cometadata/datacite-titles-descriptions-related-identifiers huggingface dataset:
DOI: 10.5281/zenodo.7349086
title: ES-PT, UCC/US Agnostic tests

description: Use Case Category: <strong>User Agnostic</strong><br> Location: Spain-Portugal (ES-PT) cross-border corridor Agnostic test cases to user stories where defined by each Cross Border Corridor /Trial Site in order to get results on the network behaviour, independently of the use case implementation decisions (by generating synthetic traffic data). UCC/US agnostic test cases aims to validate the roaming and handover processes. These test cases form the basis for the network verification/validation process that follows the completion of a deployment activity. As such, these test cases support a network-level performance evaluation by using synthetic traffic enabling the assessment of the baseline performance of the network in cross-border environments.
DOI: 10.5281/zenodo.7349087
title: ES-PT, UCC/US Agnostic tests

description: Use Case Category: <strong>User Agnostic</strong><br> Location: Spain-Portugal (ES-PT) cross-border corridor Agnostic test cases to user stories where defined by each Cross Border Corridor /Trial Site in order to get results on the network behaviour, independently of the use case implementation decisions (by generating synthetic traffic data). UCC/US agnostic test cases aims to validate the roaming and handover processes. These test cases form the basis for the network verification/validation process that follows the completion of a deployment activity. As such, these test cases support a network-level performance evaluation by using synthetic traffic enabling the assessment of the baseline performance of the network in cross-border environments.
DOI: 10.5281/zenodo.7349084
title: CN, UCC/US Agnostic tests

description: Use Case Category: <strong>User Agnostic</strong><br> Location: Chinese (CN) trial site Agnostic test cases to user stories where defined by each Cross Border Corridor /Trial Site in order to get results on the network behaviour, independently of the use case implementation decisions (by generating synthetic traffic data). UCC/US agnostic test cases aims to validate the roaming and handover processes. These test cases form the basis for the network verification/validation process that follows the completion of a deployment activity. As such, these test cases support a network-level performance evaluation by using synthetic traffic enabling the assessment of the baseline performance of the network in cross-border environments.
DOI: 10.5281/zenodo.7349085
title: CN, UCC/US Agnostic tests

description: Use Case Category: <strong>User Agnostic</strong><br> Location: Chinese (CN) trial site Agnostic test cases to user stories where defined by each Cross Border Corridor /Trial Site in order to get results on the network behaviour, independently of the use case implementation decisions (by generating synthetic traffic data). UCC/US agnostic test cases aims to validate the roaming and handover processes. These test cases form the basis for the network verification/validation process that follows the completion of a deployment activity. As such, these test cases support a network-level performance evaluation by using synthetic traffic enabling the assessment of the baseline performance of the network in cross-border environments.
DOI: 10.5281/zenodo.7349023
title: KR, Vehicle quality of service support, Tethering via vehicle using mmWave communication

