V2X Technical Overview
Version: 0.4
Wireless Access Development
January 30, 2018
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Document Updates
Version
Remarks
Date
Editor
0.3
Document release for internal review.
January 24, 2018
Rahim Nathoo
0.4
Updates to slide 25 – MNO considerations
January 29, 2018
Rahim Nathoo
This document is stored on the TELUS share-point site at:
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Abstract
The intent of this summary is to provide a brief overview of vehicular communications, specifically surrounding the area known
in the Industry as ‘V2X’. The document presents an overview of V2X technologies, a view of the current standardization work,
Spectrum and Regulatory summary and Industry views including relevant trials occurring worldwide.
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Executive Summary (1)
Introduction:

V2X Communications encompasses vehicles communicating with other vehicles and infrastructure, using existing-on board sensors and the information of their
immediate surroundings.

V2X Communication has key motivations in improving road safety, reducing traffic congestion, improving fuel efficiency, and reducing pollution. Additionally, the
automotive sector is looking at V2X to take Advanced Driver Automation Systems (ADAS) and Automated Driving to the next level.

V2X has its roots in 802.11p based technology; in the last few years, there has been significant efforts to standardize and demonstrate 3GPP based technology. It is
been shown that 3GPP has advantages from a link-level performance perspective and also ecosystem and evolution path.

The Mobile Network Operator (MNO) opportunity space with V2X includes RSU platform management and V2N services offerings.

First commercial products based on Rel-14 3GPP technology will likely be available in 2020. Currently, there are a number of on-going trials worldwide demonstrating
V2X capabilities - both basic safety use cases, and enhanced capabilities using pre-commercial chipsets and infrastructure solutions.

Spectrum regulation and licensing frameworks are ongoing.
Technology view:

V2X falls into 4 distinct service types, V2V, V2I, V2P, and V2N. Each of these service types have unique use cases; requirements amongst these service types can
overlap or be specific for that service, but key performance characteristics fall into areas of latency, reliability and bandwidth.

The key technical pieces of V2X scenarios are:


Short Range Communications to support V2V, V2I, V2P services, operating over a dedicated link in the 5.9GHz band,

Wide-area Communications to support V2N service; in 3GPP mobile networks, this communication link is supported via the existing Uu link.

Road Side Units (RSU) to support V2I services; the RSUs are located or integrated with traffic infrastructure.
The incumbent technology supporting V2X communication is based on IEEE 802.11p. This technology has been in development and standardization for several years.
There is not one global solution for this technology; while the low-level protocols share the same family of IEEE 802.11p standard, depending on the region and
standardization body, upper protocols differ.
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Executive Summary (2)
Technology view cont’d:



A more recent solution that provides another option for V2X communication is Cellular V2X (C-V2X), standardized within the 3GPP:

In this solution, there are two modes of communication, Direct based – which supports the V2V, V2I, V2P communication services, and Network based – which supports the V2N
communication service. Direct based communications has the option to schedule resources between vehicles without the assistance of Network involvement.

A new communication link known as ‘PC5’ is introduced (at the PHY layer, also known as ‘Side-link’) to support Direct Mode Communications.

The V2N service uses the Uu interface; PC5 and V2N can be used at the same time, depending upon the UE capability.
In comparing 802.11p based V2X vs C-V2X based systems, several factors under consideration show advantages of C-V2X over 802.11p, most notably these include:

RSU penetration level for the 802.11p, and the delays associated with having a deployed ‘network’ for 802.11p V2X.

Link budget comparison of the 802.11p vs PC5 Physical Layer.

Standardization and Evolution path to support growth from basic safety use cases to advanced ADAS use cases.
Considerations for the Mobile Network Operator include:

The opportunity space to provide a managed service – V2I service (as a connectivity platform for the Road Operator), or a subscription based V2N service (Infotainment / Telematics or
other cloud based application).

Business modelling and building of relationships with Automotive OEMs – Offering of V2V with V2N applications over a common interface.

The Mobile Vendor Roadmap – this includes Vendor roadmaps to support integration of third party RSUs (into small cell or other solutions) and delivery of the V2N feature introduction.

Deployment Aspects – this includes establishment of a spectrum licensing framework with the Regulator, and also initial deployment considerations for 802.11p co-existence with C-V2X
systems in the 5.9GHz band.
Standardization view:

The V2X technologies today are defined by two family of standards.

The incumbent V2X solution is based on 802.11p at the lower layers (MAC/PHY); depending on the global region, upper protocol stacks are defined by the regional standards body /
committee for that region (e.g. IEEE / ETSI /ARIB). Additionally, messaging sets defined to support V2X applications may be driven from other Standard Bodies (e.g. SAE).

Cellular based V2X (C-V2X) is developed by the 3GPP.
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Executive Summary (3)



3GPP V2X standardization:

As LTE expands into new services and domains, and to address requirements set by the automotive industry, 3GPP has put a lot of focus on V2X in the last two to three years.

C-V2X begins with Release-14 to introduce Basic Safety use cases. Release-15 introduces an Enhanced set of V2X use cases (higher throughput and lower latency cases).

As of November 2017, there are approximately 35 Work Items related to V2X, among Release 14 and 15 domains. These Work Items cover various topics including Architecture
Enhancements for V2X, enhancements to the Side-link Interface, Security aspects and UE and UE conformance aspects.

The approach taken by 3GPP is to leverage upper layer protocols defined for DSRC / C-ITS in IEEE / ETSI SAE. 3GPP defines the lower protocol stack and an abstraction layer.
3GPP standard specifications for V2X:

Are generated from Use Cases defined in Studies (Technical Reports) which are then mapped into Service Requirements for V2X (Technical Specifications).

The Service Requirement for Release 14 and Release 15 are provided in Technical Specifications TS 22.185 and TS 22.186; both of these documents are at currently at ‘Stage1’.
Cellular Based V2X (Release14) comparison with 5G V2X (Release-15 and beyond):

A brief summary comparing Cellular based V2X and 5G based V2X shows enhanced use cases are supported in 5G V2X (Releases 15 and beyond). Stringent requirements around
Latency, Message Size / Data Rate and Reliability allow for enhanced use cases.

In terms of 5G requirements for V2X, the concept of ‘Levels of Automation’ (LoA) is introduced. The basis of LoA is taken from the automotive sector and is defined at various levels,
from 0 (No Automation) to 5 (Full Automation). Requirements around latency, data rate, reliability, transmission rate, etc. are given based on the level of automation.
Spectrum and Regulatory view:

In the U.S:

The FCC has allocated 75MHz of spectrum in the 5.9GHz band for V2X communication.

The Licensing structure includes licensing of RSU (Road Side Unit) and OBU (On Board Unit).

Currently, the FCC specifically mentions ‘DSRC’ in the licensing structure. It is not clear however if future band use could make the spectrum available to other technologies (i.e. C-V2X).

The FCC issued a public notice in June 2016 to look at spectrum sharing solutions for the 5.9GHz (UNII-4) DSRC band.

The National Highway Traffic Safety Administration (NHTSA) has issued a NPRM to mandate vehicle-to-vehicle (V2V) communications for new light vehicles and to standardize the
message and format of V2V transmissions. Using a phased in approach all new vehicles would require V2V by 2023.
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Executive Summary (4)
Spectrum and Regulatory view cont’d:


In Canada:

Canada has set aside 75MHz for Intelligent Transportation Services (ITS) in the 5.9GHz band.

The channel structure within the 5.9GHz band is similar to the U.S band plan for OBUs.

Currently, no specification exists for the RSU.
In Europe:

In the 5.9GHz band, 70MHz has been allocated to Intelligent Transportation Services (ITS).

Additionally the 63-64GHz band has been designated for ITS; due to the amount of available spectrum there is a strong interest to use this band for bandwidth intensive ITS use cases
such as Platooning.
Industry Groups, Milestones and Trials around V2X:

A large number of governmental agencies, standards organizations and associations are involved with V2X; many of these groups have roots from the early start of
V2X developments, while new organizations (e.g. 5GAA) have been formed to accelerate cellular based V2X and it’s evolution towards 5G V2X.

A significant number of trials are in progress, and planned for 2018 and beyond to measure the performance of cellular based V2X and to understand the capabilities
that 5G-V2X may be able to deliver. Trials based on 802.11p V2X have been performed since the beginning of 802.11p / ITS-G5 standardization.

A key delivery / milestone in 3GPP based V2X is Qualcomm’s announcement of it’s C-V2X chipset (9150) announced in September 2017. (The design is based on the
Release-14 specification). A reference design integrates the 9150 chipset with GNSS capability.

First commercial products supporting Rel-14 V2X solutions is likely available in the 2020 timeframe.
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Document Contents
Part 1: Introduction, Drivers, Technical Summary:
Part 3: A comparison of 3GPP Release-14 C-V2X to 5G V2X:

Introduction – What is V2X?


V2X Motivations
Part 4: Spectrum and Regulatory:

V2X Scenarios

Regulatory & Spectrum view: ITU

Technology requirements to support V2X services

Regulatory & Spectrum view: United States

Technology Components in V2X Communications

Regulatory & Spectrum view: Canada

802.11p based V2X Overview

Regulatory & Spectrum view: Europe

Cellular V2X Overview
Part 5: Industry view:

UE Requirements for V2X based on 3GPP

C-ITS, C-V2X Standards Entities, Industry Groups

802.11p V2X vs 3GPP based V2X: Technology Comparison and Simulation Review

V2X - Trials and Milestones

Considerations for the Mobile Network Operator

C-V2X Tentative Timelines

Industry View: Qualcomm
Part 2: V2X Standards view:
A comparison of 3GPP Release-14 C-V2X to 5G V2X

802.11p based design for Vehicular Communications – Overview

WAVE - DSRC Solution Protocol Stack (US specification)

Enhancement of 3GPP support for V2X scenarios (Release-15)

European Protocol Specification (EU) for 802.11p based V2X

Background on Standards and Regulatory Framework

3GPP based V2X (C-V2X) standardization approach

About ITU

3GPP release structure, Work Items, relevant TRs for V2X

More about 3GPP

Summary of 3GPP Work Items related to V2X

More about 3GPP – mapping of V2X service requirements

Use Cases for V2X defined in 3GPP

3GPP defined Service Requirements – Release 14

3GPP defined Service Requirements – Release 15
Appendix:
References:
Note: Underlined Titles are linked to section:
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Part 1:
Introduction, Drivers,
Technical Summary
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Summary – Introduction, Drivers, Technical Summary

V2X Communications encompasses vehicles communicating with other vehicles and infrastructure, using existing-on board sensors and the information of their
immediate surroundings.

