5GCAR: Executive Summary
Fifth Generation Communication Automotive Research and innovationWhite Paper5GCAR: Executive SummaryVersion: v1.02019-12-10This project has received funding from the European Union’s Horizon 2020 research and innovation programmeunder grant agreement No 761510. Any 5GCAR results reflects only the authors’ view and the Commission isthereby not responsible for any use that may be made of the information it contains.This project has received funding fromthe European Union's Horizon 2020 researchand innovation program under grantagreement No 761510http://www.5g-ppp.eu
White Paper5GCAR: Executive SummaryGrant Agreement Number:761510Project Name:Fifth Generation Communication Automotive Research andinnovationProject Acronym:5GCARDocument Title:5GCAR: Executive SummaryVersion:v1.0Delivery Date:2019-12-10Editors:Mikael Fallgren (Ericsson), Markus Dillinger (Huawei)Authors:Mikael Fallgren, Bastian Cellarius (Ericsson), MarkusDillinger (Huawei), Antonio Eduardo Fernandez (PSAGroup), Zexian Li (Nokia), Sylvain Allio (Orange).Keywords:Connected Automated Mobility, Stakeholders, 5GCAR, CV2X, ITS, Spectrum, Automotive and TelecomStandardization, Verification, and Validation.Status:FinalDissemination level:Public2
AbstractIn order to reduce the number of road accidents and enhance road safety, vehicles should beable to observe what is happening around them, foresee what will happen next, and takeprotective actions accordingly. This requires that vehicles have the ability to exchange messageswith each other. V2X is one kind of solution which can be considered as a wireless sensor systemthat allows vehicles to share information with each other via communication channels. Comparedwith standard onboard sensors (such as radar, LIDAR, lasers, ultrasonic detectors, etc.) theutilization of a V2X system can get information out of sight, testing hidden threats, expanding thescope of the driver's perception, and as a result improve driving safety, efficiency and comfort asa result of driving automation. Cellular-V2X (C-V2X) is therefore also considered more than everto be one of the key enablers of cooperative automated driving. Today, vehicles are equippedwith a range of sensors, driver assistance and safety related systems. Safety and comfort havebeen further improved by adding cellular communication capabilities to millions of cars and thisnumber is growing rapidly. Many of the use cases described in existing specifications and otherdocuments are already implemented using existing cellular network connections. For example,cellular networks already enable features like slow or stationary vehicles in traffic ahead warnings,road works warnings, weather conditions, hazard warnings, in-vehicle signage and speed-limits.The telecom industry and the 3GPP standards organization in particular have analyzed the ITSuse cases and have derived related requirements to LTE and 5G. The 5G V2X, complementscellular connectivity between vehicles and networks/cloud (V2N) with connectivity betweenvehicles and other vehicles (V2V), road side infrastructure (V2I) and also pedestrians (V2P). Inparticular, enabling direct V2V and V2I communications in and off network coverage as well asthe availability of a proven evolution of cellular network generations are essential steps to supportall ITS use cases with a single cellular network technology, keeping the costs in the vehicle at aminimum. C-V2X which refers to smooth evolution from LTE-V2X to 5G V2X will not only supportexisting use cases but will also enable completely new applications which will increase trafficsafety, transport efficiency and driving comfort to a level which cannot be achieved with thetraditional ITS communication technologies. Since C-V2X relies on 3GPP cellular technologieswhich have proven ability to adopt to market needs and retain continuous compatibility overseveral generations of systems, Cellular industry believes that C-V2X is a superior technologywhich has the potential to realize the full benefits of C-ITS. It also takes into consideration thehuge investment which has already gone into the deployment of cellular networks and willcontinue to go into their evolution, the large and further growing number of vehicles connectedvia cellular networks as well as the huge 3GPP based ecosystem of equipment, devices andapplications. All those factors will guarantee cost efficient evolution and increasing benefits suchas road safety, comfort and traffic optimization.This white paper describes the V2X roadmap in Europe, architecture to support V2Xcommunications, gap analysis and finally we provide our recommendations for the majorstakeholders.3