description: Use Case Category: <strong>Vehicle quality of service support</strong><br> User Story: <strong>Tethering via vehicle using mmWave communication</strong><br> Location: Korean (KR) trial site According to 3GPP TS 22.186 R16, Vehicle quality of service support “enables a V2X application to be timely notified of expected or estimated change of quality of service before actual change occurs and to enable the 3GPP System to modify the quality of service in line with V2X application’s quality of service needs. Based on the quality of service information, the V2X application can adapt behaviour to 3GPP System’s conditions. The benefits of this use case group are offerings of smoother user experience of service”. User Story: <strong>Tethering via vehicle using mmWave communication</strong> Tethering via Vehicle use case enables in-vehicle UEs and pedestrian UEs to access the network with the help of a vehicle relay which is deployed at a vehicle. For in-vehicle UEs, through Tethering via Vehicle use case, it is possible to avoid high penetration loss occurring from the metallic vehicle surface, thereby achieving more reliable wireless connectivity as well as reduced UE power consumption. The in-vehicle UEs are also benefited from the minimized handover operations. Only the vehicle relays involve in the handover operations. For pedestrian UEs, tethering via Vehicle use case enables more reliable connectivity, increased throughput and reduced UE power consumption since it reduces the communication range of the pedestrian UEs. As a deployment scenario for Tethering via Vehicle use case, a vehicle relay can have the Internet connectivity to the network through a base station (BS) including macrocell BS, microcell BS, and BS-type road side unit (RSU). Another UE such as UE-type RSU can also provide the Internet connectivity to the network. Non-terrestrial links such as satellite BS, satellite relay, and high-altitude platform (HAP) can also be used to provide the Internet connectivity to the network. Tethering via Vehicle use case generally supports eMBB-type services such as web surfing, FTP, and video streaming. Hence, it intrinsically requires high data throughput up to several Gbps. In order to satisfy such very high throughput, large bandwidth is necessary which is quite difficult in lower frequency bands below 6 GHz. Therefore, mmWave frequency band should be employed to support such high throughput and to satisfy the Tethering via Vehicle use case.
DOI: 10.5281/zenodo.7349024
title: KR, Vehicle quality of service support, Tethering via vehicle using mmWave communication

description: Use Case Category: <strong>Vehicle quality of service support</strong><br> User Story: <strong>Tethering via vehicle using mmWave communication</strong><br> Location: Korean (KR) trial site According to 3GPP TS 22.186 R16, Vehicle quality of service support “enables a V2X application to be timely notified of expected or estimated change of quality of service before actual change occurs and to enable the 3GPP System to modify the quality of service in line with V2X application’s quality of service needs. Based on the quality of service information, the V2X application can adapt behaviour to 3GPP System’s conditions. The benefits of this use case group are offerings of smoother user experience of service”. User Story: <strong>Tethering via vehicle using mmWave communication</strong> Tethering via Vehicle use case enables in-vehicle UEs and pedestrian UEs to access the network with the help of a vehicle relay which is deployed at a vehicle. For in-vehicle UEs, through Tethering via Vehicle use case, it is possible to avoid high penetration loss occurring from the metallic vehicle surface, thereby achieving more reliable wireless connectivity as well as reduced UE power consumption. The in-vehicle UEs are also benefited from the minimized handover operations. Only the vehicle relays involve in the handover operations. For pedestrian UEs, tethering via Vehicle use case enables more reliable connectivity, increased throughput and reduced UE power consumption since it reduces the communication range of the pedestrian UEs. As a deployment scenario for Tethering via Vehicle use case, a vehicle relay can have the Internet connectivity to the network through a base station (BS) including macrocell BS, microcell BS, and BS-type road side unit (RSU). Another UE such as UE-type RSU can also provide the Internet connectivity to the network. Non-terrestrial links such as satellite BS, satellite relay, and high-altitude platform (HAP) can also be used to provide the Internet connectivity to the network. Tethering via Vehicle use case generally supports eMBB-type services such as web surfing, FTP, and video streaming. Hence, it intrinsically requires high data throughput up to several Gbps. In order to satisfy such very high throughput, large bandwidth is necessary which is quite difficult in lower frequency bands below 6 GHz. Therefore, mmWave frequency band should be employed to support such high throughput and to satisfy the Tethering via Vehicle use case.
DOI: 10.5281/zenodo.7348992
title: CN, Remote Driving, Remote driving with data ownership focus

