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The event attracted more than 130 experts from around the world, and covered a series of interactive discussions revolving around the need for standardization as it relates to electric vehicles and electromobility, driver distraction and vehicle safety, ITS communications, and standards for cooperative ITS systems. (...) • How can we reconcile a manufacturer's desire to differentiate itself in the market, but meet common consumer needs and have a base level of standards to build from? (...) KEY STANDARDIZATION PRIORITIES • Interfaces of Electric Vehicles - Charging - creating a compatible infrastructure with the physical and software interfaces • Safety - extending situational awareness from car sensing to driver sensing.
Language:English
Score: 1383286.2 - https://www.itu.int/en/fnc/Arc...0Workshop%20FINAL%20REPORT.PDF
Data Source: un
 Page 53 - Use cases and requirements for the vehicular multimedia networks - Focus Group on Vehicular Multimedia (FG-VM)           Basic HTML Version Table of Contents View Full Version Page 53 - Use cases and requirements for the vehicular multimedia networks - Focus Group on Vehicular Multimedia (FG-VM) P. 53 15.2 Vehicle domain service on vehicle multimedia service A typical vehicle domain dynamic map service collects sensor and communication data provided by sensors outside a vehicle and communication network. (...) Desired language translation should be provided by VDS and VMS as a unique interface, as required by the driver. 15.2.1 Use case – VDS on VMS Figure 17 shows the typical input/output model of the vehicle domain service (VDS) integrated with that of the vehicle multimedia service (VMS). (...) Motion pictures provided by vehicle outside cameras will also generate meta data of foreign objects around the master vehicle.
Language:English
Score: 1364536.3 - https://www.itu.int/en/publica...s/files/basic-html/page53.html
Data Source: un
The state in which an automated vehicle is operating might impose operational requirements that the state in which the automated vehicle is based does not. (...) The effective integration of an automated driving system with a vehicle-to-vehicle or vehicle-to-infrastructure communication system might require common or compatible communication protocols and spectrum allocations among states (as well as sufficient coverage). 29. (...) States might reach differing conclusions about who or what “drives” an automated vehicle under their domestic laws, including those related to vehicle safety, vehicle operation, and vehicle insurance as well as civil, administrative, and criminal liability. 31.
Language:English
Score: 1342560.3 - https://unece.org/sites/defaul...P.1-GE.3-2022-inf.2%20e_2.docx
Data Source: un
The state in which an automated vehicle is operating might impose operational requirements that the state in which the automated vehicle is based does not. (...) The effective integration of an automated driving system with a vehicle-to-vehicle or vehicle-to-infrastructure communication system might require common or compatible communication protocols and spectrum allocations among states (as well as sufficient coverage). 29. (...) States might reach differing conclusions about who or what “drives” an automated vehicle under their domestic laws, including those related to vehicle safety, vehicle operation, and vehicle insurance as well as civil, administrative, and criminal liability. 31.
Language:English
Score: 1342560.3 - https://unece.org/sites/defaul...WP.1-GE.3-2022-inf.2%20e_2.pdf
Data Source: un
In Eq. (2), Γ Fig. 1 – Vehicular communications paradigm based on the use of and Φ are the amplitude and phase of the response of RIMs as relay node, for data transmission to a receiver node (green the ( , )-th unit cell, respectively; ( , ) denotes the vehicle), in case of Vehicle-to-Vehicle (black lines) and Vehicle-to- scattering diagram of the ( , )-th unit cell towards an Infrastructure/Infrastructure-to-Vehicle (blue lines). arbitrary direction of reflection, whereas ( , Φ ) de- notes the response of the ( , )-th unit cell at the direc- tion of incidence determined by , Φ and = 2 / is 0 0 the wave number. (...) In reconfigurable meta-surface generating different coding sequence for unit cells, we are tained as: able to achieve desired functionalities such as beam steer- ing and radiated wave modulation. (...) After is the azimuth angle of an arbitrary direction in this coor- this step, by mapping the required Γ and Φ to the clos- dination. est available unit cell states, the desired functionality will be obtained. In the case of anomalous reflection for beam Regarding the planar array, the pattern function of each steering, analytical methods provide high accuracy. unit cell ( , Φ) is the element factor and the pattern function of full planar configuration ( , Φ) is the array In this study, in order to obtain beam steering function- factor.