Document: White PaperVersion: v1.0Date: 2019-12-10Status: FinalDissemination level:PublicContents1Introduction . 72V2X roadmap in Europe . 93Architecture: RAT, core and application .114Gap analysis .155Recommendations for stakeholders .185.1MNOs .185.1.1Network sharing alternatives .185.1.2New business models for connected vehicle services .195.1.3Roaming and interoperator cooperation .205.2OEMs.205.2.1Consider connectivity as an off-board sensor enabling information exchange.205.2.2Automotive standardization .215.2.3Conceive vehicle applications for an on-board and off-board architecture.215.2.4Millimeter wave experience .225.3Regulators .225.3.1Deployment, coverage, and road infrastructure.225.3.2Simplify and harmonize regulation .235.3.3Data sharing and monetization .245.3.4Spectrum aspects .245.4Other relevant stakeholders .265.4.16Suppliers and certification .26References .284
Document: White PaperVersion: v1.0Date: 2019-12-10Status: FinalDissemination level:PublicList of Abbreviations and Acronyms2GSecond GenerationDSMDigital Single Market3GThird GenerationDSRC3GPPThird d Control UnitPartnershipShort-Range4GFourth GenerationEPCEvolved Packet Core5GFifth GenerationETSI5G PPP5G Private Public PartnershipEuropeanTelecommunicationsStandards Institute5GAA5G Automotive AssociationEVElectric Vehicle5GCARFifth Generation AssociationGSMAGlobalSystemforMobileCommunications AssociationGWGatewayHDHigh DefinitionHMIHuman-Machine InterfaceCommunicationsDataProtectionACCAutomated Cruise ControlADAutonomous DrivingADASAdvancedSystemAFApplication FunctionAIArtificial IntelligenceAMFcoreAccessandmanagement FunctionARAugmented RealityIaaSInfrastructure as a ServiceASILAutomotive Safety Integrity LevelICVIntelligent and Connected VehicleAUSFAuthentication Server FunctionIoTInternet of ThingsAWSAmazon Web ServicesIEEEB5GBeyond 5GInstituteofElectricalElectronics lecommunicationC-ITSCooperative ITSIPInternet ProtocolC-V2XCellular-V2XISOInternational TSIntelligent Transportation SystemCADConnected Automated DrivingKPIKey Performance IndicatorCAFÉCleaner Air For EuropeLLevelCAMConnected Automated MobilityLIDARLight Detection And RangingCAPEXCAPital ExpenditureLTELong Term EvolutionCESConsumer Electronics ShowMECMulti-access Edge ComputingCPControl PlanemmWmillimeter WaveCPMCooperative Perception MessageMNOMobile Network ptiveMobilityCruiseCruise5SupplierandMobilefor
Document: White PaperVersion: v1.0Date: 2019-12-10Status: FinalDissemination level:PublicNFNetwork FunctionSAESystem Architecture EvolutionNFVNetwork Functions VirtualizationSDAStrategic Deployment AgendaNFV-ONFV OrchestratorSDNSoftware Defined NetworkNGMNNext Generation Mobile etworkFunctionSMFSession Management FunctionSPService ProviderNSSFNetwork Slice Selection FunctionSPATSignal Phase and TimingNWNetworkTCTechnical ComponentOEMOriginal Equipment ManufacturersTSPTelecom Service ProviderONFOpen Networking FoundationUDMUnified Data ManagementOPEXOPerating EXpenseUEUser EquipmentOSOperating SystemUPFUser Plane FunctionOTAOver The AirUuPC5Proximity Services (ProSe) directCommunication interface 5Air interface between base stationand UEV2IVehicle-to-InfrastructurePCFPolicy Control FunctionV2NVehicle-to-NetworkQoSQuality of ServiceV2PVehicle-to-PedestrianR&DResearch and DevelopmentV2VVehicle-to-VehicleRANRadio Access NetworkV2XVehicle-to-EverythingRATRadio Access TechnologyVRUVulnerable Road UserRelReleaseVRUPVRU ProtectionRRMRadio Resource ManagementWLLWireless Local LoopRSURoad Side UnitWRCWorld Radio ConferencefunctionsRepository6
Document: White PaperVersion: v1.0Date: 2019-12-101Status: FinalDissemination level:PublicIntroductionResearch and Innovation efforts in Connected Automated Driving (CAD) and automation havebeen significant in the last ten years to develop, test and validate several technologies, systemsand applications aiming at increased road safety and better traffic efficiency Technologicalsolutions are available but they have reached different levels of maturity; they need to beintegrated in the ecosystem of automated transport and we still need to make a significant stepgoing from Advanced Driver Assistance System (ADAS) to higher levels of Automation whereconnectivity helps a lot for cost-efficiency.CAD comprises of a large set of challenges as complex automotive technology, but also humanbehaviour, ethics, traffic management strategies, fair competition, or liability issues. For