V2X Communication has key motivations in improving road safety, reducing traffic congestion, improving fuel efficiency, and reducing pollution.

V2X falls into 4 distinct service types, V2V, V2I, V2P, and V2N. Each of these service type have unique use cases; requirements amongst these service types can
overlap or be specific for that service, but key performance characteristics fall into areas of latency, reliability and bandwidth.

The key technical pieces of V2X scenarios are:

Short Range Communications to support V2V, V2I, V2P services, operating over a dedicated link in the 5.9GHz band,

Wide-area Communications to support V2N service; in mobile networks, this communication link is supported via the existing Uu link.

Road Side Units (RSU) to support V2I services; the RSUs are located or integrated with traffic infrastructure.

The incumbent technology supporting V2X communication is based on IEEE 802.11p. This technology has been in development and standardization for several years.
There is not one global solution for this technology; while the low-level protocols share the same family of IEEE 802.11p standard, depending on the region and
standardization body, upper protocols differ.

A more recent solution that provides another option for V2X communication is Cellular V2X (C-V2X), standardized within the 3GPP:


In this solution, there are two modes of communication, Direct based – which supports the V2V, V2I, V2P communication services, and Network based – which supports the V2N
communication service. Direct based communications has the option to schedule resources between vehicles without the assistance of Network involvement.

A new communication link known as ‘PC5’ is introduced (at the PHY layer, also known as ‘Side-link’) to support Direct Mode Communications.

The V2N service uses the Uu interface; PC5 and V2N can be used at the same time, depending upon the UE capability.
In comparing 802.11p based V2X vs C-V2X based systems, several factors under consideration show advantages of C-V2X over 802.11p, most notably these include:

RSU penetration level for the 802.11p, and the delays associated with having a ‘network’ for 802.11p V2X.

Link budget comparison of the 802.11p vs PC5 Physical Layer.

Standardization and Evolution path to support growth from basic safety use cases to advanced ADAS use cases.
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Introduction – What is V2X?

Communication that encompasses vehicles exchanging data with each other and the infrastructure.

V2X is enabling automatic sharing of information in real-time between road users with the goals:

To significantly improve road safety.

Minimize polluting and fuel wasting traffic jams.

Minimize efficient use of roads and other transportation infrastructure.

Can be viewed as a critical component of the Connected Car of the future.

DSRC / 802.11p – The incumbent technology developed several years ago.

C-V2X – The emerging technology based on 3GPP standardization.

V2X is also referred to as:


Cooperative Connected Vehicles

Cooperative ITS (Intelligent Transportation Systems).

Intelligent Transportation Systems (ITS)

Cellular V2X (C-V2X)
Some key principles about V2X:

V2X communication will be used together with existing on-board sensors; this creates the potential for increased safety by enabling road safety applications. Additionally, V2X can
provide additional passenger comfort and convenience applications.

Applications can use ‘Co-operative Awareness’. Entities such as vehicles, roadside infrastructure, application servers and pedestrians can collect knowledge of their local environment to
process and share knowledge in order to provide more intelligent services.

Services and the associated message sets have been defined in automotive Standards Development Organizations (SDOs) outside IEEE / 3GPP.
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V2X Motivations
Societal based drivers:
• Increased Road Safety – avoid / prevent collisions.(1)
• Improved vehicle traffic flow.
• Reduction in vehicle emissions.(2)
Industry Expansion, Technical drivers
• Expansion of ADAS(3) – Remove ‘limitations’ of on-board sensors
(Range, Weather, Line-of-Sight) by adding a communications based
sensor to complement existing on board systems, and allows vehicles
and infrastructure to communicate with each other.
• Enhance Automated Driving technologies.
• LTE / 5G expansion into new platforms / services.
Policy based drivers:
•
National Highway Traffic Safety Administration (NHTSA), Department of Transportation (DOT) – (2017-Jan-12): Notice of Proposed Rule Making - establish a new Federal
Motor Vehicle Safety Standard (FMVSS), No. 150, to mandate vehicle-to-vehicle (V2V) communications for new light vehicles and to standardize the message and format
of V2V transmissions. The NPRM proposes DSRC technology; effective date for Automakers to comply would be 2023, using a phased-in approach starting in 2021. The
outcome of the NPRM is TBC.
(1) Refer to Ref. [36] - NHTSA document: Readiness-of-V2V-Technology-for-Application - https://www.its.dot.gov/cv_basics/pdf/Readiness-of-V2V-Technology-for-Application-812014.pdf
(2) Refer to Ref. [35] – European Commission: Study on the Deployment of C-ITS in Europe: Final Report. - https://ec.europa.eu/transport/sites/transport/files/2016-c-its-deployment-study-final-report.pdf
(3) ADAS - Advanced Driver Assistance Systems
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V2X Scenarios
Regardless of the Technology Selection – 802.11p based V2X or Cellular based V2X, there
are four categories of V2X services defined:

V2V – Vehicle to Vehicle service:


An exchange of data between a vehicle and RSU(1). RSUs are typically envisioned as traffic signals, signs or
other relevant traffic infrastructure. The primary purpose for V2I is to increase road safety, traffic efficiency,
and reduction of energy consumption (pollution).
V2P – Vehicle to Pedestrian (or Vulnerable Road User) service:


An exchange of messages between two vehicles in proximity of each other; the exchange of is primarily
broadcast based. The primary purpose for V2V is for vehicle safety-related benefits (i.e. reducing collisions
between vehicles).
V2I – Vehicle to Infrastructure service:


RSU
An exchange of data between a pedestrian or vulnerable road user (e.g. cyclist) and a nearby vehicle. This
service is expected to be primarily used for safety related benefits.
V2X Communication Types; Source Ref [34]
V2N – Vehicle to Network service:

An exchange of data between a vehicle and an application server using a wide-area network. An RSU may be
used as a repeater / forwarding mode to extend the range of the transmission of the signal received from a
vehicle. This service is expected to increase road safety, traffic efficiency, passenger comfort / convenience.
(1) Road Side Unit
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V2X Scenarios (2)
Based on the type of V2X, some possible services for include:

Emergency electronic brake light

Weather conditions

Emergency vehicle approaching

In-vehicle signage

Slow / Stationary vehicle

In-vehicle speed limits

Traffic jam ahead warning

Probe vehicle data

Hazardous location notification

On-street parking management

Roadwork warning

Wrong way driving

Cooperative collision warning

Vulnerable road user warning
V2V
V2I
V2P
V2N

Connected mobility services including:

Browsing

Audiovisual entertainment

Cloud based applications

Real-time applications expected with 5G based V2X
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Technology requirements to support V2X services
USE CASE FAMILY
EXAMPLES
REMARKS / REQUIREMENTS
Safety, Automated Driving and ADAS
Forward Collision warning
Emergency Electronic Brake Light (EEBL)
Control Loss Warning
Blind Spot and Lane Change warning
Vulnerable Road User (VRU) safety applications
Requires - High reliability, low latency message
transfer at high speeds.
Situational Awareness
Queue warning
Hazardous road condition warning
Requires – High reliability, longer latency, supporting
high speeds
Mobility services
Automated parking and tolling systems
Traffic advisories.
Dynamic ride sharing.
Requirements to support devices with intermittent
connectivity and power constraints.
Auxiliary services / comfort
Infotainment
Route planning,
Map dissemination
Fleet management
Requires – high data rates
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Technology Components in V2X Communications.
Overview of some of the key technical pieces making up the V2X solution.
RSU: Road-Side Unit:
• Associated with Traffic infrastructure,
(Signal Light, Sign); RSU is involved in the
V2I service.
RSU
Short-range communication link:
•
•
•
•
Wide-area communication link:
•
•
•
Used for V2N Communication link.
In 3GPP C-V2X, operates over existing Uu
interface in licensed band.
In 802.11p, V2N service provided via RSU
gateway to Internet.
Used for V2V, V2I, V2P communications.
Low power.
Operates in 5.9GHz spectrum.
Technical Standards:
•
•
•
•
•
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802.11p (IEEE)
C-V2X PC5 (3GPP)
Mobile Operator subscription not required.
Usim not required.
Distributed Scheduling – vehicle selects
resources from resource pools without
network assistance.
17
802.11p based V2X Overview

DSRC / ITS-G5(1) are the two 802.11p based incumbent technologies. The lower
protocol stack (PHY / MAC) share a common structure, but upper protocol stacks differ.

This architecture refers to short range communication between devices – between
OBUs(2), OBUs to RSUs(3), or hand-held devices carried by pedestrians.

Many regions worldwide including in the US and Europe have allocated a dedicated
band in 5.9GHz spectrum to vehicle communications.

As the architecture is based primarily on short range communication, a service which
requires access to the Internet must reach an Internet gateway via the RSU. As such,
this means that RSUs must be widely deployed, and an have an efficient routing /
backhaul to meet the envisioned service requirement. Today, RSUs are not widely
deployed, and consequently, some research has been started to look into Cellular V2X
architectures, as well as DSRC-cellular hybrid solutions(4).
DSRC Architecture; Source Ref. [14]
(1) DSRC has been driven in North America via IEEE and SAE standard definitions. ITS-G5 is a
European definition driven by ETSI.
(2) OBU - On Board Unit – Device carried / integrated in a vehicle.
(3) RSU - Road Side Unit – Device placed on road side (traffic light / infrastructure, etc.).
(4) Refer to Ref.[34], pgs 2,5
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Cellular V2X Overview

In 3GPP based V2X (‘C-V2X’) there are two mode of communications to support all
V2X services:


Direct communication:

Occurs over the PC5 interface (also known as ‘Sidelink’ at the PHY layer).

