Ericsson Technology Review: Driving transformation in the automotive and road transport ecosystem with 5G

OEM advanced driver
assistance systems (ADAS)
Fleet management (including remote
assistance of driverless vehicles)
Critical IoT
Cellular
connectivity
Broadband IoT
Massive IoT
Logistics and connected goods
Connected road
infrastructure services
Vehicle-centric OEM and aftermarket
services (including telematics)
Vehicle-as-a-sensor for general
third-party applications (including
weather and maps)
Regulated Cooperative-Intelligent
Transport Systems (C-ITS)
Coverage
Latency
Reliability
Coverage
Latency
Reliability
Coverage
Capacity
Latency
Reliability
Coverage
Capacity
Latency
Capacity
Coverage
Coverage
Capacity
Coverage
Capacity
Convenience and
infotainment services
ERICSSON
TECHNOLOGY
TRANSFORMING
TRANSPORTATION
WITH5G
C H A R T I N G T H E F U T U R E O F I N N O V A T I O N | # 1 3 ∙ 2 0 1 9

✱ TRANSFORMING TRANSPORTATION WITH 5G
2 ERICSSON TECHNOLOGY REVIEW ✱ SEPTEMBER 13, 2019
Major mobile network operators around the world have started rolling
out 5G cellular networks, with subscriber penetration expected to reach
about 20 percent by 2024 [1]. One of the many benefits of these powerful,
multipurpose networks is their ability to provide reliable, secure and fit-
for-purpose cellular connectivity in automotive and transport applications.
THORSTEN LOHMAR,
ALI ZAIDI,
HÅKAN OLOFSSON,
CHRISTER BOBERG
Once considered merely “nice to have,”
connectivity is rapidly becoming a critical
part of road transportation systems.
Ericsson predicts that the number of
connected cars in operation will rise
to more than 500 million in 2025 [9].
■Alreadytoday,vehicleoriginalequipment
manufacturers(OEMs)areincreasinglyfocusing
ondeliveringservicesinadditiontosellingvehicles
asproducts.Softwareisnowacriticalcomponent
ofvehicles,andOEMsareinvestingheavilyin
automation,architecturesimplificationandnew
drivetraintechnologiessuchaselectrification.
Atthesametime,trafficandroadauthoritiesare
seekingnewtechnologysolutionstoreducecarbon
emissions,trafficcongestionandcasualties–
solutionsthatareoftendependentonvehicle
functionalityandtheabilitytoprovidevarious
typesofsupportfordriversandvehicles.Meeting
thesediverseneedsrequiressoftware-definedand
network-awarevehicles,combinedwithadvanced
networkconnectivity.
Whileitistruethatmanyoftoday’s2G-4G
networkscanprovidesufficientconnectivityfor
numerousInternetofThings(IoT)applications,
thehigherdatarate,lowerlatencyandimproved
capacityprovidedby5GNewRadio(NR)access
make5Gsystemstheidealchoicetomaximize
thesafety,efficiencyandsustainabilityofroad
transportation.
IN THE AUTOMOTIVE AND ROAD
TRANSPORT ECOSYSTEM WITH 5G
Driving
transformation

TRANSFORMING TRANSPORTATION WITH 5G ✱
SEPTEMBER 13, 2019 ✱ ERICSSON TECHNOLOGY REVIEW 3
Overviewofautomotive
androadtransportservices
Awidearrayofautomotiveandroadtransport
servicesrequirecellularconnectivity,withmany
alreadyincommercialoperation.Tobetter
understandthebigpicture,wehaveclassifiedthese
servicesintoeightgroups,asshowninFigure1.
RegulatedCooperative-IntelligentTransport
Systems(C-ITS)focusongovernmentalregulated
servicesforroadsafetyandtrafficefficiency.Traffic
efficiencyusecaseshaverelaxedlatency
requirements,whilesafety-relateddataoften
requiresreliablelow-latencycommunication.A
benefitofregulationistoencouragecross-OEM
cooperationinstandardized(regulated)information
exchange.RegulatedC-ITSservicesmayalsouse
dedicatedITSspectrumincertainregions;for
example,fordirectshort-rangecommunication
using3GPPPC5orIEEE(InstituteofElectricaland
ElectronicsEngineers)802.11ptechnologies.
ThepurposeofOEMadvanceddriverassistance
systems(ADAS)istoincreaseroadsafetyby
focusingonthedriveranddrivingbehavior.They
relyprimarilyonvehiclesensorinformationandare
typicallynotcollaborativeacrossvehiclebrands.
ADASservicescanalsobenefitfromdataprovided
bytrafficauthoritiessuchastrafficlightinformation.
