bandwidth, low-power configuration when appropriate, and gearing up to higher bandwidths only when necessary. This creates the opportunity for very low average power devices that can still deliver high performance — IoT networks, for example, which normally only need small amounts of data for telemetry, but nevertheless need to be able to update their firmware for security and feature patches. The 5G NR specification refers to these different configurations as ‘bandwidth parts’, and in theory a device can support multiple bandwidth parts simultaneously on the same channel, although the first 5G NR release limits devices to one bandwidth part at a time.

Within a subchannel, data is divided up into frames of ten milliseconds each, further subdivided into ten 1ms subframes. Those subframes are themselves divided into slots of 14 OFDM symbols apiece. Thus, wider bandwidth subchannels have more OFDM symbols per second and each slot thus gets shorter, but the basic frame structure stays the same. At the lowest subcarrier spacing, 15kHz, the frames are identical to LTE, simplifying compatibility.

LTE and similar systems allocate bandwidth to different devices by slot, but 5G NR has a mechanism for a transmission to start within a slot, effectively creating what are called ‘mini-slots’. This is especially useful for the high bands, which can have very large OFDM symbols and thus the ability to use just a few to carry a relatively short message improves both channel reuse and latency. Another potential advantage is if, or when, 5G expands to unlicensed spectrum, which normally comes with a ‘listen before use’ rule to prevent interference. If a channel appears quiet, the ability to start a transmission without having to wait for a slot boundary reduces the chance of another device grabbing the channel.

Other low-latency adaptations in 5G NR are tight requirements for data transmissions to start after a channel is granted, and restrictions on processing delay for data streams. This is achieved in the higher network layers by changing header structures so that processing can begin without the full packet information being known, and at the physical layer by having the radio receive essential information from reference and downlink control signals instead of deriving it from the symbol stream.


5G NR has a much more advanced concept of beamforming than LTE. Beamforming is the manipulation of the signals fed to and received from complex antennas to create beams in space that focus power in a particular direction. LTE could do this for data; 5G NR extends this to control channels too, while increasing the precision and adaptability overall for operation under different conditions. At the high bands, beamforming will mostly be used to increase range by energy focus, while at the mid and low bands below 6GHz, where attenuation is less of a problem, beamforming will be a key part of MIMO, the multiple-in multiple-out spatial channel technique that increases bandwidth for multiple devices in the same area. Although not part of the first release, 5G NR will support distributed-MIMO, where a user can receive different parts of the same data stream from multiple sites.


With FD-MIMO, the antenna system can form beams in both horizontal and vertical directions, giving coverage in 3D spaces.


This touches on the other major areas of 5G beyond the radio: how base stations communicate with each other and with the core network, how the operators manage the whole system for reliability and profit, and what shapes the new network uses built on the back of these technologies will take. Don’t expect the full picture to become clear for three to five years: 5G in 2019 will be as much about groundwork as immediate results.


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Seoul and SK Telecom to use 5G to prevent jaywalking
Seoul and SK Telecom’s planned intelligent transportation systems will use 5G sensors to warn cars of jaywalkers and pave the way for ambulances, they said.

How 5G can unlock IoT’s potential
The Internet of Things will involve an astounding amount of data—and the next generation of wireless communications could play a key role.  

NTT and NEC use 5G to stream 8K footage of a steam locomotive to its passengers
Good news for Japanese steampunks that have a 5G handset from the future.

Ericsson and Deutsche Telekom hit 40Gbps wireless backhaul speeds
Ericsson says the trial proves microwave backhaul can be used in a 5G era to attain speeds of 40Gbps.

5G market predictions for 2019 (TechRepublic)
Find out how fast experts anticipate 5G rolling out next year, as well as what to expect and where to find it. 

5G technology: A business leader’s guide (Tech Pro Research)
It’s still early days for 5G services, but as they’re being trialed and deployed, they’re on track to have a far-reaching impact for both consumers and businesses.  

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Alpha Motors Superwolf is a completely decked out electric pickup



Alpha Motors unveiled a new version of its all-electric pickup called the Superwolf. The difference between this particular version of the truck and the ones that have been shown before is that the Superwolf is completely decked out with all sorts of accessories you might expect to find only on the aftermarket. One of the more interesting accessories seen on the truck is tube doors similar to what you commonly see on Jeeps.

Superwolf also has custom KMC wheels with large off-road tires, a custom front bumper with tow rings and skid plates, as well as a complete roof rack featuring an LED light bar and large locking case. In the bed of the truck is a rack that adds more style to the truck and supports the roof basket.

Under the doors are also compact step rails that look like they are intended to protect the vehicle’s body while off-roading. The truck also features wide fender flares and looks fantastic in general. Other interesting features of the truck include a bed cover that appears to be made out of aluminum and a rack that spans the bed allowing for items to be attached on top of the bed itself.