description: Use Case Category: <strong>Remote Driving</strong><br> User Story: <strong>Remote driving with data ownership focus</strong><br> Location: Chinese (CN) trial site According to 3GPP TS 22.186 R16, Remote Driving “enables a remote driver or a V2X application to operate a remote vehicle for those passengers who cannot drive themselves or a remote vehicle located in dangerous environments. For a case where variation is limited, and routes are predictable, such as public transportation, driving based on cloud computing can be used. In addition, access to cloud-based back-end service platform can be considered for this use case group”. User Story: <strong>Remote driving with data ownership focus</strong> In the China test site, the control centre plays an important role to remotely control the autonomous subject vehicle (Vehicle A), autonomous test vehicle (Vehicle B) and Pedestrian C to complete the networking performance testes of connected vehicles. The control centre first plans the scheme and then sends the global path information to Vehicle B through RSU. During the experiment, subject vehicle A communicates with RSU via V2I and with test vehicle B via V2V. After obtaining real-time information, local path planning will be carried out to complete the plan. After the test, Vehicle A notifies the control centre and uploads various data to the cloud server.
DOI: 10.5281/zenodo.7348993
title: CN, Remote Driving, Remote driving with data ownership focus

description: Use Case Category: <strong>Remote Driving</strong><br> User Story: <strong>Remote driving with data ownership focus</strong><br> Location: Chinese (CN) trial site According to 3GPP TS 22.186 R16, Remote Driving “enables a remote driver or a V2X application to operate a remote vehicle for those passengers who cannot drive themselves or a remote vehicle located in dangerous environments. For a case where variation is limited, and routes are predictable, such as public transportation, driving based on cloud computing can be used. In addition, access to cloud-based back-end service platform can be considered for this use case group”. User Story: <strong>Remote driving with data ownership focus</strong> In the China test site, the control centre plays an important role to remotely control the autonomous subject vehicle (Vehicle A), autonomous test vehicle (Vehicle B) and Pedestrian C to complete the networking performance testes of connected vehicles. The control centre first plans the scheme and then sends the global path information to Vehicle B through RSU. During the experiment, subject vehicle A communicates with RSU via V2I and with test vehicle B via V2V. After obtaining real-time information, local path planning will be carried out to complete the plan. After the test, Vehicle A notifies the control centre and uploads various data to the cloud server.
DOI: 10.5281/zenodo.7349007
title: KR, Remote Driving, Remote driving using mmWave communication

description: Use Case Category: <strong>Remote Driving</strong><br> User Story: <strong>Remote driving using mmWave communication</strong><br> Location: Korean (KR) trial site According to 3GPP TS 22.186 R16, Remote Driving “enables a remote driver or a V2X application to operate a remote vehicle for those passengers who cannot drive themselves or a remote vehicle located in dangerous environments. For a case where variation is limited, and routes are predictable, such as public transportation, driving based on cloud computing can be used. In addition, access to cloud-based back-end service platform can be considered for this use case group”. User Story: <strong>Remote driving using mmWave communication</strong> Remote driving use case enables remote operator to access the right of control in case of automated vehicle in under malfunction or driver is in accident. The most important factors for realizing remote driving should comprise the following: Ensuring enough field of view and high definition of view for front camera, ultra-low latency to sharing live video stream between vehicle equipped cameras and remote site, and reliable connectivity to control remote driving vehicle in remote site. Consequently, remote driving vehicle needs to be shared not only driving information like speed, position, and videos (front, right and left side, and rear), but also vehicle status information like steering angle, gear position, throttle pedal position, and fuel consumption with remote operator. The driving and status information provided by the remote driving vehicle should be transmitted to the human operator at the remote site with ultra-low latency. In order to sharing high definition live video stream data with remote site in real-time, very high up-link data rate should be required and it will be realised by 5G network. At the same time, the control data to driving remote vehicle should be generated by human operator at the remote site and be streamed to the remote driving vehicle through down-link with low latency. An emergency stop function of the remote driving vehicle should be enabled automatically when the connectivity is unstable between remote driving vehicle and remote site, thereby achieving more reliable and robust safety. As a deployment scenario for remote driving use case, remote driving vehicle has a connectivity to the 5G network through a base station (BS) including microcell BS, and BS-type road side unit (RSU). In-vehicle UE that is equipped in the remote driving vehicle will provide the connectivity to the 5G network by connected with RSU. The remote driving use case generally supports eMBB 5G-service to stream raw sensor and high definition video data from remote driving vehicle to remote site. Hence, it intrinsically requires high data throughput up to several Gbps. It also supports URLLC 5G-service to exchange safety critical message.
DOI: 10.5281/zenodo.7349006
title: KR, Remote Driving, Remote driving using mmWave communication