Language:English
Score: 1336155.3 - https://www.itu.int/en/publica.../files/basic-html/page101.html
Data Source: un
Keywords 5 Academic The Cellular City Compact, diverse, Urban, technology, Massachusetts walk able and attractive cities are a desirable features, Institute of luxury, but they should not be. The shared electric Technology (2014) City Science Initiative at the MIT vehicles, adaptable Media Lab is exploring technologies living environments, to help develop cities that facilitate flexible work places, the creation of desirable urban compact urban cells, features, such as shared electric elegant design, vehicles, adaptable living connected, environments, and flexible work autonomous spaces. adaptable dynamic.
Language:English
Score: 1333163.3 - https://www.itu.int/en/publica...s/files/basic-html/page77.html
Data Source: un
Considering: a) that the lifetime of vehicles exceeds that of any particular generation of public wireless networks; b) that vehicle manufacturers in each part of the world design and manufacturer vehicles for others parts of the world; c) that there are very large vehicle populations; d) that there are many of public communication infrastructures (fixed and/or wireless) which are useful for supporting vehicle communications; e) that the United Nations (UN) General Assembly adopted a Resolution (A/RES/64/255) on improving global road safety which proclaims the period 2011-2020 as the “Decade of Action for Road Safety;” and following up resolution is agreed at the ITU Council 2010 (Council Resolution 1318 C10/87) f) that international harmonisation of standards for communications for vehicle safety is desirable in advance of deployment of vehicles using such communications; g) that many governments have made reducing vehicle deaths and injuries a priority; h) that vehicle crashes can be reduced by communicating information about dangerous conditions to vehicles, or by communicating directly with vehicles to provide safety-related services; i) that several key issues to enable such services require international coordination and coordination between and among Participating Standards Organizations (PSOs); j) that ITU-T APSC TELEMOV is chartered as a cooperation group on all aspects of standardization related to telecommunications within and for motor vehicles and has been hosting the GSC ITS Task Force since GSC-11 (see: www.itu.int/ITU-T/special-projects/apsc/special-actions.html ); and k) that the GSC ITS Task Force has delivered a set of recommendations for standards collaborations activities. Resolves: 1) to endorse the continuation of the GSC ITS Task Force hosted by ITU-T APSC TELEMOV and requests the Task Force to: a) serve as a coordination point for global ITS standardisation activities by identifying priority ITS communications standards areas and in particular to recommend and facilitate specific mechanisms for this coordination; b) develop a coordinated roadmap for ITS communications standardisation activities providing for worldwide interoperability and a basis for harmonised implementation and deployment of ITS; c) make recommendations to GSC on related spectrum issues and technologies for vehicle safety communications (VSC), including an approach for development of specific ITS protocols to support VSC at 700 MHz; d) recommend the scope for specific standards needed to enable Software Reconfigurable Radios (SRR) for vehicular needs; and e) report on progress in each of these areas at the next GSC meeting; and 2) to request the Participating Standards Organisations to actively participate in the GSC ITS Task Force and provide their national/regional activities in each of the topic areas progress. _____________ Page 1 of 2
Language:English
Score: 1332150.7 - https://www.itu.int/dms_pub/it...21/06/T210600000100101MSWE.doc
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The vehicle owner, upon acquiring the vehicle can receive the content subscription for personal use, but only in this very vehicle. (...) One vehicle will welcome many different passengers per day. (...) It can be very difficult to satisfy all passengers by a content/service subscription tied to the vehicle hardware as it may be impossible to predict what kind of music the next passenger may enjoy or desire to hear.