Operates in 5.9GHz spectrum; 3GPP has defined this as Band 47.

The PC5 interface has been built upon the fundamentals of Rel-12/13 D2D link, and enhanced for highmobility and high-density applications.
Mobile network communication:


This is communication over the existing Uu interface in today’s LTE network.
In terms of resource coordination and scheduling on the PC5 interface (Dedicated
Carrier):

Two deployment configurations are specified using either Distributed or eNB scheduling.

Distributed Scheduling:



(PC5 Mode 4)

Scheduling and Interference Management of V2V traffic is supported based on distributed algorithms
implemented between the vehicles.

Sensing with semi-persistent transmission.

Also known as ‘PC5 Mode 4’ configuration.
eNB Scheduling:

Scheduling and Interference management of V2V traffic is assisted by eNBs via Uu control signalling.

The eNB will assign the resources being used for V2V signalling.
GNSS is used for location and time synchronization.
Both modes can be used simultaneously; Direct communication over PC5 for
messages between vehicles, while using the Network Uu interface for other actions.
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(PC5 Mode 3)
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UE Requirements for V2X based on 3GPP

5.5
3GPP TS 36.101 - User Equipment (UE) radio transmission and reception
(Release 14) establishes the minimum RF characteristics and minimum
performance requirements for E-UTRA User Equipment. Included in Rel-14
are requirements for User Equipment Supporting V2X Communication
(service operating in ITS spectrum and/or LTE licensed operating bands).


Operating bands
E-UTRA
Operating
Band
47
Uplink (UL) operating band
BS receive
UE transmit
Downlink (DL) operating band
BS transmit
UE receive
FUL_low – FUL_high
5855 MHz
–
5925 MHz
FDL_low – FDL_high
5855 MHz – 5925 MHz
Duplex
Mode
TDD11
NOTE 11:
This band is unlicensed band used for V2X communication. There is no expected network
deployment in this band so both Frame Structure Type 1 and Frame Structure Type 2 can be used.
Requirements are defined as general requirements and additional requirements.
Requirements specific to V2X communication are specified with suffix ‘G’ in clauses
5, 6, 7 of 36.101. These are considered additional requirements and the terminal
must support the general requirement as well. (Refer to clause 4.3A of 36.101).
5.5G
Operating bands for V2X Communication
Table 5.5G-1 V2X operating band
Operating bands for V2X are provided in Clause 5.5, 5.5G and shown on the right.
E-UTRA
Operating
Band
E-UTRA
V2X
Operating
Band
47
47
V2X UE transmit
V2X UE receive
FUL_low – FUL_high
FDL_low – FDL_high
5855
MHz
5925
MHz
5855
MHz
5925
MHz
Duplex
Mode
Interface
HD
PC5
Table 5.5G-2 Inter-band con-current V2X operating bands
V2X con-current
band
configuration
V2X_3-47
V2X_7-47
V2X_8-47
V2X_39-47
V2X_41-47
E-UTRA
or V2X
Operating
Band
3
47
7
47
8
47
39
47
41
47
Interface
Uu
PC5
Uu
PC5
Uu
PC5
Uu
PC5
Uu
PC5
Uplink (UL) operating band
BS receive
UE transmit
FUL_low – FUL_high
1710 MHz
–
1785 MHz
5855 MHz
–
5925 MHz
2500 MHz
–
2570 MHz
5855 MHz
–
5925 MHz
880 MHz
–
915 MHz
5855 MHz
–
5925 MHz
1880 MHz
–
1920 MHz
5855 MHz
–
5925 MHz
2496 MHz
–
2690 MHz
5855 MHz
–
5925 MHz
Downlink (DL) operating band
BS transmit
UE receive
FDL_low – FDL_high
1805 MHz
–
1880 MHz
5855 MHz
5925 MHz
2620 MHz
–
2690 MHz
5855 MHz
5925 MHz
925 MHz
–
960 MHz
5855 MHz
5925 MHz
1880 MHz
–
1920 MHz
5855 MHz
5925 MHz
2496 MHz
2690 MHz
5855 MHz
5925 MHz
Table 5.5G-3: V2X intra-band multi-carrier operation
V2X multi-carrier
Band configuration
V2X_47
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V2X operating Band
47
Interface
PC5
Duplex
Mode
FDD
HD
FDD
HD
FDD
HD
TDD
HD
TDD
HD
20
UE Requirements for V2X based on 3GPP
Requirement
Operating bands for V2X Communication
Channel bandwidths per operating band for V2X Communication
Carrier frequency and EARFCN
UE maximum output power
UE maximum output power for V2X Commincation
UE maximum output power for modulation / channel bandwidth for V2X Communication
MPR for Power class 3 V2X UE
MPR for Power class 2 V2X UE
UE maximum output power with additional requirements for V2X Communication
Configured transmitted power for V2X Communication
UE Minimum output power for V2X Communication
Transmit OFF power for V2X Communication
ON/OFF time mask for V2X Communication
Power Control for V2X Communication
Absolute power tolerance
Frequency error for V2X Communication
Transmit modulation quality for V2X Communication
Out of band emission for V2X Communication
Spurious emission for V2X Communication
Transmit intermodulation
Reference sensitivity power level - Minimum requirements (QPSK) for V2X
Maximum input level - Minimum requirements for V2X
Adjacent Channel Selectivity (ACS) - Minimum requirements for V2X
Blocking characteristics - In-band blocking - Minimum requirements for V2X
Blocking characteristics - Out-of-band blocking - Minimum requirements for V2X
Spurious response - Minimum requirements for V2X
Receiver image - Minimum requirements for V2X Communication
Performance requirement (V2X Sidelink Communication)
V2X reference measurement channels
V2X reference resource pool configurations
TS 36.101 Clause
5.5G
5.6G.1
5.7.3
6.2.2
6.2.2G
6.2.3G
6.2.3G.1
6.2.3G.2
6.2.4G
6.2.5G
6.3.2G
6.3.3G
6.3.4G
6.3.5G
6.3.5.1G
6.5.1G
6.5.2G
6.6.2G
6.6.3G
6.7.1G
7.3.1G
7.4.1G
7.5.1G
7.6.1.1G
7.6.2.1G
7.7.1G
7.10.1G
14.1 - 14.9
A.8
A.9
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Remarks
As shown
10MHz, 20MHz
26 / 23dBm depending on power class
21
802.11p V2X vs 3GPP based V2X: Technology Comparison and Simulation Review
In this section, a brief comparison of the technical specifications and differences between 802.11p and 3GPP based V2X solutions is provided with related
observations.
Also included is a reference to a simulation study conducted by the NGMN Alliance; some key observations which resulted from Link Level Simulations and
System Level Simulations are noted.
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22
802.11p V2X vs 3GPP based V2X: Technology Comparison
A brief summary of key technical differences between 802.11p vs 3GPP V2X is shown below. There are several physical and system level advantages with the 3GPP
solution based just on the air-interface design.
802.11p based V2X
3GPP based V2X
Remarks
PHYSICAL LAYER ASPECTS
Waveform
Coding
Modulation
Re-transmission
Antenna Techniques
OFDM
SC-FDM
Convolutional Codes
Turbo Codes
BPSK, QPSK, 16QAM, 64QAM
PC5 (Sidelink interface):
PSSCH: QPSK, 16QAM
PSCCH: QPSK
PSDCH: QPSK
PSBCH: QPSK
Uu interface:
Up to 256QAM (DL)
Up to 64QAM (UL)
None
HARQ
Not defined in 802.11p (TBC)
MIMO
Beamforming
Asynchronous, based on CSMA-CA
protocol
Synchronous, FDM
For the same Power Amplifier rating, SC-FDM allows higher Tx power than OFDM. (Leads to
longer range).
Estimated advantage in Link budget = 2dB; based on view from Qualcomm.(1)
Link budget advantage with 3GPP based V2X.
Estimated ~2dB gain from Turbo Codes based on view from Qualcomm.(1)
Ref.:
36.211 - Section 9.
IEEE Std 802.11TM-2012; Section 18
Advantage in 3GPP V2X link budget. Gain included with coding.
For 3GPP based V2X, this leads to longer range, or enhanced reliability for the same range.
SCHEDULING ASPECTS
Synchronization
CSMA-CA - Carrier Sense Multiple Access with Collision Avoidance.
FDM - Frequency Division Multiplexing.
(1) From Qualcomm review with TELUS March 21, 2017.
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23
802.11p V2X vs 3GPP based V2X: Link Level Simulation Review

The NGMN Alliance conducted a detailed Simulation Study to
understand the performance difference between DSRC and
3GPP technical solutions at the Link Level and System Level.
Outputs of the simulation were used to conclude reliability
and coverage differences between the two technical
solutions.
Table of BLER vs SNR for BLER target =0.1 (Refer to table 2.2.3-17 of Ref. 28)
BLER=0.1
Scenarios
30kmh/LOS
120kmh/LOS
280kmh/LOS
500kmh/LOS
30kmh/NLOS
120kmh/NLOS
MCS comparison 1:
DSRC_SNR minus LTEV2X_SNR (dB)
190bytes/
300bytes/
190bytes/
300bytes/
fixed CFO
fixed CFO
rand CFO
rand CFO
4.2
4.7
4.3
4.8
4.7
5.0
4.6
5.0
4.6
4.7
4.5
4.8
2.5
2.5
2.3
2.6
1.0
2.3
1.3
1.3
2.1
2.7
2.1
2.8
MCS comparison 2:
DSRC_SNR minus LTEV2X_SNR (dB)
190bytes/
300bytes/
190bytes/
300bytes/
fixed CFO
fixed CFO
rand CFO
rand CFO
4.4
4.9
4.2
4.9
4.6
5.1
4.6
5.2
4.4
4.9
4.5
4.9
3.1
3.7
3.2
3.7
0.5
1.4
0.5
1.4
1.6
2.2
1.5
2.3

The full document(1) is given in ref. [28].

The first part of the study is focused on a Link Level Simulation between DSRC and 3GPP for the 5.9GHz Vehicle-to-Vehicle (V2V) link.

The channel model selected for this simulation is from TR36.843. (This is the link level channel model for D2D).