Theyareexpectedtoevolvetosupportthedriverless
vehiclesofthefuture.
Fleetmanagementservicesareaimedatvehicle
fleetownerssuchaslogisticsorcar-sharing
companies.Thecommunicationserviceisprimarily
usedtomonitorvehiclelocationsandthevehicle/
driverstatus.Whenthefleetconsistsofdriverless
vehicles,thefleetmanagementalsoincludescommu-
nicationsupportforoperationsmonitoringandremote
assistance,whichcanimplyfullremotedriving.
Theprimaryfocusinthelogisticsandconnected
goodscategoryisonthetrackingoftransported
objects(commodities,merchandisegoods,cargo
Figure 1 Overview of automotive and road transport services that require cellular connectivity
OEM advanced driver
assistance systems (ADAS)
Fleet management (including remote
assistance of driverless vehicles)
Critical IoT
Cellular
connectivity
Broadband IoT
Massive IoT
Logistics and connected goods
Connected road
infrastructure services
Vehicle-centric OEM and aftermarket
services (including telematics)
Vehicle-as-a-sensor for general
third-party applications (including
weather and maps)
Regulated Cooperative-Intelligent
Transport Systems (C-ITS)
Coverage
Latency
Reliability
Coverage
Latency
Reliability
Coverage
Capacity
Latency
Reliability
Coverage
Capacity
Latency
Capacity
Coverage
Coverage
Capacity
Coverage
Capacity
Convenience and
infotainment services

andsoon)duringtheproductionandtransport
cycleoftheobject.
Convenienceandinfotainmentservicesdeliver
contentsuchastrafficnewsandaudioentertainment
fordrivers,andgamingandvideoentertainmentfor
passengers.
Invehicle-as-a-sensorforgeneralthird-partyuse
cases,thesensorsinstalledinthevehicletoprovide
informationtosolutionsaimedatachievingdriving
improvements(suchasADASorautomateddriving)
arereusedtoprovideanonymizeddatatoother
partiestomonitorcityinfrastructureandroad
status,maintainstreetmapsortogiveaccurateand
up-to-dateweatherinformation.
Vehicle-centricOEMsandaftermarketservices
focusonvehicleperformanceandusage.Theymake
itpossiblefortheOEMtocollectvehiclediagnostics
datathatenablesittomonitor/adjustthevehicleand
giveadvicetothedriverforimproveddriving
efficiency.Otherexamplesofservicesinthis
categoryincludevehicletracking andpredictive
maintenance.
Connectedroadinfrastructureservicesare
operatedbycitiesandroadauthoritiestomonitor
thestateofthetrafficandcontrolitsflow,suchas
physicaltrafficguidancesystems,parking
managementanddynamictrafficsigns.
Eachservicegroupcontainsmultipleusecases,
andrequirementscanbediversewithinagroup.
Thekeyconnectivityrequirementspersegment
arenotedinFigure1.
5G-enablednetworkforallservices
Connectedvehiclesandroadinfrastructurearepart
ofabroaderIoTecosystemthatiscontinuously
evolving.Toensurecostefficiencyandfuture-proof
support,mobilenetworkoperators(MNOs)aimto
meettheconnectivitydemandsofmultipleindustry
verticals,includingtheautomotiveandtransport
industry,usingcommonphysicalnetworkinfra-
structure,networkfeaturesandspectrumresources.
EricssondividescellularconnectivityfortheIoT
intofourdistinctsegments:massiveIoT,broadband
IoT,criticalIoTandindustrialautomationIoT[2].
Examples of connected services trials
In addition to all the connected services already in commercial operation, there are many noteworthy
advanced trials on 4G/5G cellular networks, including:
❭ C-ITS in Australia: https://exchange.telstra.com.au/making-our-roads-safer-with-connected-vehicles/
❭ C-ITS in Europe: https://5gcar.eu
❭ Multi-party information exchange for C-ITS: https://www.nordicway.net/
❭ Connected traffic light information and driver advice for C-ITS: https://www.talking-traffic.com/en
❭ ADAS: https://www.ericsson.com/veoneer
❭ AD-aware traffic control: https://www.drivesweden.net/en/events/demo-ad-aware-traffic-control-0
❭ Tele-operated driving and HD mapping: https://5gcroco.eu/
❭ Self-driving, remote-assisted trucks: https://www.ericsson.com/en/press-releases/2018/11/ericsson-
einride-and-telia-power-sustainable-self-driving-trucks-with-5g
❭ Service continuity at border crossings: https://www.ericsson.com/en/blog/2019/5/connected-vehicle-cross-
border-service-coverage
❭ Connected logistics: https://clc.ericsson.net/#/use-cases

Thefirstthreesegmentsarerelevantforautomotive
andtransportservices.ThecoloreddotsinFigure1
indicatetheirrelevanceforeachoftheeightservice
groups,basedonkeyconnectivityperformance
indicators.