Language:English
Score: 1329747.5 - https://www.itu.int/en/publica...s/files/basic-html/page43.html
Data Source: un
Considering: a) that the lifetime of vehicles exceeds that of any particular generation of public wireless networks; b) that vehicle manufacturers in each part of the world design and manufacturer vehicles for others parts of the world; c) that there are very large vehicle populations; d) that there are many of public communication infrastructures (fixed and/or wireless) which are useful for supporting vehicle communications; e) that the United Nations (UN) General Assembly adopted a Resolution (A/RES/64/255) on improving global road safety which proclaims the period 2011-2020 as the “Decade of Action for Road Safety,” and that the ITU Council in 2010 adopted Resolution 1318 on “ITU’s role in ICTs and improving road safety”; f) that driver distraction and road-user behavior, which includes among many examples “texting”, “text messaging”, interfacing with in-vehicle navigation or communication systems, are among the leading contributors to road traffic fatalities and injuries; g) that international harmonisation of standards for communications for vehicle safety is desirable in advance of deployment of vehicles using such communications; h) that many governments have made reducing vehicle deaths and injuries a priority; i) that vehicle crashes can be reduced by communicating information about dangerous conditions to vehicles, or by communicating directly with vehicles to provide safety-related services; j) that several key issues to enable such services require international coordination and coordination between and among Participating Standards Organizations (PSOs); k) that ITU-T APSC TELEMOV is chartered as a cooperation group on all aspects of standardization related to telecommunications within and for motor vehicles and has been hosting the GSC ITS Task Force since GSC-11 (see: www.itu.int/en/ITU-T/apsc ); and l) that the GSC ITS Task Force has delivered a set of recommendations for standards collaborations activities. Resolves: 1) to endorse the continuation of the GSC ITS Task Force hosted by ITU-T APSC TELEMOV and requests the Task Force to: a) serve as a coordination point for global ITS standardisation activities by identifying priority ITS communications standards areas and in particular to recommend and facilitate specific mechanisms for this coordination; b) develop a coordinated roadmap for ITS communications standardisation activities providing for worldwide interoperability and a basis for harmonised implementation and deployment of ITS; c) make recommendations to GSC on related spectrum issues and technologies for vehicle safety communications (VSC), including an approach for development of specific ITS protocols to support VSC at 700 MHz; d) recommend the scope for specific standards needed to enable Software Reconfigurable Radios (SRR) for vehicular needs; and e) report on progress in each of these areas at the next GSC meeting; and 2) to request the Participating Standards Organisations to actively participate in the GSC ITS Task Force and provide their national/regional activities in each of the topic areas progress. _____________ Page 1 of 2
Language:English
Score: 1323810.5 - https://www.itu.int/dms_pub/it...21/06/T210600000100102MSWE.doc
Data Source: un
., position and traffic NDOs, together with an expected route for automated driving. 2) The service provider informs all related DAN elements about the arrival of the authenticated vehicle and requests interactive NDOs with the vehicle for its automated driving (labelled 2-1 in Figure 7-8). (...) In other words, updated NDOs may be uploaded by sensors or taken from new state information from in-vehicle devices close to the DAN elements. Therefore, the updated NDO is available in DAN elements for automated driving support (2-2). 4) The DAN element provides the end user with the desired NDO interactively when the end user passes through the respective DAN element on a road. The NDO may be processed before being served, in order to fit the capability of the end user's in-vehicle device. 7.4.1 Benefits In order to detect hidden objects beyond a sightline, e.g., a child running around a corner or a car pulling out of an occluded driveway, an automated vehicle can communicate with static infrastructure, such as sensors on the road, which is connected to DAN elements (e.g., WAPs), or even with other vehicles in the vicinity.
Language:English
Score: 1317227.2 - https://www.itu.int/en/publica...s/files/basic-html/page71.html
Data Source: un