thisreason, the development of policies and regulations are needed that allow to blend the new realityof mobility with industrial policies, ecologic and energetic transition, social and employmentchallenges or the evolution of the logistic chains to intermodal smart models. CAD must thereforetake a key role in the European Transport policy, since it can support several of its objectives andsocietal challenges. In particular, traffic safety is of key importance and CAD shall ensure safeinteraction with all road-users in mixed traffic environments, especially with Vulnerable RoadUsers (VRUs). Likewise, acknowledging the challenges related to cross-border interoperability,the public sector recognises the need to foster mutual recognition policies and coordination forthe development of cross-border and cross-sector experiences. In this sense, it must be pursuedto guarantee the interoperability in relation to infrastructure elements, positioning systems andsignalisation, among others. Additionally, common certification criteria and its mutual recognitionfor the implementation of open road tests is considered of key importance as a homogenizationelement and for the reduction of technical and bureaucratic barriers.5GCAR has pioneered 5G radio and network improvements which will help to realise reliable 5Gnetworks needed for the support of CAD as characterised above. The project has proven thesuitability of improving purely sensor-based driving by increased safety and comfort of drivers andpassengers. In terms of costs, 5GCAR believes in a more cost-efficient and powerful solution forNon-Line-Of-Sight (NLOS) scenarios at 5G enabled perception ranges, see Figure 1-1.7
Document: White PaperVersion: v1.0Date: 2019-12-10Status: FinalDissemination level:PublicFigure 1-1: More cost-efficient solution at 5G (B5G) enabled perception ranges.For the updated business and regulatory environment in 2nd half of 2019, we have stated severalmajor topics which will be further addressed in 2020 and potentially beyond:A. For business aspects, 5GCAR had a large impact on 3GPP Rel-16 contributions where 40technical proposals (Tdocs) helped to drive the timely completion of the SI in February 2019and WI by end of 2019.B. 5GCAR created the business vision for 5GCAM highways with a profound technical andfinancial analysis which was published twice with a worldwide resonance and is now the kernelof the baseline document for the Strategic Development Agenda (SDA) being maintained nowby DG CONNECT.C. Through its worldwide visibility, 5GCAR helped to reject the proposed Delegated Act on 8thJuly 2019 which has ensured that 5GCAR visions are relevant to the C-V2X long term strategyfor Europe. Many partners are also active in 5GAA which is perceived as the major showstopper of the DA.D. FCC chairman has recently proposed to use 20 MHz for C-V2X and another 10 MHz channelfor either C-V2X or DSRC [FCC19].E. In October 2019, Volkswagen has officially launched the latest Golf model equipped with ITSG5 technology. The European Association of Automotive Suppliers has published a positionpaper [CLEPA18] on short range technologies remarking the need of supporting thecoexistence, the interoperability and compatibility of the different technologies and against thesegmentation and segregation of the 5.9 GHz, a vision opposite to the latest public statementform the FCC chairman on this regard.In Europe one of the future challenges is transportation and infrastructure. We believe that theresults from 5GCAR provides an important piece of the puzzle to address these future challenges.8
Document: White PaperVersion: v1.0Date: 2019-12-102Status: FinalDissemination level:PublicV2X roadmap in EuropeIn [5GCAR19-D23] V2X use cases have been analysed and depicted into a multi-axis vectorroadmap for the next decade. The autonomous driving level is the base of the roadmap. All thelevels will coexist due to the automotive life cycle. Connectivity is a complementary sensor to fillthe gaps of the on-board sensors, increasing safety and comfort. Automotive industry agrees onconsidering level 4 as the first one where connectivity may become a must.The 3GPP natural evolution with coming releases will provide new features to enable the moststringent automotive driving levels. However, it has to be remarked that there is a delay betweencompletion of a 3GPP release and the arrival of first chipset on the market that naturally impactsthe adoption by the automotive market which prefers to consider mature technologies.GSMA, [GSMA419], provides