## 2 Related Works  
Our analysis for deriving the minimum data rate required for safe automated driving can be separated into two types of work. The first is about the requirements of the data rate to support V2X (Vehicle-to-Everything) applications. Currently, the requirements of the data rate have been presented by multiple groups. The first group is 3 GPP (3 rd-Generation Partnership Project). In [8], 3 GPP describes requirements for multiple applications such as vehicle platooning, information exchange, and remote driving. In particular, the collective perception of the environment describes the requirements for cooperative perception. This use case considers sharing not only pre-processed data, but also raw data for distributed verification of sensor data. The data rate requirement for pre-processing is 50 Mbps and for raw data is 1 Gbps. In [5], 3 GPP specifies service requirements in six areas, and furthermore, the requirements are described for each level of automation. Cooperative perception can be classified into the area of extended sensors. In the case of a higher degree of automation, the data rate for extended sensors is required to be from 10 to 1000 Mbps. The second group is 5 GAA (5G Automotive Association), who develops end-to-end solutions for future mobility and transportation services. 5 GAA defines multiple groups based on the use cases and groups defined by 3 GPP and presents requirements in multiple use case scenarios for C-V2X (Cellular-V2X) [9; 10; 11]. Moreover, 5 GAA defines SLRs (Service Level Requirements) that include factors about not only wireless communication performance, but also automotive information (e.g. velocity, positioning, etc.). For example, cooperative perception corresponds to a use case of high-definition sensor sharing that belongs to the group of autonomous driving. In high-definition sensor sharing, the specific data rate is not required, but a max packet size of 1000 bytes is required for processed data, and a larger packet size is required for raw data. The third group is ETSI (European Telecommunications Standards Institute). In [12], ETSI studies collective perception services that ITS-Ss (Intelligent Transport Systems-Stations) enable to share information about other road users and obstacles that were detected by local sensors. ETSI performs two simulations to get a deeper understanding of collective perception services. In the simulations, radar sensors are assumed as local perception sensors, and processed data such as confidence, geometry, and automotive information are shared. At the end, three factors, which is a trade-off between the generated channel load and the generated awareness, transmission configurations, and message segmentation, are discussed. As introduced above, 3 GPP and 5 GAA present the requirements related to cooperative perception. However, both requirements do not have an explicit description of considering safety. On the other hand, ETSI analyzes the performance of collective perception under different traffic scenarios, and a specific message format that includes the processed radar sensor data is defined. Certainly, transmitting the processed data including the reliability of the results rather than transmitting the raw data reduces the channel load. However, the recognition results and the reliability heavily depend on the data transmitter, which will be vulnerable to incidents such as cyber attacks and software errors in the transmitter. Therefore, the option of transmitting raw data by which the receiver can check the results should be also available, which will require a large data rate. In our analysis, the data rate required for cooperative perception was derived by guaranteeing the safety of no collision with other vehicles. Namely, we derived the requirements not by reading the current sensor data rate, but by considering the recognition process and vehicle movement.