Several other accessories are available for the truck, including a bed extension and more. Other than the accessories, Superwolf features a driving range of up to 300 miles per charge. It has two motors for four-wheel drive and can reach 60 mph in 6.5 seconds. The truck has a tow rating of 6724 pounds and features a rapid charger with battery cooling and heating.

The truck’s interior can hold four passengers and has a digital display for the driver along with the wide-format center display. Bluetooth connectivity and premium sound are also featured. Superwolf can be reserved now with a starting MSRP listed at between $48,000 and $56,000.

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Classic 1967 Chevrolet Camaro Z/28 Trans Am racer heads to auction



When it comes to muscle cars of the 60s, one of the most iconic is the Chevrolet Camaro. The value of a normal Chevrolet Camaro from the era is often very high. The value of this 1967 Chevrolet Camaro Z/28 Trans Am is even higher as it’s an actual successful racing car from the era. This vehicle is the first of six Sunoco Trans Am Camaros that Penske Racing built.

This particular car has an extensive racing history with drivers Mark Donohue and George Follmer behind the wheel. The car has been completely restored by Kevin McKay in its iconic Sunoco racing livery. The car is said to be one of the most significant Chevrolet-powered racing cars ever built. Because of its rarity and racing pedigree, the car is expected to bring as much as $2 million at auction in Pebble Beach.

The car features a 302 cubic inch overhead valve V-8 engine and a single four-barrel carburetor. It’s estimated to produce 450 horsepower and has a four-speed manual gearbox along with four-wheel hydraulic disc brakes. The front suspension is independent wishbone with coil springs, while the rear has a live axle with leaf springs, a setup common in the era.

The racing series the car was built for required a 302 cubic-inch engine. The Z/28 was born due to the need to produce examples for homologation. The Z/28 became the Camaro performance production model, with 602 examples being built in 1967. The first 25 of those cars off the assembly line were sent to racers. This particular car was the 14th produced and was sent to Roger Penske.

This car is the first of only six Penske Camaros built between 1967 and 1969. The auction house says that over $330,000 was spent to restore the iconic car completely. The car comes with a file documenting its extensive racing history and photos of the car as it was discovered and during its restoration.

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VW Atlas Cross Sport GT Concept has 300HP under the hood



We all know the VW Atlas Cross Sport as a five-seat version of the Atlas SUV. But as the German automaker unveiled its Atlas Cross Sport GT Concept, we’re pretty much convinced it has the gravitas to trounce other sporty crossovers like the Mazda CX-5 and Infiniti QX50.

The concept starts with a range-topping Atlas Cross Sport SEL Premium R-Line version with a 3.6-liter V6 engine, race-inspired R-Line exterior styling, and standard all-wheel-drive. But instead of having a V6, the folks at Volkswagen Chattanooga gave the concept a modified EA888 motor from the VW Golf R. It also gets a new front-mounted radiator (from the Mk7 Golf R) and a new IS38 turbocharger.

Pumping out no less than 300 horsepower, the 2.0-liter mill sends the grunt to all four wheels via a seven-speed dual-clutch automatic gearbox. Mind you, the 2.0-liter four-banger produces more power and torque than the stock V6 motor while being lighter, too.

“The launch of the all-new Golf GTI and Golf R got us thinking about how to inject some of that VW magic into our SUVs,” said Scott Keogh, CEO, Volkswagen Group of America. It seems VW started it right by giving the concept a properly sporting engine. If you’re wondering, the Mk8 VW Golf R is the most powerful Golf ever made. It has 315 horsepower and 310 pound-feet of torque from its high-strung EA88 2.0-liter four-banger.

But Volkswagen didn’t do it alone. It sought the help of long-time VW collector and professional auto builder Jamie Orr in dressing up the Atlas Cross Sport GT Concept. If you remember, Orr also created the Tiguan SE R-Line Black RiNo concept, a lowered and dressed-up Tiguan with a Thule bike rack. It also came with a 2.0-liter turbocharged four-cylinder engine with 184 horsepower.

After lobbying for the Golf R’s 300 plus-horsepower engine, Orr gave the concept four Recaro Sportster CS sports seats in place of the usual five-seat configuration. After painting the entire thing in striking Kingfisher Blue paint, the Atlas Cross Sport GT concept received gloss black exterior trim, GT badging, and a set of magnificent 22-inch ABT Sport HR aero wheels wrapped in Yokohama Advan Sport V105 ultra-high-performance tires.

Underneath, the concept has ST XTA Plus 3 coilover suspension with GT-concept springs and TAROX eight-piston front brakes. Those wheels not only look incredible, but it enhances the crossover’s ground-hugging vibe. “This concept is proof that it’s possible to build SUVs that could appeal to our performance enthusiast base,” added Keogh.

Meanwhile, the interior has custom Eisvogelblau blue trim and non-animal-based materials. The Atlas Cross Sport GT Concept may be a one-off, but it’s one of the best-looking and most desirable production-based concepts we’ve seen in a while.

Volkswagen Atlas Cross Sport GT Concept Gallery

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