Simulation is performed for various absolute and relative speeds, message size, frequency error and coding rate.

The link level simulation output provides the following performance metrics:

BLER vs SNR

Receiving Power Level
Link level
simulation
results range
(dB)
[4.2, 5.2]
[2.3, 3.7]
[0.5, 2.8]

For BLER=0.1, the simulation result (above right) shows that a higher SNR is required to achieve the same link performance for DSRC when compared to LTE V2X. Or
conversely, LTE V2X achieves the same BLER at lower SNR than DSRC; as such a more reliable link can be guaranteed by V2X for the same BLER target.

Comparing the Received Power Level (table below) for the same BLER target of 0.1, the simulation result shows that DSRC requires a higher Rx power level to achieve
the same link level performance. Since LTE V2X achieves the same BLER with lower Rx power, the coverage can be expected to be higher for LTE V2X.
Comparison of Rx Power Level for BLER target =0.1 (Refer to table 2.2.3-18 of Ref. 28)
BLER=0.1
Scenarios
30kmh/LOS
120kmh/LOS
280kmh/LOS
500kmh/LOS
30kmh/NLOS
120kmh/NLOS
MCS comparison 1:
DSRC_RX_Power minus LTEV2X_RX_Power (dBm)
190bytes/
300bytes/
190bytes/
300bytes/
fixed CFO
fixed CFO
rand CFO
rand CFO
10.2
8.9
10.3
9.1
10.7
9.1
10.6
9.2
10.6
8.9
10.5
9.0
8.5
6.6
8.3
6.8
7.0
6.5
7.3
5.5
8.1
6.9
8.1
7.0
MCS comparison 2:
DSRC_RX_Power minus LTEV2X_RX_Power (dBm)
190bytes/
300bytes/
190bytes/
300bytes/
fixed CFO
fixed CFO
rand CFO
rand CFO
10.3
9.1
10.1
9.1
10.6
9.4
10.6
9.4
10.4
9.1
10.5
9.1
9.1
8.0
9.2
7.9
6.5
5.6
6.5
5.7
7.6
6.4
7.4
6.6
Link level
simulation
results range
(dBm)
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[8.9, 10.7]
[6.6, 9.2]
[5.5, 8.1]
(1) Refer to “Technology Evaluation of LTE-V2X and DSRC” by NGM
Alliance – version 0.8h; 29-08-2017
24
802.11p V2X vs 3GPP based V2X: System Level Simulation Review

Summary of the NGMN System Level Simulation is provided here. (The full document detail
is provided in ref. [28]).

As this is a System Level Simulation, scenarios under consideration are Urban and Freeway.
Each scenario has a corresponding channel and mobility model (grid size, lane width, etc.).

The performance metric defined is ‘PRR’ – Packet Reception Ratio.

Each of the participating companies performed simulations and are tabulated in the
document; the consolidated tables are provided here for urban and freeway case.

Speed
Company
Datang
Huawei
70 km/h
LG
The SLS results demonstrated that 3GPP LTE-V2X outperforms over DSRC by a range between
20-80% of gain in communication range.
Average
70 km/h freeway
Datang
Speed
15 km/h
Company
Ericsson
Datang
Huawei
60 km/h
LG
Average
60 km/h Urban
PRR
95%
90%
80%
95%
90%
80%
95%
90%
80%
95%
90%
80%
95%
90%
80%
Urban
3GPP LTE-V2X
(distance in m)
61
77
98
64
80
98
67
82
100
66
84
106
66
82
101
IEEE 802.11p
(distance in m)
42
55
71
38
60
81
0
28
65
43
59
80
27
49
75
Gain
( in m)
19
22
27
26
20
17
67
54
35
23
25
26
39
33
26
Gain
(in %)
45%
40%
38%
68%
33%
21%
NA
193%
54%
53%
42%
33%
143%
67%
35%
Ericsson
140 km/h
Huawei
LG
Average
140 km/h
freeway
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PRR
95%
90%
80%
95%
90%
80%
95%
90%
80%
95%
90%
80%
95%
90%
80%
95%
90%
80%
95%
90%
80%
95%
90%
80%
95%
90%
80%
Freeway
3GPP LTE-V2X
(distance in m)
160
210
248
112
167
241
127
182
277
133
186
255
306
360
410
261
343
423
220
309
392
199
305
405
247
329
408
IEEE 802.11p
(distance in m)
142
170
221
95
142
179
106
152
186
114
155
195
167
210
222
157
192
222
135
170
191
151
177
201
153
187
209
Gain
( in m)
18
40
27
17
25
62
21
30
91
19
32
60
139
150
188
104
151
201
85
139
201
48
128
204
94
142
199
Gain
(in %)
13%
24%
12%
18%
18%
35%
20%
20%
49%
16%
20%
31%
83%
71%
85%
66%
79%
91%
63%
82%
105%
32%
72%
101%
62%
76%
95%
25
Considerations for the Mobile Network Operator
V2V SERVICE
V2P SERVICE
V2I SERVICE
V2N SERVICE
Opportunity space for MNO
• Range Extension – As V2V is typically short range (~300m), LTE / 5G may be used
to transfer messages / data for use cases requiring longer range.
• Platform to host and manage the
Road Operator’s Service.
• Backhaul provider for RSUs.
• Telematics and Infotainment over a
common interface - Real-time traffic /
mapping, Cloud applications, Data
Analytics.
Infrastructure Vendor
Requirement
• Should be able to operate without mobile operator involvement, without
subscription to data service, and without eNB assistance.
• 3GPP V2X solution provisioned an optional mode to have resource scheduling
assisted by eNB.
• RSU implementation - New 3rd party
vendor or existing eNB vendor
integration;
• Ministry / Road Operator service
offering and management plan.
• Infrastructure vendor roadmap
supporting V2N function (for PC5
mode3 assisted scheduling over Uu
interface).
Spectrum related considerations
• Spectrum regulation and licensing framework for Direct Link (5.9GHz band) still requires closure.
• Uu link used for V2N, thus licensed
under normal mechanisms.
Deployment Related
Considerations
• Considerations on spectrum strategy for the Direct Link (PC5):
- Initial deployments of V2X for the Direct Link (PC5 interface) in 5.9GHz band may require co-existence of incumbent
technology (802.11p based) with new technology (C-V2X based). Dependent upon governmental Policy driven requirement
upon Automotive OEMs, and cost modelling to realize a in-car module to support one or both V2X technologies.
• Pre-5G:
- Cell capacity available to support
services for V2N, and V2I if RSU
solution exists.
- For use cases driving lower latency,
MEC solution would be required.
• 5G:
- MEC and Network Slicing will be a
requirement for advanced use cases.
Business Models and
Relationships
• Business model for Automotive manufacturers offering V2V / V2P / V2I services alone may not have full benefit unless augmented with an full offering of C-V2X services
(V2N - network based infotainment type of applications). Operator business case may include revenue generation from V2N services (and possible V2I service).
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Part 2:
V2X Standards view
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27
Summary – Standards view for V2X




The V2X technologies today are defined by two family of standards.

The incumbent V2X solution is based on 802.11p at the lower layers (MAC/PHY); depending on the global region, upper protocol stacks are defined by the regional standards body /
committee for that region (e.g. IEEE / ETSI /ARIB). Additionally, messaging sets defined to support V2X applications may be driven from other Standard Bodies (e.g. SAE).

Cellular based V2X (C-V2X) is developed by the 3GPP.
802.11p based V2X standardization:

In the US is known as ‘DSRC’ or ‘WAVE’. In the last 20 years, this incumbent V2X solution has been undergone extensive standardization and trials.

The protocol stack in the U.S specification includes a messaging layer in the upper protocol defined by the SAE (Automotive Sector) organization.

In Europe, the equivalent to DSRC is developed by ETSI in the ITS-G5 standard.
3GPP V2X standardization:

As LTE expands into new services and domains, and to address requirements set by the automotive industry, 3GPP has put a lot of focus on V2X in the last two to three years.

C-V2X begins with Release-14 to introduce Basic LTE based use cases. Release-15 introduces an Enhanced set of V2X use cases (higher throughput and lower latency cases).

As of November 2017, there are approximately 35 Work Items related to V2X, among Release 14 and 15 domains. These Work Items cover various topics including Architecture
Enhancements for V2X, enhancements to the Side-link Interface, Security aspects and UE and UE conformance aspects.

The approach taken by 3GPP is to leverage upper layer protocols defined for DSRC / C-ITS in IEEE / ETSI SAE. 3GPP defines the lower protocol stack and an abstraction layer.
3GPP standard specifications for V2X:

Are generated from Use Cases defined in Studies (Technical Reports) which are then mapped into Service Requirements for V2X (Technical Specifications).

The Service Requirement for Release 14 and Release 15 are provided in Technical Specifications TS 22.185 and TS 22.186; both of these documents are at currently at ‘Stage1’.
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28
802.11p based design for Vehicular Communications - Overview

802.11p(1) based systems for Vehicle Communications have slightly different flavours based on the global region.



While all the lower layers (MAC/PHY) are designed based on 802.11p, the upper layers or protocols vary.
In the US, the upper protocol stack is based on the WAVE 1609.x specifications.
‘WAVE’ is based on DSRC(2) for the lower OSI layers.

Designed almost 20 years ago, and has undergone extensive standardization, product development and field trials.
In Europe, the protocol stack is based on the ISO / OSI protocol, and the standards are driven in ETSI specifications (with input from
CEN(3)).
A full listing of all the ETSI and CEN work items related to ‘Intelligent Transportation Systems’ can be found in the ETSI portal. (There is a direct link to
this portal in the references section).
Standard / Committee
Upper Protocol
2) DSRC – Dedicated Short Range
Communication
3) CEN – European Committee for
Standardization


1) New nomenclature: IEEE 802.112012
Japan
USA
Europe
ITS-Forum
IEEE802.119 / IEEE1609.x
CEN/ETSI EN302 663
ARIB STD-T109
WAVE (IEEE 1609) . TCP/IP
ETSI EN 302 665
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29
WAVE - DSRC Solution Protocol Stack (US specification)

WAVE / DSRC is based on IEEE 802.11p.