MassiveIoT
MassiveIoTconnectivitytargetslowcomplexity
narrow-bandwidthdevicesthatinfrequentlysendor
receivesmallvolumesofdata.Thedevicescanbein
challengingradioconditionsrequiringcoverage
extensioncapabilitiesandmaysolelyrelyonbattery
powersupply.MassiveIoTissuitableforlow-data-
rateusecasesthatcanbesupportedwithnarrow
bandwidthmodems.Theseusecasescanbefound
inlogistics,telematics,fleetmanagementand
connectingpartsofroadinfrastructure,forexample.
BroadbandIoT
BroadbandIoTconnectivityenableslargevolumes
ofdatatransfer,extremedataratesandlowlatencies
fordeviceswithsignificantlylargerbandwidthsthan
massiveIoTdevices.BroadbandIoTconnectivityis
alsocapableofenhancingsignalcoverageperbase
stationandextendingdevicebatterylifeifrequire-
mentsondatarateandlatencyarenotstringent.
BroadbandIoTisvitalforthemajorityoftheauto-
motiveusecasesthatrequirehighdataratesandlow
latency,suchasinfotainment,telematics,fleet
management,sensorsharing,basicsafetyandADAS.
CriticalIoT
CriticalIoTconnectivityenablesultra-reliable
and/orultra-lowlatencycommunication.Itaimsto
delivermessageswithstrictlyboundedlowlatencies
eveninheavilyloadedcellularnetworks.CriticalIoT
canenablesomeveryadvancedservices,suchas
remotedrivingofautomatedcommercialvehicleson
specificroutes.
4GnetworksalreadysupportmassiveIoT(based
onLTECategoryM1andNarrowbandIoTaccess)
andbroadbandIoT(basedonLTEaccess).5G
networkswillboostbroadbandIoTperformance
andenablecriticalIoTwiththeintroductionofNR.
WiththeevolutionofcellularIoTinthe5Gera,
cellularnetworkswouldenablethefullrangeof
existingandemergingautomotiveapplications.
Thishorizontalapproachofsupportingallservices
throughthecellularnetworkismuchfasterandmore
cost-efficientthandeployingdedicatedsystemsfor
differentservices,suchasadedicatedshort-range
communicationsystemforregulatedC-ITS[3].
Acceleratingtheadoptionof5Gconnectivity
Whenrollingout5Gnetworks,MNOsaimto
balanceinvestments,newrevenuesand
competitiveness.Decisionsaboutwhereandwhen
todeploy5Gnetworksdependnotonlyon
commercialfactorsbutalsoonspectrumavailability
indifferentregions.Acceleratedadoptionof5G
intheecosystem,includingtheautomotiveand
transportindustry,requires:
❭❭ The ability of 5G NR deployments to deliver
value from day one.
❭❭ The ability to efficiently share spectrum
resources between 5G NR and 4G LTE.
❭❭ Operators’ ability to reuse 4G LTE radio base
station equipment for 5G NR deployments as
much as possible.
Oneofthe5Gfundamentalsistightinterworking
between4GLTEand5GNRradioaccess.
Thisinterworkingallows5G-capabledevicesto
simultaneouslyaccess4GLTEand5GNRcarriers.
A5G-capablemodemcanconnectwithNR(whenin
NRcoverage)toexperienceaboostinperformance
andcapacitywhilemaintainingits4GLTE
connection.Thisapproachensuresthat5GNR
deploymentscandelivervalueforautomotiveand
transportservicesfromdayone.
Bothwide-area5Gcoverageandautomotive
sectorrequirementsdemandthat5GNRand4G
LTEareabletoefficientlysharespectrumresources.
Lowercarrierfrequencieswhere4GLTEis
operationalareidealfromacoverageperspective
(duetobetterradiowavepropagationcharacteristics)
andveryattractivefor5GNRdeployments.
However,4GLTEwillberequiredformanyyearsto
supportlegacydevices(suchasvehicleswith4G

modems).Toaddressthis,Ericssonhasdeveloped
fullydynamicspectrumsharingbetweenNRand
LTEonamillisecondlevelforoptimizedutilization
ofspectrum[4].