description: Use Case Category: <strong>Remote Driving</strong><br> User Story: <strong>Remote driving using mmWave communication</strong><br> Location: Korean (KR) trial site According to 3GPP TS 22.186 R16, Remote Driving “enables a remote driver or a V2X application to operate a remote vehicle for those passengers who cannot drive themselves or a remote vehicle located in dangerous environments. For a case where variation is limited, and routes are predictable, such as public transportation, driving based on cloud computing can be used. In addition, access to cloud-based back-end service platform can be considered for this use case group”. User Story: <strong>Remote driving using mmWave communication</strong> Remote driving use case enables remote operator to access the right of control in case of automated vehicle in under malfunction or driver is in accident. The most important factors for realizing remote driving should comprise the following: Ensuring enough field of view and high definition of view for front camera, ultra-low latency to sharing live video stream between vehicle equipped cameras and remote site, and reliable connectivity to control remote driving vehicle in remote site. Consequently, remote driving vehicle needs to be shared not only driving information like speed, position, and videos (front, right and left side, and rear), but also vehicle status information like steering angle, gear position, throttle pedal position, and fuel consumption with remote operator. The driving and status information provided by the remote driving vehicle should be transmitted to the human operator at the remote site with ultra-low latency. In order to sharing high definition live video stream data with remote site in real-time, very high up-link data rate should be required and it will be realised by 5G network. At the same time, the control data to driving remote vehicle should be generated by human operator at the remote site and be streamed to the remote driving vehicle through down-link with low latency. An emergency stop function of the remote driving vehicle should be enabled automatically when the connectivity is unstable between remote driving vehicle and remote site, thereby achieving more reliable and robust safety. As a deployment scenario for remote driving use case, remote driving vehicle has a connectivity to the 5G network through a base station (BS) including microcell BS, and BS-type road side unit (RSU). In-vehicle UE that is equipped in the remote driving vehicle will provide the connectivity to the 5G network by connected with RSU. The remote driving use case generally supports eMBB 5G-service to stream raw sensor and high definition video data from remote driving vehicle to remote site. Hence, it intrinsically requires high data throughput up to several Gbps. It also supports URLLC 5G-service to exchange safety critical message.
DOI: 10.5281/zenodo.7348981
title: NL, Remote Driving, Remote driving using 5G positioning

description: Use Case Category: <strong>Remote Driving</strong><br> User Story: <strong>Remote driving using 5G positioning</strong><br> Location: Dutch (NL) trial site According to 3GPP TS 22.186 R16, Remote Driving “enables a remote driver or a V2X application to operate a remote vehicle for those passengers who cannot drive themselves or a remote vehicle located in dangerous environments. For a case where variation is limited, and routes are predictable, such as public transportation, driving based on cloud computing can be used. In addition, access to cloud-based back-end service platform can be considered for this use case group”. User Story: <strong>Remote driving using 5G positioning</strong> In situation where the AD vehicle is unable to automatically drive further (due to a failure or unexpected driving condition), a remote operator takes over control of the vehicle and drives it to a point where AD can be resumed. As an example, this can be in situations like border control, construction zones and inclement weather. To tele-operate a vehicle, the data from multiple sensors should stream their information (synchronised and with low latency) to the operator and at the same time have low latency in the control task of manoeuvring the vehicle in real time. One example for tele-operation is when an AD vehicle is automatically manoeuvred to a bay/slot assigned by border control remotely/via 5G and local edge computing for monitoring actions of the autonomous car by the border agents. For automated manoeuvring in a complex border-post environment, precise localization (of the car in surroundings by the car, plus potentially of the car by the infrastructure) is needed. In the NL trial, tele-operation will be tested by driving the vehicle from the emergency lane to an assigned slot on a rest area along the A270. However, testing of localization services will be carried out at the TU/e campus as it needs special infrastructure, e.g., fibre optical backbone and multiple 5G small cells, available at the TU/e campus for high accuracy localisation services and low latency. New 5G technology based on adaptation and integration of 5G beam steering and MIMO will be used for localization and positioning. The 5G (mm-wave) based location can serve as a redundant localization system and useful in scenarios such as border customs control with gates with a roof covering.
DOI: 10.5281/zenodo.7348982
title: NL, Remote Driving, Remote driving using 5G positioning