Two Stacks:

The Safety Stack does not use TCP/ UDP IP.

The intent when developing the WAVE protocol was to avoid IP
headers. IP headers contain overhead bits which can lead to channel
congestion; in safety applications this is not tolerable.

The higher layers of the DSRC protocol stack are based on standards
defined by the IEEE 1609 Working Group and SAE International.

Vehicle to Vehicle Communication (V2V) communication is typically
done via WSMP protocol rather than TCP/IP.

Vehicle to Infrastructure (V2I) and Vehicle to Network (V2N) generally
use the TCP/IP protocol.

SAE J2735: DSRC Message Set Dictionary

SAE J2945: On-Board System Requirements
TRANSPORT LAYER
NETWORK LAYER
DATA LINK LAYER
PHYSICAL LAYER
WSMP: WAVE Short Message Protocol
SAE: Society of Automotive Engineers
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30
European Protocol Specification (EU) for 802.11p based V2X

European Architecture is based on the ISO / OSI protocol.

The European equivalent of DSRC is based on the ETSI ITS-G5 standard.

Two key ETSI specifications applicable to define this protocol spec are:

EN 302 663: Defines the two lowest layers (the access layer).

EN 302 665: Definition Intelligent Transportation System Communications
Architecture.
DATA LINK LAYER
PHYSICAL LAYER
Access Layer
Refer to EN 302 663
‘ITS-G5’
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31
3GPP based V2X (C-V2X) standardization approach

3GPP builds upon the standardization work built for DSRC / C-ITS within the IEEE / ETSI / SAE
standards bodies by reusing the upper layer protocol stacks (service and application layers).

Lower portions of the protocol stack (PHY, MAC, etc). are 3GPP defined.

An abstraction layer will interface the upper and lower protocol stacks.
(1) From Ref. [29]: Qualcomm webinar ’10 Facts you need to know about Cellular
V2X’.
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32
3GPP release structure, Work Items, relevant TRs for V2X


Release-14 defines an initial set of use cases; these use cases or service requirements are then used to derive
system requirements for inclusion into existing Release-14 Technical Specifications.
Release-15 encompasses enhanced use cases for V2X. In a similar approach, use cases or service requirements
drive system requirements for inclusion into Release-15 (and beyond) Technical Specifications.
V2X(1).

Today (November 2017), there are ~34 Work Items (Rel-14 and Rel-15) focusing on

A summary of the relevant 3GPP Technical Reports (TR) and Technical Specifications (TS) are summarized here:
USE CASES and
POTENTIAL
REQUIREMENTS
TR 22.885
TS 22.185
TR 36.885
ARCHITECTURE
ENHANCEMENTS TO
SUPPORT V2X
TR 23.785
TS 23.285
TS 22.186
TR 23.786
SERVICE
REQUIREMENTS
UE ASPECTS
TR 36.785
TR 36.786
TS 36.101
SECURITY ASPECTS
TR 33.885
RELEASE-14
TR 22.886
TR 36.787
TR 36.788
RELEASE-15
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RELEASE
STATUS
START DATE
END DATE
REL-16
OPEN
22-Mar-17
REL-15
OPEN
1-Jun-16
14-Sep-18
REL-14
FROZEN
17-Sep-14
9-Jun-17
REL-13
FROZEN
30-Sep-12
11-Mar-16
(1) Refer to the following slide for a full listing of Rel-14 and Rel-15
documents.
33
Summary of 3GPP Work Items related to V2X.
UID
750003
720003
750002
750075
750175
750062
750162
750262
700045
760043
Code
eV2X
FS_eV2X
LTE_V2X_CA_bands
LTE_V2X_CA_bands-Core
LTE_eV2X
LTE_eV2X-Core
LTE_eV2X-Perf
FS_V2XLTE_ARC
FS_eV2XARC
770029 FS_mV2X
750049 FS_LTE_NR_V2X_eval
720030 V2XLTE
690035 720011
740009
720090
720190
720290
760086
730026
730027
730028
730029
730030
700019
670009
700050
760072
680058
700061
700161
700261
730073
Title
Enhancement of 3GPP support for V2X scenarios
...Study on Enhancement of 3GPP support for V2X services
...Stage 1 of Enhancement of 3GPP support for V2X scenarios
V2X new band combinations for LTE
...Core part: V2X new band combinations for LTE
Enhancements on LTE-based V2X Services
...Core part: V2X phase 2 based on LTE
...Perf. Part: V2X phase 2 based on LTE
Study on security aspects for LTE support of V2X services
Study on architecture enhancements for 3GPP support of advanced V2X
services
Study on V2X Media Handling and Interaction
Study on evaluation methodology of new V2X use cases for LTE and NR
LTE support for V2X services
...Stage 1 for LTE support for V2X services
V2XARC
V2XLTE-Sec
LTE_V2X
LTE_V2X-Core
LTE_V2X-Perf
LTE_V2X-UEConTest
V2X-CT
FS_V2XLTE
FS_V2XLTE_S1
FS_V2XARC
FS_V2XARC_S3
FS_LTE_V2X
LTE_SL_V2V
LTE_SL_V2V-Core
LTE_SL_V2V-Perf
LTE_SL_V2V-UEConTest
Release
Rel-15
Rel-15
Rel-15
Rel-15
Rel-15
Rel-15
Rel-15
Rel-15
Rel-15
Lead body
Rel-15
Rel-15
Rel-15
S1
S1
R4
R4
R1
R1
R4
S3
S2
Rel-14
...Architecture enhancements for LTE support of V2X services
Rel-14
...Security aspect of LTE support of V2X services
Rel-14
...RAN aspects of LTE-based V2X Services
Rel-14
......Core part: LTE-based V2X Services
Rel-14
......Perf. part: LTE-based V2X Services
Rel-14
......UE Conformance Test Aspects - Support for LTE-based V2X Services
Rel-14
...CT aspects of V2X Services
......CT1 aspects of V2X Services
Rel-14
......CT3 aspects of V2X Services
Rel-14
......CT4 aspects of V2X Services
Rel-14
......CT6 aspects of V2X Services
Rel-14
Rel-14
...Study on LTE support for V2X services
Rel-14
......Study on Stage 1 of LTE support for V2X services
Rel-14
......Study on Stage 2 of LTE support for V2X services
Rel-14
......Study on Security of LTE support for V2X services
Rel-14
......RAN1 Study on LTE-based V2X Services
Rel-14
Support for V2V services based on LTE sidelink
Rel-14
...Core part: Support for V2V services based on LTE sidelink
Rel-14
...Perf. part: Support for V2V services based on LTE sidelink
Rel-14
...UE Conformance Test Aspects - Support for V2V services based on LTE sidelink
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3GPP Feature and Study Item List (Rel-14) - Support for V2V services
based on LTE sidelink:
http://www.3gpp.org/DynaReport/FeatureOrStudyItemFile700061.htm
3GPP Feature and Study Item List (Rel-14) - LTE Support for V2X
Services: http://www.3gpp.org/DynaReport/FeatureOrStudyItemFile720030.htm
3GPP Feature and Study Item List (Rel-15) V2X:
S4
R1
SP-170799
RP-171093
SP-150573
S1
SP-150573
S2
S3
SP-160317
SP-160955
RP-161298
RP-162519
RP-162519
RP-171130
CP-160584
CP-160584
CP-160584
CP-160584
CP-160584
SP-150051
SP-150051
SP-150852
SP-150852
RP-161263
RP-152293
RP-161603
RP-161603
RP-161716
Rel-14
Rel-14
WID
SP-170158
SP-160370
SP-170158
RP-170752
RP-170944
RP-171069
RP-171740
RP-171740
SP-150852
SP-170379
R1
R4
R5
C1
C3
C4
C6
S1
S2
S3
R1
R1
R4
R5
http://www.3gpp.org/DynaReport/FeatureOrStudyItemFile700045.htm
http://www.3gpp.org/DynaReport/FeatureOrStudyItemFile-750003.htm
http://www.3gpp.org/DynaReport/FeatureOrStudyItemFile-750049.htm
http://www.3gpp.org/DynaReport/FeatureOrStudyItemFile-750062.htm
http://www.3gpp.org/DynaReport/FeatureOrStudyItemFile-750075.htm
http://www.3gpp.org/DynaReport/FeatureOrStudyItemFile-760043.htm
http://www.3gpp.org/DynaReport/FeatureOrStudyItemFile-770029.htm
The above links are found from the 3GPP Feature and Study Item list
based by Release:
http://www.3gpp.org/DynaReport/FeatureListFrameSet.htm
34
Use Cases for V2X defined in 3GPP




A Basic set of use cases and requirements to
support LTE based V2X applications are specified
in the Rel-14 document TR 22.885.
An Enhanced set of use cases and requirements
to support V2X applications involving higher
throughput and lower latency are specified in
Rel-15 document TR 22.886.
The Use Cases and Scenarios are mapped to and
consolidated into a list of Potential
Requirements (denoted ‘CPR-###’). (Refer to
Section 7 in each of the TR documents above).
These Potential Requirements are mapped to
Requirements captured into the Technical
Specifications – see next slide).
LTE V2X Use cases defined in TR 22.885:
5G V2X Use cases defined in TR 22.886:

Forward collision warning

Vehicle platooning

Control Loss Warning

Sensor and state map sharing

Emergency vehicle warning

Remote driving of vehicles

Emergency stop

Collective perception of the environment.

Cooperative adaptive cruise control


Queue warning
Information sharing for full / automated driving /
platooning

Road safety services

Dynamic Ride Sharing

Automated Parking System


Wrong way driving warning
Intersection safety information provisioning for
urban driving
Pre-crash sensing warning


… + Others – see section 5 of TR 22.886

Traffic flow optimization.

Curve speed warning

Vulnerable road user safety

Enhanced positioning

…+ Others – see section 5 of TR 22.885
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3GPP defined Service Requirements – Release 14 (1)

TS 22.185 summarizes the service requirements for V2X in Release 14.