Withrespecttooperators’abilitytoreuse4GLTE
radiobasestationequipmentfor5GNRdeployments,
theEricssonRadioSystemcanbefullyreusedon
existingsitesfollowingaremotesoftwareupgrade,
includingbasebandunits,radiosandantennas
(whenNRandLTEshareaspectrumband)[4].This
important5Gfunctionalitywillfacilitatemarket-
drivendeploymentsalongmoststreetsandroads.
However,insomecases,publicincentivescantrigger
fasterroadcoveragedeployment,forexampleby
lettingMNOsdeploynetworksusingroad
authorities’siteassets,orregulatingroadcoverage
requirementsinspectrumlicenseauctions[5].
Therelationbetweenin-vehicle
andwide-areaconnectivity
Figure2illustrateshowcellularconnectivityworks
forvehiclesandroadsideequipment.Itvisualizes
vehiclesasmultipurposedevicesinwhichseveral
connectivity-dependentusecasesareexecuted
simultaneously.Atthesametime,eachvehiclealso
containsaninternalnetworkthatinterconnects
in-vehiclesensors,actuatorsandotherdevices,
includingdriverandpassengersmartphones.
Agatewayfunction(traditionallyimplemented
intheTelematicsControlUnit)connectsthe
vehicle-internalnetwork(s)totheexternalnetwork.
Amongotherthings,thisgatewayfunctionprotects
thevehicle-internaldevicesagainstexternalmisuse.
Additionalsecurityandtrafficseparationsolutions
restrictaccesstosensitivein-vehicledevicesfrom
insidethevehicleaswell.
Connectivitytotheexternalnetworkisrealized
byoneormoremodems,containingoneormore
subscriptions(representedbySIMcards)when
usingcellularaccess.Thenumberofmodems
andsupportedsubscriptions(providedbythe
OEM,forexample)hasgenerallybeenatrade-off
betweencostconstraintsandsimpleserviceusage.
Morerecently,capacityandredundancygains
havealsobeentakenintoconsideration.
Figure 2 Cellular connectivity for vehicles and roadside equipment
Fleet
GW
Fleet
mgmt
services
Passenger
Wi-Fi
Telematics, ADAS, C-ITS
Infotainment
Private vehicle
Roadside equipment
Wide-area cellular network
Commercial vehicle for people transport
Wi-Fi
Telematics
OEM
GW
OEM
GW
Owner
GW

Insomecases,thefleetoperatorprovides
connectivitytothetransportedobjects(passengers
inthiscase),asillustratedinFigure2.Alternatively,
thevehicle’sOEMsubscriptioncanbeusedto
providepassengerWi-Fi.
Insteadofusingthevehicle-mountedconnectivity
support,infotainmentandnavigationareoften
providedbyasmartphonewithitsownsubscription
thatiscarriedintothevehicle.AsfutureITSand
ADASservicesevolve,theytoowillbeavailable
throughsmartphones,whichwillincreaseservice
penetrationtooldervehicles.
Achievingglobalconsistency
inautomotiveandtransportconnectivity
Vehiclesallaroundtheworldneedconnectivityto
communicate,and,likeanyotherdevice,avehicle
needsanMNOsubscriptiontoaccessacellular
network.Thestarkcontrastbetweentheglobal
natureofvehicles’connectivityrequirementsand
thelocalnatureofMNOspresentssignificant
challengestomeettheautomotiveandtransport
ecosystem’sconnectivityneeds,mostnotablyinthe
areasofsubscriptionprovisioning,roaming,local
breakout/distributedcomputingandcost
separation/trafficprioritization.
Subscriptionprovisioning
Oneofthechallengesparticulartotheautomotive
andtransportecosystemisthatthelonglifecycleof
vehiclesandtheirvaryingroamingneedsovertime
maymakeitnecessaryforavehicleownerand/or
OEMtochangethesubscriptionmultipletimes.
SincethephysicalSIMcardsthatcontainthe
subscriptioncredentialsarenoteasilyaccessible
invehicles,itisproblematictohavetochangethem.
EmbeddedSIM(eSIM)technologyovercomes
thischallengebyenablingremoteprovisioningof
MNOsubscriptions.AneSIMunitcanbesoldered
intothecellulardevicewhichstorestheMNO-
specificnetworkaccesscredentials(thesubscription)
asaSIMcardprofile.Thesubscriptionscanthenbe
changedremotelyover-the-airwithoutphysically
touchingthevehicle.Tosimplifytheusageofthis
technology,theGSMAhasdevelopedaneSIM
profilespecification[6].