description: Use Case Category: <strong>Remote Driving</strong><br> User Story: <strong>Remote driving using 5G positioning</strong><br> Location: Dutch (NL) trial site According to 3GPP TS 22.186 R16, Remote Driving “enables a remote driver or a V2X application to operate a remote vehicle for those passengers who cannot drive themselves or a remote vehicle located in dangerous environments. For a case where variation is limited, and routes are predictable, such as public transportation, driving based on cloud computing can be used. In addition, access to cloud-based back-end service platform can be considered for this use case group”. User Story: <strong>Remote driving using 5G positioning</strong> In situation where the AD vehicle is unable to automatically drive further (due to a failure or unexpected driving condition), a remote operator takes over control of the vehicle and drives it to a point where AD can be resumed. As an example, this can be in situations like border control, construction zones and inclement weather. To tele-operate a vehicle, the data from multiple sensors should stream their information (synchronised and with low latency) to the operator and at the same time have low latency in the control task of manoeuvring the vehicle in real time. One example for tele-operation is when an AD vehicle is automatically manoeuvred to a bay/slot assigned by border control remotely/via 5G and local edge computing for monitoring actions of the autonomous car by the border agents. For automated manoeuvring in a complex border-post environment, precise localization (of the car in surroundings by the car, plus potentially of the car by the infrastructure) is needed. In the NL trial, tele-operation will be tested by driving the vehicle from the emergency lane to an assigned slot on a rest area along the A270. However, testing of localization services will be carried out at the TU/e campus as it needs special infrastructure, e.g., fibre optical backbone and multiple 5G small cells, available at the TU/e campus for high accuracy localisation services and low latency. New 5G technology based on adaptation and integration of 5G beam steering and MIMO will be used for localization and positioning. The 5G (mm-wave) based location can serve as a redundant localization system and useful in scenarios such as border customs control with gates with a roof covering.
DOI: 10.5281/zenodo.7348958
title: ES-PT, Remote Driving, Automated shuttle remote driving across borders

description: Use Case Category: <strong>Remote Driving</strong><br> User Story: <strong>Automated shuttle remote driving across borders</strong><br> Location: Spain-Portugal (ES-PT) cross-border corridor According to 3GPP TS 22.186 R16, Remote Driving “enables a remote driver or a V2X application to operate a remote vehicle for those passengers who cannot drive themselves or a remote vehicle located in dangerous environments. For a case where variation is limited, and routes are predictable, such as public transportation, driving based on cloud computing can be used. In addition, access to cloud-based back-end service platform can be considered for this use case group”. User Story: <strong>Automated shuttle remote driving across borders</strong> This use case is focussed in the deployment of last mile EV Automated shuttle vehicles in different environments: · Cross Border environment: The shuttle will cover a route between Spain and Portugal connecting the cities of Tui and Valença through the old international bridge. · Urban environment: The shuttle will cover a route in the city of Vigo. For both environments, we will consider these two scenarios: · Scenario 1: Cooperative automated operation: In this scenario, the EV Autonomous shuttle is able to receive information coming from other actors (like a Vulnerable Road User) and adapt its behaviour according to specific needs. · Scenario 2: Remote Control: In this scenario the EV autonomous vehicle is driving following a predefined route, and suddenly an obstacle appears in its path blocking the original route. In this situation, an operator is alarmed, and he/she is able to remotely take the control of the EV autonomous vehicle or issue a set of new navigation commands in order to handle a new route.