The service requirements are categorized into the following areas: Latency, Reliability, Message Size, Frequency, Range, Speed.
TS requirement
Requirement
Potential V2X service
Use case Requirement in TR
22.885
Typical use case is for Mutual Vehicle
Awareness and Road safety
[CPR-014]
Requirement applies in Road safety use
cases
[CPR-015]
Requirement applys in Road safety use
cases
[CPR-016]
Applys to Mutual Vehicle Awareness use
case
[CPR-017]
Mutual Vehicle Awareness and Road
safety cases
[CPR-027]
Latency Requirement
[R-5.2.1-001]
[R-5.2.1-002]
[R-5.2.1-003]
[R-5.2.1-004]
[R-5.2.1-005]
The E-UTRA(N) shall be capable of transferring messages between two UEs
supporting V2V/P application, directly or via an RSU, with a maximum latency of
100ms.
For particular usage (i.e., pre-crash sensing) only, the E-UTRA(N) should be capable
of transferring messages between two UEs supporting V2V application with a
maximum latency of 20ms.
The E-UTRA(N) shall be capable of transferring messages between a UE supporting
V2I application and an RSU with a maximum latency of 100ms.
The E-UTRAN shall be capable of transferring messages via 3GPP network entities
between a UE and an application server both supporting V2N application with an
end-to-end delay no longer than 1000 ms.
The E-UTRA(N) shall be able to support high reliability without requiring
application-layer message retransmissions.
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36
3GPP defined Service Requirements – Release 14 (2)
Requirement
Potential V2X service
Use case Requirement in TR
22.885
[R-5.2. 2-001]
The E-UTRA(N) shall be capable of transferring periodic broadcast messages
between two UEs supporting V2X application with variable message payloads of
50-300 bytes, not including security-related message component.
Supports all three use case categories
[CPR-019]
[R-5.2. 2-002]
The E-UTRA(N) shall be capable of transferring event-triggered messages between
two UEs supporting V2X application with variable message payloads which can be
up to 1200 bytes, not including security-related message component.
Mostly Road safety applications
[CPR-020]
The E-UTRA(N) shall be able to support a maximum frequency of 10 messages per
second per UE or per RSU.
Road safety and Mutual Vehicle
Awareness
[CPR-011]
TS requirement
Message Size
Frequency
[R-5.2.3-001]
Range Requirement
[R-5.2.4-001]
The E-UTRAN shall be capable of supporting a communication range sufficient to
give the driver(s) ample response time (e.g. 4 seconds).
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[CPR-005]
37
3GPP defined Service Requirements – Release 14 (3)
Requirement
Potential V2X service
Use case Requirement in TR
22.885
[R-5.2.5-001]
The 3GPP system shall be capable of transferring messages between UEs
supporting V2V application, while the maximum relative velocity of the UEs is 500
km/h, regardless of whether the UE(s) are served or not served by E-UTRAN
supporting V2X communication.
Road Safety, Mutual Vehicle Awareness
[CPR-030]
[R-5.2.5-002]
The 3GPP system shall be capable of transferring messages between UEs
supporting V2V and V2P application, respectively, while the UE’s maximum
absolute velocity is 250 km/h, regardless of whether the UE(s) are served or not
served by E-UTRAN supporting V2X communication.
Road Safety, Mutual Vehicle Awareness
[CPR-031]
[R-5.2.5-003]
The 3GPP system shall be capable of transferring messages between a UE and an
RSU both supporting V2I application, while the UE’s maximum absolute velocity is
250 km/h, regardless of whether the UE or the RSU is served or not served by EUTRAN supporting V2X communication.
Road Safety, Mutual Vehicle Awareness
[CPR-031]
TS requirement
Speed Requirement
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38
3GPP defined Service Requirements – Release 15 (1)


TS 22.186 summarizes the service requirements for V2X in Release 15.
The service requirements are categorized into the following areas:

Vehicle Platooning

Advanced Driving

Extended Sensors

Remote Driving

<add tables>
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Part 3:
A comparison of 3GPP
Release-14 C-V2X to 5G V2X
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40
A comparison of 3GPP Release-14 C-V2X to 5G V2X

A brief summary comparing Cellular based V2X and 5G based V2X shows enhanced use cases are supported in 5G V2X (Releases 15 and beyond). Stringent
requirements around Latency, Message Size / Data Rate and Reliability allow for enhanced use cases.

In terms of 5G requirements for V2X, the concept of ‘Levels of Automation’ (LoA) is introduced. The basis of LoA is taken from the automotive sector and is defined at
various levels, from 0 (No Automation) to 5 (Full Automation). Requirements around latency, data rate, reliability, transmission rate, etc. are given based on the level
of automation.
RELEASE-14 Based C-V2X
RELEASE-15+ Based 5G-V2X
Vision
Basic Safety Use Cases,
Automated Safety Scenarios
Enhanced Safety Scenarios,
Towards Automated Driving
(Degrees of Automation)
Scenarios / Use Cases
(Examples, not Exhaustive List)
Forward Collision Warning
Emergency Vehicle Warning
Road safety warning
Blind Curve / Local Hazard warning
Vehicle Platooning
Advanced Driving
Extended Sensors
Remote Driving
New Considerations compared to basic
safety (i.e. C-V2X)
-----
- Different V2X scenarios will require different performance requirements.
General trend:
> Higher throughputs
> Higher Reliability
> Lower latencies
> High precision positioning
- Requirements to support use cases are based on Levels of Automation (LoA)
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A comparison of 3GPP Release-14 C-V2X to 5G V2X (2)
RELEASE-14 Based C-V2X
Requirements to Support Scenarios /
Use Cases (1)
Latency
RELEASE-15+ Based 5G-V2X
(3GPP TS 22.185) [Stage1]:
(3GPP TS 22.186) [Stage1]:
V2V/V2P (UE <> UE or via RSU): 100ms
V2V (Crash Sensing): 20ms
V2I (UE <> RSU): 100ms
V2N (UE <> Network App Server): 1000ms
No App layer Retransmission function
10ms - 25ms (Vehicle Platooning)
3ms - 100ms (Advanced Driving)
3ms - 100ms (Extended Sensors)
5ms (Remote Driving)
Message Size / Payload
Periodic broadcast: 50-300 bytes
Event triggered: up to 1200 bytes
Data Rate
Not specified
Frequency / Tx rate
10 messages / second per UE or per RSU
Range
Range must give driver ample response time
= 4sec
Speed
V2V: Relative Velocity = 500km/h
V2V, V2P: Absolute Velocity = 250km/h
V2I: Absolute velocity = 250km/h
Reliability
up to 6500 bytes (Vehicle Platooning)
up to 12000 bytes (Advanced Driving)
up to 1600 bytes (Extended Sensors)
- (Remote Driving)
50-60Mbps (Vehicle Platooning)
10-50Mbps (Advanced Driving)
25-1000Mbps (Extended Sensors)
25Mbps (UL) / 1Mbps (DL) (Remote Driving)
2 to 50 messages/sec (Vehicle Platooning)
10 to 100 messages/sec (Advanced Driving)
10 messages/sec (Extended Sensors)
- (Remote Driving)
80-350m (Vehicle Platooning)
360-700m (Advanced Driving)
50m-1km (Extended Sensors)
- (Remote Driving)
250km/h
up to 99.999
1) Refer to 3GPP documents TR22.885, TR22.886, TS22.185, TS22.186. Refer to the appendix
for a summary of all the requirements surrounding Release-15 scenarios.
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A comparison of 3GPP Release-14 C-V2X to 5G V2X (3)
RELEASE-14 Based C-V2X
Radio Access View
EPC View
RELEASE-15+ Based 5G-V2X
PC5 interface supporting Direct communication:
> New interface derived from D2D and enhanced for
mobility
> 3GPP: Band 47 (5.9GHz band)
> eNB assisted Resource Scheduling for V2V.
Uu Interface:
> MBB type of traditional use cases with in-vehicle focus
(browsing, in-vehicle entertainment)
> Concurrent operation with PC5 interface dependant
upon UE capabilities specified in 3GPP (like CA combos for
e.g)
RSU (Road-side Unit):
> New entity in 3GPP networks.
> Co-sited with Traffic type infrastructure
> Possible to integrate with Cellular (eNB) / Small cell
function?
GNSS:
> V2X will use GNSS for timing and positioning.
PC5 interface supporting Direct communication:
> Enhanced PC5 interface (e.g. Tx Diversity, 64QAM, Resource Scehduling Enhancements
Uu Interface:
> MBB type of traditional use cases with in-vehicle focus (browsing, in-vehicle
entertainment). 5G Band, Channel BW can accommodate multimedia type use cases
RSU (Road-side Unit)
> Co-sited with Traffic type infrastructure
> Possible integration with 5G small cell?
GNSS:
> V2X will use GNSS for timing and positioning.
5G Core Vision:
No Architecture Changes Assumed:
> Mobile Edge Computing
> LTE based V2X communication use cases served via Uu - Process V2X messaging / content at the edge of the mobile network cloud to support latency
interface.
intensive use cases.
> V2V/V2I/V2P should not require SIM or data
subscription.
> Network Slicing
- Slice optimized for 5G-V2X services / use case – low latency requirements.
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Part 4:
Spectrum and Regulatory
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Summary - Spectrum and Regulatory



In the U.S:

The FCC has allocated 75MHz of spectrum in the 5.9GHz band for V2X communication.

The Licensing structure includes licensing of RSU (Road Side Unit) and OBU (On Board Unit).

Currently, the FCC specifically mentions ‘DSRC’ in the licensing structure. It is not clear however if future band use could make the spectrum available to other
technologies (i.e. C-V2X).

The FCC issued a public notice in June 2016 to look at spectrum sharing solutions for the 5.9GHz (UNII-4) DSRC band.
In Canada:

Similarly, Canada has set aside 75MHz for Intelligent Transportation Services (ITS) in the 5.9GHz band.

The channel structure within the 5.9GHz band is similar to the U.S band plan for OBUs.

Currently, no specification exists for the RSU.
In Europe:

In the 5.9GHz band, 70MHz has been allocated to Intelligent Transportation Services (ITS).

