Study the gain and feasibility of shortened TTI (<1ms) Phase 2 of the C-V2X standardization is expected to be introduced in December 2018 and cover the following topics :Ĭarrier aggregation (up to eight PC5 carriers) In a scenario where the downlink (DL) communication between eNB and UE #2 breaks, UE #1 relays information to UE #2 so that UE#2 continues to transceive information without losing any, as shown in Figure 2.Īnother benefit in this scenario is that if UE #2 sits at the cell edge where it receives poor signals, UE #1 helps to provide better signals, which then extends the coverage of the cellular services.Ī major challenge of C-V2X is that it has yet to be tested or validated, unlike 802.11p that was standardized over 10 years ago. In Figure 1, an LTE BS, eNodeB or eNB, communicates with two UE’s as you know it today with a cellphone tower communicating with cellphones. Because of such high promises, now virtually every automotive company is looking at C-V2X as the next “it” technology that will pave the path to complete autonomous driving. It promotes high data rate, high coverage, lower latency with 5G, and so on. In this white paper, C- V2X is mainly used to reference LTE-V2X.Ī major benefit that C-V2X delivers is it uses the existing LTE network infrastructure, according to the initial V2V standard completion announcement by 3GPP. This new area is often referred to as C-V2X, where “X” is “everything,” such as another car (V2V), pedestrians (V2P), networks (V2N), and so on. To support complete autonomous driving, communications via cellular networks are essential. Although the technology relays information such as the weather update at the end of a tunnel and other safety-related messages to promote safe driving, it doesn’t work with cars that don’t carry WLANp. However, the challenges with 802.11p is that it will only talk to cars that can transceive its protocol. ![]() This announcement could create ripple effects in the industry to promote accident-free driving and, ultimately, autonomous driving. Recently, Volkswagen announced that it will provide WLANp as standard equipment on all its cars in Europe starting in 2019. This technique opens new device-centric communication that often requires no direct communication with the network infrastructure, hence is expected to solve part of the network capacity issue as 5G promises more devices to be connected in faster, more reliable networks.ĭedicated short-range communications (DSRC) is often tied with 802.11p, which is the Wi-Fi standard specific to the automotive industry that leads the next generation of connected cars. But who is using D2D and what are the real applications behind such technologies? In this white paper, learn about D2D and how it enables fifth generation (5G) wireless network communication from short-range wireless to vehicle-to- vehicle.ĭ2D refers to the communication between devices, which can be cell phones or vehicles. D2D is promising as it is used to make ultra-low latency communication possible. ![]() Device-to-device (D2D) communication often refers to the technology that allows user equipment (UE) to communicate with each other with or without the involvement of network infrastructures such as an access point or base stations.
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