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a40bb51101196cec3be4d8fd3686e1c8 | 104 078 | 5 Presentation of the system or technology | |
a40bb51101196cec3be4d8fd3686e1c8 | 104 078 | 5.1 Uncrewed aircraft systems | Uncrewed Aircraft Systems (UASs), or drones, have huge potential to transform the productivity of businesses, and to introduce an entirely new way of transporting goods, and for the delivery of services, Figure 1. During a time when organizations are under pressure to be more efficient, innovative, and ambitious in how... |
a40bb51101196cec3be4d8fd3686e1c8 | 104 078 | 5.2 Beyond Visual Line of Sight | One of the greatest challenges regarding commercial BVLOS drone operations, is that of risk-limitation in what are referred to as Very Low-Level Flying (VLLF) environments. These environments are often urban and heavily populated. Drones are required to be capable of avoiding other craft in flight, or structures on the... |
a40bb51101196cec3be4d8fd3686e1c8 | 104 078 | 5.3 See and Avoid requirement | |
a40bb51101196cec3be4d8fd3686e1c8 | 104 078 | 5.3.0 General | The onboard UAS equipage requirements are dependent upon the Air Risk Category (ARC) within which the flight occurs. SORA [i.9] classifies the air risk of a UAS operation into one of four categories, from ARC-a (minimal risk) to ARC-d (high risk). The classification is based upon a flowchart which focusses primarily on... |
a40bb51101196cec3be4d8fd3686e1c8 | 104 078 | 5.3.1 Low air risk categories | Low air risk categories include for example airspace in the absence of manned aviation, and low altitude, Figure 2, Figure 3 and Figure 4. Figure 2: Typical UAS flight profile in lower air risk category: delivery from one ground installation to another (source: Robert Bosch GmbH) ETSI ETSI TR 104 078 V1.1.1 (2025-06) 1... |
a40bb51101196cec3be4d8fd3686e1c8 | 104 078 | 5.4 See and Avoid regulations for UAS | JARUS SORA [i.9] is the closest basis available to an international framework for Uncrewed Aircraft Systems (UAS) operations, and Annex D describes the 'Tactical Mitigation Performance Requirements' (TMPR) (i.e. the SAA requirements). The most difficult requirement to achieve, known as Air Risk Category (ARC), are ARC-... |
a40bb51101196cec3be4d8fd3686e1c8 | 104 078 | 5.6 Other UAS Technologies | UAS are usually equipped with additional sensing and control systems to support flight. These include a flight controller; radio data link to a ground control station; GNSS system; inertial navigation system. Some drones have altimeters measuring height above ground, and Automatic Dependent Surveillance-Broadcast (ADS-... |
a40bb51101196cec3be4d8fd3686e1c8 | 104 078 | 6 Market information in the EU | |
a40bb51101196cec3be4d8fd3686e1c8 | 104 078 | 6.1 UAS Market size for Certified and Specific drone operations | Only higher risk UAS operations are expected to require medium and long Range SAA capabilities. These include certified categories of operation, and higher risk activities in the Specific category, Figure 9. Figure 9: Operating categories of Remotely Piloted Aircraft Systems (RPAS) (source: UK Civil Aviation Authority)... |
a40bb51101196cec3be4d8fd3686e1c8 | 104 078 | 6.2 Deployed numbers | The PwC projections are for 76 000 drones in use in the UK by 2030, across all sectors. These would be used in both urban, inter-urban and rural areas. Deployed numbers per area are more difficult to estimate. In areas around drone ports serving urban areas the numbers may be greater, and much lower in rural areas. Dro... |
a40bb51101196cec3be4d8fd3686e1c8 | 104 078 | 6.3 Drone deployment densities | The ITU projected drone densities are modest across all drone categories and particularly for the larger drones (more likely for ARC-d and ARC-c operations), which in turn require medium range SAA. Table 1 shows the projected (by 2030) UAS density across UAS size categories. Table 1: UAS densities vs. Size (Source: ITU... |
a40bb51101196cec3be4d8fd3686e1c8 | 104 078 | 6.4 Drone insurance claims | It is also interesting to note that the within the Top 10 reasons for drone insurance claims in 2023 [i.20] (courtesy of CoverDrone Insurance), the top reason is pilot error, which accounts for over 50 % of all claims reported. Factors such as fatigue, poor communication and distraction can all increase the likelihood ... |
a40bb51101196cec3be4d8fd3686e1c8 | 104 078 | 7 Technical information | |
a40bb51101196cec3be4d8fd3686e1c8 | 104 078 | 7.1 Technical Description | Both the See and Avoid radar, and landing radar, are implemented using highly integrated SoC devices, including radar FMCW transmitter, receiver, mixer, associated Power amplifier and Low noise amplifiers, and digital signals processing, Figure 10. Antenna for transmitted and receive are isolated and implemented upon p... |