Additionally the 63-64GHz band has been designated for ITS; due to the amount of available spectrum there is a strong interest to use this band for bandwidth
intensive ITS use cases such as Platooning.
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Regulatory & Spectrum view: ITU

The ITU World Radio Conference 2015 (WRC-15) adopted a resolution to include a new agenda item at
WRC-19 “to carry out studies on technical and operational aspects of evolving ITS under existing mobileservice allocations”.

Within ITU-T and ITU-R there are several ITS work items related to ITS. Some key items under ITU-R
include:

Recommendation ITU-R M.2084: Radio interface standards of vehicle-to-vehicle and vehicle-to-infrastructure communications for
Intelligent Transport System applications.

Report ITU-R M.2228: Advanced intelligent transport systems (ITS) radio communications.

Recommendation ITU-R M.1890: Intelligent transport systems - Guidelines and objectives.

Recommendation ITU-R M.1453: Intelligent transport systems - Dedicated short range communications at 5.8 GHz.
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Regulatory & Spectrum view: United States
History:

1997: ITS America petitions the FCC for spectrum dedicated for DSRC.

1998: Congress passes TEA-21 – this directs FCC and DoT to look at Spectrum Needs for ITS, and DSRC in particular.

1999: FCC allocates 5.9 GHz band for DSRC based applications.

2003 (Dec): FCC adopts a Report and Order – establishing licensing and Service Rules for DSRC service in the ITS band (5.80 to 5.925 GHz).

2007 (Sept): Channel Allocation specified in CFR 47 Part 0, 2, 90, 95.

2016 (June): FCC notice to refresh the record on potential for spectrum sharing between DSRC and U-NII-4.

2017 (Jan12): National Highway Traffic Safety Administration (NHTSA), Department of Transportation (DOT) – Notice of Proposed Rule Making - establish a new Federal Motor Vehicle Safety Standard (FMVSS), No. 150, to
mandate vehicle-to-vehicle (V2V) communications for new light vehicles and to standardize the message and format of V2V transmissions. The NPRM proposes DSRC technology; effective date for Automakers to comply
would be 2023, using a phased-in approach starting in 2021. (*)
(*) The outcome of the NPRM is TBC.
Licensing Structure(1):

DSRC Equipment – Road Side Unit (RSU) is licensed under Part 90, Subpart M.
US ITS/DSRC Channel Plan
Licensing Structure(1):

(1) FEDERAL COMMUNICATIONS COMMISSION - Amendment of the Commission’s Rules Regarding
Dedicated Short- Range Communications Services in the 5.850–5.925 GHz (5.9 GHz Band); 47 CFR
Parts 1, 90 and 95
DSRC Equipment – On Board Unit (OBU) is licensed under Part 95, Subpart L.
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Regulatory & Spectrum view: Canada
History:

October 2004: ISED (then Industry Canada) designated the band 5850–5925 MHz for ITS, specifically mentioning DSRC. (1)

June 2006: SAB-001-06 - Moratorium on the licensing of new non-DSRC systems in this band (5850–5925 MHz).(2)

March 2007: DSRC Consultation. (3)

February 2017: SAB-001-17 - Displacement of Existing Fixed Service Assignments in the Frequency Band 5850–5925 MHz. (4)

September 2017: Radio Standards Specification RSS-252 issued for On Board Units (OBU). (5)
Licensing Structure for OBUs(1):

DSRC Equipment – On Board Unit (OBU) is licensed under RSS-252.

OBU must comply with requirements of US based standard ASTM E2213-03 (2010).(6)
(1) Refer to SP 3-30; Revisions to Spectrum Utilization Policies in the 3-30 GHz Frequency Range and Further Consultation, section 3.3.
(2) Spectrum Advisory Bulletin (SAB): SAB-001-06; Moratorium on Fixed Services in the Band 5850–5925 MHz; https://www.ic.gc.ca/eic/site/smt-gst.nsf/eng/sf08658.html
(3) DGTP-003-07, March 2007: Proposed Spectrum Utilization Policy, Technical and Licensing Requirements to Introduce Dedicated Short-range Communications-based Intelligent
Transportation Systems Applications in the Band 5850-5925 MHz
(4) Spectrum Advisory Bulletin: SAB-001-17 - Displacement of Existing Fixed Service Assignments in the Frequency Band 5850–5925 MHz; https://www.ic.gc.ca/eic/site/smtgst.nsf/eng/sf11264.html
(5) RSS-252, Issue 1, September 2017; Intelligent Transportation Systems — Dedicated Short Range Communications (DSRC) — On-Board Unit (OBU)
(6) ASTM E2213 - 03(2010): Standard Specification for Telecommunications and Information Exchange Between Roadside and Vehicle Systems — 5 GHz Band Dedicated Short Range
Communications (DSRC) Medium Access Control (MAC) and Physical Layer (PHY) Specifications
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Regulatory & Spectrum view: Canada (2)
Channel Plan – OBU: (From RSS-252)
Observations:

*Channels 172 and 184 are designated for safety applications involving safety of life and property.
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Currently there is no specification in ISED for the Road Side Unit
(RSU).
49
Regulatory & Spectrum view: Europe
History:
Europe Member States have set aside the 5.9GHz band for ITS usage, following the ECC allocation into Road Safety, Non-Safety and Future Applications. Additionally, 6464GHz band is also assigned for ITS; the current interest is to consider this band for Platooning type of applications due to the large bandwidth.

2008: European Commission Decision (2008/671/EC) – Sets aside 5875 – 5905 MHz (30MHz) frequency band for safety related applications of ITS.(1)

2008: European Commission Decision (08)01 – Spectrum Requirements for ITS service 5875-5925 for Safety applications and Future ITS Applications (30+20MHz).(2)

2008: European Commission Recommendation (08)01 – Frequency Usage for ITS Non-Safety applications in the range 5855-5875.(3)

March 2016: Amended ECC Decision (09)01 – Designate 63-64GHz for ITS applications.(4)
EUROPE ITS Channel Plan
ITS Non-Safety
Applications
[ECC Rec. (08)01]
ITS Road Safety (30MHz)
[ECC Decision 2008/671/EC,
ECC Dec. (08)01]
ITS Future Applications
(20MHz)
[ECC Dec. (08)01]
(1)
See Ref. [37]; ‘COMMISSION DECISION of 5 August 2008 on the harmonised use of radio spectrum in the 5 8755 905 MHz frequency band for safety-related applications of Intelligent Transport Systems (ITS)’.; http://eurlex.europa.eu/legal-content/en/ALL/?uri=CELEX:32008D0671
(2)
See Ref. [38]; ‘ECC Decision (08)01. The harmonised use of the 5875-5925 MHz frequency band for Intelligent
Transport Systems (ITS); http://www.erodocdb.dk/docs/doc98/official/pdf/ECCDec0801.pdf
(3)
See Ref. [39]; ‘ECC Recommendation (08)01. Use of the band 5855-5875 MHz for Intelligent Transport Systems
(ITS); http://www.erodocdb.dk/docs/doc98/official/pdf/REC0801.pdf
(4)
See Ref.[40], ‘ECC Decision (09)01. Harmonised use of the 63-64 GHz frequency band for Intelligent Transport
Systems (ITS); http://www.erodocdb.dk/docs/doc98/official/pdf/ECCDEC0901.pdf
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Part 5:
Industry view
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51
Summary – View V2X Industry Groups, Players, Events, Trials

A large number of governmental agencies, standards organizations and associations are involved with V2X; many of these groups have roots from the early start of
V2X developments, while new organizations (e.g. 5GAA) have been formed to accelerate cellular based V2X and it’s evolution towards 5G V2X.

A significant number of trials are in progress, and planned for 2018 and beyond to measure the performance of cellular based V2X and to understand the capabilities
that 5G-V2X may be able to deliver. Trials based on 802.11p V2X have been performed since the beginning of 802.11p / ITS-G5 standardization.

A key delivery / milestone in 3GPP based V2X is Qualcomm’s announcement of it’s C-V2X chipset (9150) announced in September 2017. (The design is based on the
Release-14 specification). A reference design integrates the 9150 chipset with GNSS capability.
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C-ITS, C-V2X Standards Entities, Industry Groups
A summary of the various entities involved in V2X is provided. An attempt is made to classify these organizations by the domain in which they are involved with V2X
development. Some key highlights:

The US DOT and NHTSA (U.S) and the European Commission are key governmental organizations driving road safety improvements, and set the basis for downstream entities to move
forward in V2X development, standardization and implementation effort.

European Standards Organizations (ETSI, CEN, CENELEC), and IEEE (North America) are the main entities driving the development of 802.11 based V2X.

5GAA was formed in late 2016 to promote and accelerate V2X based on the 3GPP definition (LTE and the evolution to 5G).
Governmental Agency - Europe
EC – European Commission – standardization mandate M/453
Governmental Agency – USA
US DOT – United States Department of Transportation
NHTSA – National Highway Traffic Safety Administration
European Standards Organizations (ESO)
ETSI - European Telecommunications Standards Institute – TC ITS(1)
CEN - European Committee for Standardization (Comité Européen de Normalisation) – TC 278(1)
CENELEC - European Committee for Electrotechnical Standardization
International Standards Organizations
ISO – International Organization for Standardization - TC 204
IEEE - Institute of Electrical and Electronics Engineers (802.11p / 802.11-2012)
3GPP – Third Generation Partnership Project
Automotive Associations and Standards Groups
SAE (Society of Automotive Engineers) International
5GAA – 5G Automotive Association
Industry Consortiums
C2C-CC – Car to Car Communications Consortium (Vehicle Manufacturers, Europe)
ERTICO-ITS Europe Partnership
CAMP - Crash Avoidance Metrics Partnership (US – Ford, GM)
CAMP VSC3 – CAMP Vehicle Safety Communications 3
(1) TC – Technical Committee
Spectrum – Global / Country / Continental
ITU - International Telecommunications Union – Working Party 5A
[RESOLUTION 237 (WRC-15)]
FCC - Federal Communications Commission
CEPT – ECC
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V2X - Trials and Milestones
Captured below are a snapshot of some trials and events in recent history. Most of the focus of these recent trials are focused on cellular V2X as well as 5G V2X early use
cases, there have also been many trials that have occurred in years previous based on the 802.11p based V2X. The list below is meant to show a only a small subset of
what is happening in the industry.
A key observation - General Motors is still very optimistic on 802.11p, incorporating the functionality into Cadillac VTS vehicles in the 2017 production year. Many other automakers are
involved with C-V2X based trials.

