When user equipment (UE) changes its serving mobile network (e.g. when crossing country borders), an interruption in connectivity can occur as the UE needs to connect to a new network which takes some time, i.e. scanning for a public land mobile network that it can attempt to use or ‘visit’ (hence VPLMN).
These interruptions can often result in disconnected phone calls and/or blackout periods for connected vehicle services lasting up to several minutes. This report seeks to look at this problem and examine the potential solutions available.

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This report presents the results of the 5GAA work item Use Case Implementation Description.
Use cases examined include Cross-Traffic Left-Turn Assist (LTA), Emergency Brake Warning and Traffic Jam Warning and Route Information. The UCIDs in this Report provide a first step to achieving greater information-sharing between actors by bringing together existing pieces (specifications, profiles, interface descriptions, etc.). Likewise, the descriptions provide guidance on how to leverage the benefits of combining C-V2X’s multiple communication paths in order to realise the use cases.

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This STiCAD work item seeks to determine, propose and evaluate possibilities for telecommunication operators, vendors, and any further identified stakeholders to provide what is necessary in order to enable the car OEM to better treat safety for systems that exist beyond a single-vehicle. To achieve this, it was decided to find representative safety requirements for two selected use cases that cover the V2X scenarios of direct communication and network-based information delivery.

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This White Paper outlines five non-mutually exclusive options for ecosystem cooperation models relevant to 5G CAM (Connected and Automated Mobility) infrastructure deployment and use. 5GAA believes these options may bring even more benefits when combined. Building upon this first assessment, 5GAA considers that in the context of the large-scale introduction of advanced safety and automated driving use cases supported by C-V2X, a more integrated model involving all parties (vehicle manufacturers, road operators, communication service providers i.e. mobile network operators and neutral host infrastructure providers) should be considered as well as other services providers who will play an increasing role in the ecosystem e.g., location-based data marketplace, Mobility as a Service (MaaS), etc.

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Edge Computing is an important topic in Vehicle-to-Everything (V2X) use cases, as many such cases ultimately require guarantees of low latency and high reliability. The use cases involve a large amount of regional data which needs to be processed and dispatched locally instead of being uploaded over the internet to its cloud services which, at scale, becomes time- and cost-intensive without generating much-added value. The present document includes architecture and deployment models in the event that Edge Computing is used for these V2X use cases and also describes how interoperability and service continuity can be solved.

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The present document aims to study the requirements of positioning, build understanding of the positioning system framework, and offer the corresponding technologies according to the requirements and environments, as well as some demonstrations in High-Accuracy Positioning for Vehicle-to-Everything (V2XHAP) services.

With the evolution of V2X services from assisted driving to automated driving, the use case requirements are also changing in terms of the availability of network coverage, level of uncertainty, availability of features for simultaneous localisation and mapping (SLAM)-based positioning techniques, reliability, latency, speed, data rate, communication range, as well as positioning accuracy, which is changing from metre level to sub-metre level. Different from other services, positioning information is one of the essentials to guarantee the safety of Internet of Vehicles (IoV). Some important KPIs for positioning have been described in 3GPP, such as positioning accuracy, latency, update rate, power consumption, etc. Furthermore, there are some specific needs in terms of V2X service scenarios, such as continuity, reliability, and security/privacy, etc. All positioning KPIs for V2X mentioned above need to be clarified, especially positioning accuracy which is the most basic requirement in V2X service.  In some use cases, such as automated driving, remote driving and platooning, centimetre-level positioning with stable performance provides the necessary accuracy and safety assurance.

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Following the first volume (Volume I) set of Use Case descriptions (previously named as ‘WAVE 1’) and the corresponding framework developed in WG1, this document presents the second volume of Use Case descriptions (previously named as ‘WAVE 2’). One of the goals with this second set is to describe advanced Use Cases that have challenging requirements for future communication systems, such as 5G – as reflected in the report title.

The Use Case descriptions are written from the vehicle perspective and strive to be solution agnostic and applicable to both driven and autonomous vehicles. The realisation of Use Cases does not preclude applications performing various tasks supporting the Use Cases, such as collecting information, analysing etc.

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The present report represents the latest version of the first set of Use Case descriptions (Volume 1 – previously named WAVE1) developed in the context of the 5GAA WG1 work item “Use Case and KPI requirements”. The report introduces and explains the WG1 approach to describe Use Cases and their Service Level Requirements (SLRs). It includes a framework for the Use Case descriptions and a framework for Use Case Service Level Requirements collection. The two frameworks are applied to the Use Cases provided in the 5GAA Board Internal Guidance Document.

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There is increased interest in the potential environmental benefits of C-V2X, given that substantial transport emissions reductions are required to help mitigate climate change, and the upcoming EC Strategy on Sustainable and Smart Mobility which intends to propose matching measures to the “unprecedented ambition to achieve 90% reduction in emissions by 2050”. The question is to what extent connected driving, with increasing levels of automation, can lead to environmental benefits. 5GAA, the 5G Automotive Association, asked TNO to conduct a study into the environmental effects of V2X communication as it is currently used in transport and as it can be used in future implementations.

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Presentation of the study

5G will help vertical industries to achieve the ‘internet of everything’ vision of ubiquitously connected, highly reliable, ultra-low latency services for a massive number of terminals. Network slicing is considered as one of the key features for 5G allowing in particular to support the different needs of various vertical industries, including the automotive industry. Network slicing is a concept for running multiple logical networks (which could be customised and provided with guaranteed Service Level Agreements, SLAs) as virtually independent business operations on common physical infrastructure.

To limit the scope of this work, it will initially focus on the very basic functions of a mobile network, which are to provide coverage, throughput, and latency for data transmission between the vehicle (UE) and a backend infrastructure (i.e. mobile networks) using the network slicing approach. In further steps, the scope of this work shall be extended from how to use network slicing to tackle the additional functional and operational requirements from the automotive industry and their business implications.

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