several interesting figures for 5G deployment and adoptionforecasted in 2025. In the short term, over a fifth of the world’s markets will have launched 5G by2020. On the coverage perspective, a third of the world population will be 5G covered by 2025and referred to the 5G mobile phone subscription penetration, an overall 15% is expected in thesame year. Focusing by regions, this rate goes up to the 50% in some countries (58% in SouthKorea, 48% in Japan and 47% in North America) and will be around 30% in Europe. Even if themobile market is very dynamic, the 5G footprint will not be the majority of the subscriptions in2025. Due to the automotive product cycle, this will be slower in the case of the 5G adoption forV2X. Moreover, no specific coverage is forecasted, the figures provided are in terms of populationand not in terms of surface or even roads covered. Even if in some countries (like in Germany orFrance) the latest frequency auctions has come with requirements about throughput availabilityin roads and highways.Use case classes are positioned in this roadmap in white boxes, Figure 2-1, highlighting in greenthose analysed in 5GCAR [5GCAR19-D23]. In the AD levels, level 5 starts before than level 3 or4 due to the deployment of driverless level already now in private road or campus, mainly used inshuttles. However, the real level 5, i.e. on open roads, is expected in the second half of thedecade. Level 3 can be considered close in the market arrival for some OEMs even if the legalframework of this level is not available yet. Level 3 will not be conditioned by connectivity. Level4 should arrive to the market in the first half of the next decade.In [5GCAR19-D52], real-world challenges of the use cases from [5GCAR19-D21] aresummarized, based on field tests executed in scope of the project. In essence, the use caserealizations showed good potential in the field tests, but it’s also clear that the performance impactand implications of protocols above IP must be considered and understood, especially whenconsidering scalable and inter-operable backend solutions with a natural evolution path, as isenvisioned for the future of V2X.Having a look at the two other main regions for the connected and autonomous drivingdeployment: US and China, it seems clear that China will be faster in their roadmap deploymentdue to the plan defined and committed by different actors. Indeed, China selected V2X technologyand thanks to government push, it is moving forward quite fast. In the US, the selection of9
Document: White PaperVersion: v1.0Date: 2019-12-10Status: FinalDissemination level:Publictechnology was originally favouring DSRC (Dedicated Short-Range Communications), thoughsince the new administration has arrived, discussion was blocked and reopened the door for CV2X. In Europe, hard debate occurred, as for instance the discussion around the delegated actcan witness. A possible effect of this debate, in US and in Europe would be to slow down theadoption of any of these technologies and a delay in the roadmap deployment, at least comparedto Asia.Figure 2-1: Automotive use case roadmap [5GCAR19-D23].Worldwide the timetable for high autonomous driving levels is being postponed with no clearengagement on the market dates availability [DESI19]. This confirms the difficulty of the exercisedone in the previous figure. In Europe, one important regulation factor is deriving an importantpart of the R&D engineering and economical resources of the OEMs in the short term. From theFirst of January 2020 the regulation 2019/631 will start applying. It is known for its acronym CAFÉwhich stands for Cleaner Air For Europe [CAFE19].The car industry is very cost sensitive, despite the relatively high product price compared to otherconsumer products. Additional cost on material/software/licensing side, that makes up the totalproduct cost, is not added without a rigorous review and business justification (business case;legal/regulatory, customer functional value) process.In its latest mobility transformation manifesto [ACEA19], ACEA asks the regulators to adopt aroadmap for the introduction of increasing levels of automation. This roadmap provide
In order to reduce the number of road accidents and enhance road safety, vehicles should be . to be one of the key enablers of cooperative automated driving. Today, vehicles are equipped with a range of sensors, driver assistance and safety related systems. . This white paper describes the V2X roadmap
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