a40bb51101196cec3be4d8fd3686e1c8 | 104 078 | 7.2 Status of technical parameters | |
a40bb51101196cec3be4d8fd3686e1c8 | 104 078 | 7.2.1 Current ITU and European Common Allocations | Current allocation of the candidate bands in the CEPT (European common allocation ECA) is included in Table 6, together with actual usage within the CEPT. ETSI ETSI TR 104 078 V1.1.1 (2025-06) 20 Table 6: Allocations and usage within CEPT Frequency band Allocations - Europe (ECA) Applications 56,9 - 57 GHz Earth Explor... |
a40bb51101196cec3be4d8fd3686e1c8 | 104 078 | 7.2.2 Sharing and compatibility studies already available | ECC Report 176 [i.17] from 2012 considered the impact of non-specific SRDs on radio services in the band 57 - 66 GHz. This report was the basis for the entry in Annex 1 of ERC/REC 70-03 [i.2] from 57 - 64 GHz. The potential of interference from non-specific SRDs to the Fixed Service in the frequency range 64 - 66 GHz a... |
a40bb51101196cec3be4d8fd3686e1c8 | 104 078 | 7.2.3 Sharing and compatibility issues still to be considered | Based on the generic nature of ERC/REC 70-03 [i.2] Annex 1 band n1, airborne use is already permitted. ETSI assumes that the impact of drones on other users in the band 57 - 64 GHz need not be assessed. In the band 76 - 77 GHz the coexistence with existing and possible new applications should be considered. ETSI ETSI T... |
a40bb51101196cec3be4d8fd3686e1c8 | 104 078 | 7.3 Transmitter parameters | |
a40bb51101196cec3be4d8fd3686e1c8 | 104 078 | 7.3.1 Transmitter output power / radiated power | Two cases are presented in the technical parameters clause above, dependent upon the operating band: • Medium range radar, 76 - 77 GHz: peak power to 55 dBm eirp and mean power to 50 dBm. • Short range radar, 57 - 64 GHz: mean power to 20 dBm eirp. |
a40bb51101196cec3be4d8fd3686e1c8 | 104 078 | 7.3.2 Antenna characteristics | • Medium range radar, 76 - 77 GHz: Antenna Gain typical 10 dBi to 25 dBi. • Short range radar, 60 - 64 GHz: Antenna Gain typical 10 dBi for 20 dBm eirp. |
a40bb51101196cec3be4d8fd3686e1c8 | 104 078 | 7.3.3 Operating frequency | 76 - 77 GHz for the SAA radar operating to medium range (that is 2 500 m). Having multiple functionalities from a single onboard UAS low SWaP-s sensor is advantageous as it reduces the overall sensor payload weight and increases UAS mission time. Radar Altimeters and Landing Radar have been implemented in the 60 - 64 G... |
a40bb51101196cec3be4d8fd3686e1c8 | 104 078 | 7.3.4 Bandwidth | The overall bandwidth is defined by the FM sweep pattern. This is typically in the range of 150 - 1 000 MHz for Medium or Short range SAA through 76 GHz radar, or up to 4 000 MHz from 60 - 64 GHz to support Short range SAA. |
a40bb51101196cec3be4d8fd3686e1c8 | 104 078 | 7.3.5 Unwanted emissions | Unwanted emissions would be within the limits for out of band specified by ETSI EN 303 883-1 [i.16] and spurious emissions aligned with ERC/REC 74-01 [i.11]. |
a40bb51101196cec3be4d8fd3686e1c8 | 104 078 | 7.4 Receiver parameters | Common radar models include a bi-static, dual antenna configuration. The radar receiver includes an active mixer that converts the Radio Frequency signal into an Intermediate Frequency range which covers to 15 MHz. For commonly available low SWaP-c SoC devices, the receiver Noise Figure is typically 12 dBm at 1 MHz. |
a40bb51101196cec3be4d8fd3686e1c8 | 104 078 | 8 Radio spectrum request and justification | A low SWaP-c radar is required for UAS SAA in higher Air Risk Category operations, and is required by UAS regulators, under JARUS SORA [i.9]. Detection distances of up to 2 500 m for othership targets (targets other than the ego aircraft) including light aircraft will be required, as shown in Annex A. No suitable band ... |
a40bb51101196cec3be4d8fd3686e1c8 | 104 078 | 9 Regulations | |
a40bb51101196cec3be4d8fd3686e1c8 | 104 078 | 9.1 Current regulations | |
a40bb51101196cec3be4d8fd3686e1c8 | 104 078 | 9.1.1 ERC Recommendation 70-03 | The band 76 - 77 GHz is already used by many applications including ground-based vehicle and TTT infrastructure systems (ERC/REC 70-03 [i.2] Annex 5), obstruction/vehicle detection via radar sensor at railway level crossings (ERC/REC 70-03 [i.2] Annex 4), obstacle detection radars for rotorcraft use (ERC/REC 70-03 [i.2... |
a40bb51101196cec3be4d8fd3686e1c8 | 104 078 | 9.1.2 ITU study on UAS | In November 2010, ITU-R prepared a report [i.7] that identified bands that would be useful for UAS SAA, see also [i.9]. This report was possible because of work from RTCA special committee 203 (SC-203). The bands identified for airborne SAA applications on larger UAS were: • 4 200 - 4 400 MHz (see Table 3 of ITU Report... |