No.
Player(s)
Geography
Timing
Title
Summary
Demonstrated Real-Time V2N communications possible with MEC and Local
Cloud.
Latency < 20ms
1
Nokia, Deutch Telekom, Bosch
Europe
November 2015
C-V2X trials with MEC.
https://networks.nokia.com/vehicle-to-everything
http://telematicswire.net/deutsche-telekom-fraunhofer-nokia-and-continentalrun-lte-v2x-trials-on-autobahn-test-bed/
2
3
AT&T, Ford, Nokia and Qualcomm,
McCain Inc
General Motors
North America - U.S
North America - U.S,
Canada
Late 2017
March 2017
Cellular-V2X Connected Car Technology Trials Planned for
the San Diego Regional Proving Ground
DSRC based V2V now standard on Cadillac CTS
Demonstrate C-V2X benefits with embedded in-vehicle Cellular and RSU
integration into traffic infrastructure.
https://www.qualcomm.com/news/releases/2017/10/31/att-ford-nokia-andqualcomm-launch-cellular-v2x-connected-car-technology
V2V solution (using DSRC) is included as a standard feature on the 2017 CTS in the
U.S. and Canada and complements a robust suite of available active safety
features
http://www.gm.com/mol/m-2017-mar-0309-v2v.html
4
General Motors
North America - U.S
May 2017
Successfully demonstrated Vehicle-to-Infrastructure (V2I) capability in Michigan;
Cadillac Builds on V2V Deployment with V2I Development The traffic signals were able to send real-time data using Dedicated Short-Range
Communications (DSRC) protocol to the development vehicles, which alerted the
drivers of a potential red light violation at current speed.
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V2X - Trials and Milestones (2)
No.
Player(s)
5
NTT DoCoMo, Ericsson, Nissan, OKI,
Continental and Qualcomm
Geography
Asia - Japan
Timing
Announced:
Jan 12, 2018;
Title
C-V2X trials in Japan
Trial in 2018
6
7
Qualcomm, Ford
Huawei, Continental
North America - U.S
Asia - China
1H - 2018
December 2017
Summary
Validate the benefits of C-V2X using technology defined by the 3GPP in the
Release 14 specifications.
Qualcomm 9150 C-V2X chipset with integrated Global Navigation Satellite System
(GNSS) capability to build connected car systems and integrate the systems into
Nissan vehicles.
https://www.fiercewireless.com/wireless/ntt-docomo-ericsson-qualcomm-tocarry-out-c-v2x-trials-japan
Qualcomm, Ford go big with plans to deploy C-V2X in Ford
vehicles starting in 2018
Continental Successfully Conducts Field Trials in China
https://www.nttdocomo.co.jp/english/info/media_center/pr/2018/0112_00.html
C-V2X technology is expected to be deployed in Ford vehicles pending field trials
beginning in the first half of 2018 and “a conducive regulatory environment.”
https://www.fiercewireless.com/wireless/qualcomm-ford-go-big-plans-to-deployc-v2x-ford-vehicles-starting-2018
Initial C-V2X trials in Shanghai with Huawei have successfully reached an average
latency of 11 ms for direct communication between vehicles.
To test in realistic conditions, Continental conducted its driving tests in China’s
National Intelligent Connected Vehicle Pilot Zone in Shanghai named “A Nice City”
https://www.continental-corporation.com/en/press/press-releases/2017-12-18cellular-v2x-116994
The 5G initiative’s initial phase of testing in France included two use cases:
Something called “see through” between two connected vehicles on a road, and
“emergency vehicle approaching,” aimed at notifying drivers when an emergency
vehicle is nearby in real time.
8
Ericsson, Orange and PSA
Europe - France
January 2017
Qualcomm hits the road in CV2X trial with Ericsson,
Orange, PSA in France
Advanced network features implemented in a new radio access network (RAN)
configured with edge-computing features, allowed improved end-to-end
transmission, with an average delay of 17 milliseconds for vehicle-to-network-tovehicle (V2N2V) communications.
https://www.fiercewireless.com/tech/qualcomm-hits-road-cv2x-trial-ericssonorange-psa-france
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C-V2X TentativeTimelines
2017
Q1
Q2
2018
Q3
Q4
Rel-14
Rel-14
Rel-15
Stage3
Stage3
Stage 2
Freeze
Ext.
Freeze
(June2017) (June2017) (Dec2017)
3GPP VIEW
3GPP is integrating upper
protocols from the existing
standards with 3GPP lower
protocol stack.
Q1
Q2
2019
Q3
Q4
Q1
Rel-15 Rel-15 ASN- Rel-16
Stage 3
1
Stage 1
Freeze
Freeze
Freeze
(June2018) (Sept2018) (Dec2018)
Q2
Rel-16
Stage 2
Freeze
(June2019)
2020
Q3
Q4
Q1
Rel-16 Rel-16 ASNStage 3
1
Freeze
Freeze
(Dec2019) (Mar2020)
Rel-15
Stage 3
Freeze
(DEC2017)
5G
RAN-NSA
Integration:
ITS protocols
into 3GPP stack
IoT, Certification
Procedures
Qualcomm announced a C-V2X
chipset in September of 2017
which supports PC5 based on
Release-14 of the 3gpp
specification.
Trials and other
milestone in this
timeline are sourced
from various industry
documents and vendor
news releases.
This may be with only V2V,
or V2V with V2X function,
but depends upon the
auto-sector deployment
cost model.
Infrastructure vendor
roadmaps for C-V2X
commercial products are not
yet documented; based on
industry views, perhaps in
2020.
CHIPSETS
C-V2X TRIALS
Comm.
Samples:
Qualcomm
QC 9150
Rel-14 V2X
(V2V PC5)
Integrated Chipset
available
(PC5 + Uu)
Field trials, Demos of C-V2X using pre-commercial chipsets
Commercial
Vehicles
supporting
C-V2X
>>
Infrastructure
vendor solution
for V2N
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Q2
2021
Q3
Q4
Q1
Q2
Q3
Q4
56
Industry View: Qualcomm

Has been engaged in the V2X ecosystem for several years.

Initially with IEEE 802.11p based products (QCA6584AU)

C-V2X based chipset (9150)

Announced September 2017.

Based on 3GPP Release 14 specification.

CS in 2H-2018.
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Appendix
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Enhancement of 3GPP support for V2X scenarios (Release-15)
Performance requirements for Vehicles Platooning (22.186)
Performance requirements for Advanced Driving (22.186)
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Enhancement of 3GPP support for V2X scenarios (Release-15) …2
Performance requirements for Extended Sensors (22.186)
Performance requirements for Remote Driving (22.186)
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Background on Standards and Regulatory Framework
Creating Technical Specifications and Standards,
and Regulation of mobile-communications.
Standards Developing
Organizations
(SDOs)
- Develop and Agree on Technical
Standards in order to deploy
standardized products.
> 3GPP
Regulatory Bodies and
Administrations
- Government led organizations.
- Control Spectrum use & set
licensing conditions.
- Control certification of products
& devices.
Industry Forums
- Industry led groups that promote
and lobby for specific technologies.
> GSMA
> NGMN
> 5G Americas
> National Administrators:
FCC, ISED
> Regional bodies:
CEPT/ECC (Europe)
CITEL (Americas)
APT (Asia)
> Global Spectrum Regulation:
ITU
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About ITU
ITU
3 main areas of activity organized into sectors:
> Radio Communications Sector (ITU-R)
> Telecommunication Standardization Sector (ITU-T)
> Telecommunication Development Sector (ITU-D)
- International Management of the radio-frequency spectrum.
- RR: Radio Regulations
- incorporates decisions from WRCs.
- Internationally binding treaty for spectrum use.
- WRC: World Radio-communication Conference (every 3 – 4 years
the RR are revised and updated – as such provides and updated view
of how RF spectrum is used across the world).
- ITU-R WP5D: Responsibility for overall radio system aspects of IMT
systems:
- IMT-2000 (3G)
- IMT-Advanced (4G/LTE)
- IMT-2020 (5G)
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More about 3GPP
3GPP TSGs
(Technical Services Groups)
Radio Access Networks
(RAN)
System and Systems
Aspects
(SA)
3GPP
Core Networks and
Terminals
(CT)
ETSI (Europe)
ARIB, TTC (Japan)
ATIS (United States)
CCSA (China)
TTA (Korea)
TSDSI (India)
3GPP – A Standards Developing Organization (SDO)
Regional and National Organizational partners
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More about 3GPP – mapping of V2X service requirements
RELEASE 14
TR 22.885
STUDY ON LTE SUPPORT FOR V2X SERVICES
Service
Requirements
Basic Set of Use Cases and Requirements to support LTE based applications
for V2X.
Use Cases for V2X
mapping
Potential Requirements
“CPR-##”
TS 22.185
SERVICE REQUIREMENTS FOR V2X SERVICES (STAGE 1)
Summarizes the service requirements for V2X in Release 14.
Service requirements are categorized into the following areas: Latency,
Reliability, Message Size, Frequency, Range, Speed.
mapping
Service Requirements
“R-#.#.#-###”
RELEASE 15
TR 22.886
Study on enhancement of 3GPP support for 5G V2X services
Service
Requirements
Identify use cases and potential service requirements to enhance 3GPP
support for V2X service in the following areas - non-safety V2X services,
safety-related V2X services, V2X services in multiple 3GPP RATs (e.g. LTE,
New RAT (NR))
Potential Requirements
mapping
Use Cases for V2X
“CPR-##”
TS 22.186
Enhancement of 3GPP support for V2X scenarios; Stage 1
Specifies service requirements to enhance 3GPP support for V2X scenarios in
the 3GPP systems (i.e. EPS, 5G).
mapping
Service Requirements
“R-#.#.#-###”
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References

Significant number of references, and the list is constantly being updated.

See attached .xls file for current list.
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