a40bb51101196cec3be4d8fd3686e1c8 | 104 078 | 9.2 Proposed regulation and justification | 76 - 77 GHz: • For medium range radars (up to 2 500 m detection distance) it is proposed that the entry e1 of ERC/REC 70-03 [i.2] Annex 5 be extended to permit use onboard UAS. • The mean power of 50 dBm is defined over the signal repetition time. 57 - 64 GHz: • For shorter range radar (up to 150 m detection distance),... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 1 Scope | The present document identifies Resource Management (RM) at the Facilities Layer in relation to critical control requirements, capabilities, principles and parameters which could enable the definition of a mechanism supporting highly time and size dynamic data exchanging message services to operate robust, interoperabl... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 2 References | |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 2.1 Normative references | Normative references are not applicable in the present document. |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 2.2 Informative references | References are either specific (identified by date of publication and/or edition number or version number) or non-specific. For specific references, only the cited version applies. For non-specific references, the latest version of the referenced document (including any amendments) applies. NOTE: While any hyperlinks i... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 3 Definition of terms, symbols and abbreviations | |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 3.1 Terms | For the purposes of the present document, the following terms apply: application: computer software program that performs a specific task directly for an user or one another application automated system: computer (ICT) system that collects information and can react and perform tasks based on the data NOTE: Automated sy... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 3.2 Symbols | For the purposes of the present document, the following symbols apply: substitution constant parameter of the channel busy ratio limit or substitution parameter filter function factor substitution constant parameter of the channel busy ratio limit or substitution parameter parameter of the adaptive rate con... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 3.3 Abbreviations | For the purposes of the present document, the following abbreviations apply: 3GPP 3rd Generation Partnership Project 5G-NR 5th Generation New Radio AC Admission Control AI Artificial Intelligence AIFS Arbitration Inter-Frame AL Access Layer ALI Access Layer Instance ASIL Automation Safety Integrity Level AVM Automated ... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 4 Considerations | |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 4.1 Introduction | The ITS Release 1 basic cooperative use cases, supported by the standards listed in ETSI TR 101 607 [i.2], are awareness oriented. When considered from an Automotive Safety Integrity Level (ASIL) perspective, according to ISO 26262-9 [i.3], ITS Release 1 supports some use cases of the Quality Management (QM) ASIL. For ... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 4.2 Message handling | Message handling is the static setting of C-ITS information exchange in a specific environmental context. As stated in clause 4.1, the C2C-CC and C-Roads profiles limit the Release 1 information dissemination to V2V, I2V message exchange in a single direct communication specific 10 MHz channel. C-Roads identifies other... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 4.3 Quality of Service improvement | In Information and Communication Technology (ICT), QoS cannot be fully guaranteed. The main three areas, in which QoS mechanisms are realized: 1) From a functional perspective internet communication capabilities are business driven statistically estimated and adjusted ensuring a general level of QoS. Initially this was... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 4.4 The system context | |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 4.4.1 Overview | Previous work related to resource management was realized by the Multi-Channel Operation (MCO) work resulting in the MCO architecture for C-ITS as specified in ETSI TS 103 697 [i.6]. Present MCO functionalities are specified in the ETSI Release 2 standards, ETSI TS 103 141 [i.5], ETSI TS 103 836-4-1 [i.10] and ETSI TS ... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 4.4.2 Channel load | The bandwidth of a radio channel is always limited, and it needs to be used efficiently. This means maximizing the data that can be exchanged in such channel. At the same time, overusing the channel may cause radio interference that is resulting in an increased reception error probability at the receivers. As a result,... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 4.4.3 Access layer operation | The AL is composed of the Medium Access Control (MAC) and Physical sub-layers. It handles the radio spectrum access for the transmission of frames. Higher layers can provide data packets to the access layer. The access layer decides whether to send frames, and when to transmit them by the mechanisms of the media access... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 4.4.4 Adjacent channel | The MCO report ETSI TR 103 439 [i.1] presented the influence of operating information dissemination in adjacent channels and concluded that the traffic in one channel affects the resources available in the adjacent ones. The result also shows that the second adjacent channel can be neglected. This means that the maximu... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 4.4.5 Networking & transport layer operation | In Release 1, the Networking & Transport Layer (NTL) is realized by the GeoNetworking (GN) protocol as specified in ETSI EN 302 636-4-1 [i.40], complemented by the Basic Transport Protocol (BTP) as specified in ETSI EN 302 636-5-1 [i.41] and by the IPv6 over GeoNetworking Adaptation Sub-Layer (GN6ASL) as specified in E... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 4.4.6 Applications, facilities layer and resource management | At the Facilities Layer (FL), the timely varying spectral resource capabilities come together with the timely changing functional requirements of applications and message services. As identified in the Multi-Channel Operation (MCO) concept study (ETSI TR 103 439 [i.1]), applications do not have any notion of the existe... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 5 Decentralized Congestion Control optimization | |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 5.1 Introduction | In Release 1, congestion control is managed separately for different Access Layer Instance (ALI) groups. The extended concept as outlined in the present document is based on the analysis of the ITS-G5 AL technology, but it is not limited to this specific AL technology. However, to use the concept with other technologie... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 5.2 Decentralized congestion control in Release 1 | |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 5.2.1 Introduction | This clause provides a synthetic review of DCC as it is defined in Release 1. First, it recalls the definition of the main metrics used for congestion control. Then details the limits that apply and the constrains imposed to the congestion control algorithm. The congestion control algorithm to be used is not specified ... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 5.2.2 Overview of Release 1 DCC | The general description of Release 1 DCC is provided in ETSI TS 103 175 [i.15], which details the entities at the various layers of the C-ITS protocol stack. In Release 1, DCC has entities at the access layer, detailed in ETSI TS 102 687 [i.14], and at the networking & transport layer, detailed in ETSI TS 102 636-4-2 [... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 5.2.3 Metrics | DCC is based on the concept of Channel Busy Ratio (CBR), as defined in ETSI EN 302 571 [i.16], which determines the level of load of the channel. More specifically, the receiver determines every &'(, set to 100 ms, the time when the strength of the received signal exceeds -85 dBm, called ) . The CBR is calculated e... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 5.2.4 Limit imposed to the channel load | The limit for the channel load of each station is indicated in the ETSI EN 302 571 [i.16], which in turn is based on ETSI TS 103 175 [i.15] and ETSI TR 101 612 [i.12]. The limit provides a minimum time between two consecutive transmissions where the transceiver is not allowed to generate a signal (minimum , as defi... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 5.2.5 Release 1 DCC at the access layer and constraints to the algorithm | ETSI TS 102 687 [i.14] details the constraints for the algorithm to be implemented at the access layer. The specific algorithm is not defined but left to the implementer. The constraints are as follows: • The algorithm runs on each frequency channel specified in ETSI EN 302 571 [i.16] independently. • The algorithm run... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 5.2.6 Release 1 DCC at the networking & transport layer | ETSI TS 102 636-4-2 [i.13] describes the media-dependent functionalities for ITS-G5 at the networking & transport layer, also called DCC_NET. If GeoNetworking is implemented, DCC_NET is mandatory. If it is implemented: • It maintains a number of DCC state variables (CBR_L_0_Hop, CBR_L_1_Hop, CBR_L_2_Hop, CBR_R_0_Hop, C... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 5.2.7 Release 1 DCC at the facilities layer | The overall DCC architecture detailed in ETSI TS 103 175 [i.15], includes at the facilities layer a DCC_FAC function. However, DCC_FAC was not eventually defined in Release 1. |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 5.3 Critical analysis of Release 1 DCC | |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 5.3.1 Introduction | The main aspects that could be revised in Release 2 are analysed in this clause. |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 5.3.2 Analysis of global CBR sharing | Release 1 extends local congestion sensing by introducing the concept of the global Channel Busy Ratio (CBR_G) (see clause 5.2.6). CBR_G is formed by combining an ITS-S's own CBR measurement with CBR values received from neighbouring stations via 1‑hop and 2‑hop piggybacking. The intended effect is to extend awareness ... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 5.3.3 Analysis of the limit | When looking at the single generic channel, the limit imposed in Release 1 implies restrictions when the CBR exceeds 0,62. This number, which was chosen having a few message services and relatively small messages in mind, appears lower than the maximum channel load tolerated in ITS-G5. It appears therefore reasonable t... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 5.3.4 Analysis of algorithms | The current limits imposed to the algorithm that an implementation can use may not be sufficient. The current limits imposed by the standard ETSI TS 102 687 [i.14], in fact, do not guarantee fairness and may cause different implementations to have different levels of access to the channel in congested situations. With ... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 5.3.5 Analysis of variables that impact congestion control | Different options to cope with congested situations are suggested in Release 1 specifications, including Transmit Power Control (TPC), Transmit Rate Control (TRC), and Transmit Data-Rate Control (TDRC). For more details see the references [i.20], [i.23], and [i.24]. Variations of the power appear complex when looking a... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 5.3.6 Analysis of multi-hop forwarding | What discussed in the previous clauses assumes single hop broadcast communications. In principle, also multi-hop forwarding is however possible, and therefore it also needs to be considered. Multi-hop forwarding in Release 1 is based on the GeoNetworking protocol (see clause 4.4.5) and follows a packet-centric forwardi... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 5.4 Interference from adjacent channels | |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 5.4.1 Introduction | The congestion status of a given channel is not only dependent on the actual usage of the channel itself but also on the usage of the spectrum that is adjacent to it. This spectrum might be occupied by interoperable message services using the same protocol or by systems which are not interoperable or compatible. Interf... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 5.4.2 Impact of interference from interoperable C-ITS in adjacent channels | The impact of interference caused by stations using the same protocols in adjacent channels is extensively studied in ETSI TR 103 439 [i.1]. In Figure 10 the basics of the interfering effects in an MCO operation are depicted with the focus onto the direct adjacent channel as considered in ETSI TR 103 439 [i.1]. ETSI ET... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 5.4.3 Adjacent channel monitoring | Different approaches for the monitoring operations of adjacent channel interference can be taken for single channel and multichannel ITS-S. A single channel device cannot differentiate between interoperable or non-interoperable deployments in the adjacent channels without switching to these channels, thus a single chan... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 5.4.4 Cross-channel resource management control | In a single channel device, the adjacent channel interference will be treated as normal unspecified channel load element together with the co-channel load elements. The resulting levels of the load estimation in the access layer will be considered in the management algorithms. The co-channel load originating from an in... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 5.5 Modifications towards Release 2 | |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 5.5.1 Introduction | This clause focuses on the modifications that are proposed to comply with the RM approach in Release 2. Modifications in channels that are already used today should not affect the performance of devices that are already on the road. To make the proper decisions, the RM should be aware of the radio resources that are av... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 5.5.2 Radio resources at the facilities layer | A first issue that needs to be solved is how to abstract the radio resources from the access layer to the facilities layer. The main difficulty is that the resources available and the resources used do not only depend on the average number of bits generated but also: i) on the number of packets, since each packet has i... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 5.5.3 Congestion control in Release 2 | In Release 1, the congestion control mechanism is fundamentally performed at the access layer, in which case it is technology-dependent and cannot affect the message generation. In Release 2, the RM functionality needs to be aware of the available resources and to manage them. The following three approaches appear poss... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 5.5.5 Overhead from protocol headers and security | One aspect that needs further clarification is how to account for the overhead added by headers of the protocol stack and security when calculating the total amount of data that will be transmitted over the air. Headers from NTL and AL protocols add to the overhead: • At the NTL, BTP and GeoNetworking headers have a fi... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 5.5.6 Introducing a mechanism for the update of parameters | One feature that is not available in Release 1 and might be worth introducing in Release 2 is the possibility to update the specific value for a limited number of parameters, such as the congestion control limit in each channel. Such updates would require the control from a central entity and a distribution to all ITS-... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 5.5.7 Networking & transport layer in Release 2 | Clause 5.3.6 has shown that, in Release 1, multi-hop forwarding is managed entirely by the GeoNetworking protocol in a packet-centric manner. Forwarding is subject only to the access-layer DCC, which limits transmissions through the gatekeeping mechanism based on channel load. As a consequence, forwarded packets are tr... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 6 Application requirements | |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 6.1 Introduction | To ensure that active applications in an ITS-S are able to make appropriate decisions about when and how to exchange information with other ITS-Ss, they need to be aware of the available communication resources at any given time. In general, more than one application can be active in an ITS-S, and each application does... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 6.2 Applications and message services | |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 6.2.1 Introduction | There are applications which trigger event message generation and dissemination at the FL by message services (a specific message service) such as the Decentralized Environmental Notification Service (DENS). There are also Message Services (MSs) like Cooperative Awareness Service (CAS) which include message generation ... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 6.2.2 Decentralized Environmental Notification Message | The DENM is an event message (as identified in clause 6.2.1). Especially the dissemination of DENMs is triggered by one or more applications which can support the realization of different use cases and environmental scenarios. It can be expected that the number of use cases and scenarios will increase in the future. De... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 6.2.3 Cooperative Awareness (CA) Message | The CAM is a broadcast awareness message (as identified in clause 6.2.1) disseminated by an ITS-S which represents a road user e.g. vehicle, truck, motorbike, bicycle or pedestrian. The CAM provides information about the dynamic state of the represented road user. This information includes parameters such as location, ... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 6.2.4 Collective Perception (CP) Message | The CPM is a broadcasted awareness message (as identified in clause 6.2.1) that is continuously generated with variable interval and message size. The variable interval comes from the fact that the CPM is only generated when certain rules are satisfied and not based on a predefined interval. The CPM includes informatio... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 6.2.5 MIM and MVM | The Marshalling Infrastructure Message (MIM) and the Marshalling Vehicle Message (MVM) are used by the Automated Vehicle Marshalling (AVM) service or low-speed remote controlled automated driving (e.g. in parking areas or factories). The MIMs are disseminated by the infrastructure and the MVM are disseminated by vehicl... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 6.2.6 Signal Phase and Timing Message (SPATEM) | SPATEMs are semi-static messages which means that their size can slightly change. The timing of the SPATEM depends on the changes in the traffic-light behaviour. Today's dynamically SPATEM assigning systems could update the sequence about once every 0,1 second. So, updates of 10 Hz are not an exception. The packages ho... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 6.2.7 MAP Message (MAPEM) | The MAPEM messages are static messages which provide an overview over the road topology with all lane descriptions and stop lines etc. The size always stays the same and it is disseminated with a fixed lower frequency such as 1 Hz to 2 Hz by RSUs. Like for SPATEM, the same parameter structure as for CAM plus additional... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 6.2.8 In Vehicle Information Message (IVIM) | The IVIM is a message which is intended to represent for instance a sign. A sign is expected to be static, like a speed limit sign. However, road operators do change the prelimits depending on the situation on the road. Signs can therefore be static or semi-static (changing ones in a while, in intervals of minimal 30 s... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 6.2.9 Service Announcement Message (SAM) | At present from a message dissemination perspective, the SAM can be seen similar to the IVIM. The SAM is not yet considered to be used for the announcement of dynamic safety use cases, which could result in some additional dissemination requirements (at present this is not foreseen). SAM dissemination can be predicted ... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 6.2.10 Vulnerable road user Awareness Message (VAM) | The VAM is an awareness message similar as the CAM its size is smaller and rate more predictable and lower. Considering road scenarios, the number of present VRUs in an area could however be much more then Vehicles in the same area. The dynamic behaviour of VRUs is much slower than that of Vehicles and therefore the ch... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 6.3 Types of message services from RM perspective | The envisioned RM solution will provide indications to the message services so that they can dynamically adapt the messages they generate in real time. To this aim, the message services could reduce the number of messages and/or their size to follow the indications provided by the RM, while at the same time send additi... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 6.4 Heterogeneous resource requirements | |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 6.4.1 Same services but different resource needs | One important aspect to consider in the design of the RM is the fact that two (or more) ITS-S could be running exactly the same message services, but the radio resources each one consumes can differ widely. Some examples are described below: • Cooperative Perception Service (CPS). An ITS-S on a vehicle typically detect... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 6.4.2 Different stations with different needs | The resources needed by different ITS-S also depend on the number of Message services they implement or their Release, since they are expected to implement different message services in each release. Some examples are shown below: • A Release 1 ITS-S generates essentially CAMs and only occasional DENMs. • A Release 2 I... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 6.5 Indications to message services | Message services will dynamically adapt the messages they generate (size and/or interval) following the indications of RM. Different options are possible with different levels of abstractions for the RM to inform the ITS-S about the messages they can generate: • Bits/s. The RM could limit the amount of bits/s that each... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 6.6 Conclusions | At present, there are two types of Message Services (MSs) identified. The first type corresponds to those that directly use the sensors information to generate and disseminate messages, such as CAS, and therefore should autonomously register to an RM service when present. The second type corresponds to those where the ... |
fbcda0cf1f08aabcdc0778bd9c7a2a39 | 104 073 | 7 Resource management concepts |
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