Roaming
Itiscommontodayforavehicletobeproducedinone
country,soldinanother,ownedinathird,anddriven
acrossborderstonumerousadditionalcountriesor
regions,withhighrequirementsondatathroughput
andlatencyindependentoflocation.Inlightofthis,
roamingisfrequentlythedefaultoperatingmodelfor
aconnectedvehicle.Today’sroamingsolution,how-
ever,issingle-human-user-centric–designedto
supportuserstravelingoutsidethecoverageoftheir
homemobilenetworks.Itisnotdesignedforconnected
vehiclesonaglobalscale.Asaresult,ithasanumber
oflimitationsinautomotiveandtransportapplications.
Terms and abbreviations
3GPP – 3rd
Generation Partnership Project | ADAS – Advanced Driver Assistance Systems |
AMQP – Advanced Message Queuing Protocol | C-ITS – Cooperative Intelligent Transportation Systems |
DSDA – Dual Sim Dual Active | eSIM – Embedded SIM | GW – Gateway | HTTP – Hypertext Transfer
Protocol | IEEE – Institute of Electrical and Electronics Engineers | IOT – Internet of Things | MAC – Media
Access Control | MNO – Mobile Network Operator | MQTT – Message Queuing Telemetry Transport |
NR – New Radio | OEM – Original Equipment Manufacturer | PC5 – LTE-V2X short-range access interface |
PGW – Packet Data Network Gateway | PDCP – Packet Data Convergence Protocol | PHY – Physical
Layer | RLC – Radio Link Control | SCEF – Service Capability Exposure Function | SLA – Service Level
Agreement | TCP – Transmission Control Protocol | TLS – Transport Layer Security | Uu – Utran-UE
(interface in 3GPP)

Firstly,sinceroamingfeesareonlypartially
regulated,theydependtoalargeextentonbilateral
agreementsbetweentwoMNOs.Asaresult,thefees
canvary,whichcanmakeitdifficulttopredictthe
costfortheusedconnectivityincertaincases.
Secondly,ithastraditionallybeenthecasethat
onlybasicconnectivityandcommunicationisenabled
whileroaming,whichmeansthatsomemore
advancedserviceandcapacityrequirementsmay
notbemetwhenavehicleconnectsoutsideitshome
network.RoamingagreementsbetweenMNOs
typicallyputlimitationsonhowtheconnectivitycan
beused,andthevisitedMNOcandisconnectthe
deviceifitisnotinlinewiththeagreement.
Thirdly,thecurrentlydeployedroamingarchi-
tectureisdesignedtoroutetraffictothehomenetwork
first,whichincreaseslatency.Thisisproblematicin
automotiveusecasesthatarelatency-criticalor
producehighdatathroughput.Inthesecases,fast
accesstonational/localdatacentersisrequired.
Fourthly,thefactthatamobiledeviceloses
connectivityforsometime(uptoabout120seconds)
whenbeinghandedoverfromoneMNOtoanother
isaseriousissueformanyusecases.Thereason
forthedelayisthatthemobiledeviceneedsto
firstscanforasuitablenetworkproviderand
thenregisteritselfinthenewmobilenetwork.
Thisappliesatbothinternationalcountryborders
andnationalcoverageborders.
InEricsson’sview,therearetwocomplementary
pathstoovercomingroamingchallengesinthe
automotiveandtransportindustry:
1. Enhancing the existing roaming solution
through the creation of an alliance of MNOs.
2. Avoiding roaming altogether by using local
subscriptions and eSIM technology for
provisioning in each local network.
Theenhancementoftheexistingroamingsolution
wouldensurethatoperatorstreatroamingusersthe
samewaytheytreatlocalusers–thatis,therewould
benoadditionalcostsandroaminguserswouldhave
consistentcapabilityandsupportforlow-latencyand
high-volumeservices.Thiscouldbeachieved
throughthecreationofanallianceofMNOsthat
enablesthe3GPProamingarchitecture“Local
breakoutinthevisitednetwork,”[7]whichwould
providedirect,fastaccesstolocaldatacenters.
Alternatively,itispossibletoavoidtheroaming
modelaltogetherbyusinglocalsubscriptionsand
eSIMtechnologyforprovisioningineachlocal
network.Thisapproachensuresaccesstoallthe
functionalityandcapacityprovidedbythelocal
network,includingdirectaccesstolocaldatacenters.
Someformofcoordinationofservice,subscription
andcostmodelsbetweentheinvolvedoperators
wouldberequiredtoachieveconsistency.
Bothofthesealternativesinvolvetheuseof
differentcorenetworks,whichmeansthattherecan
bevariancesinserviceexperienceandSLAsupport
betweenoperators.Thisisduetothefactthatthecore
networkistheentitythatcontrolsmostoftheservice-
specificparametersandmanagesthetechnicalSLAs.
FullharmonizationofservicesandSLAcontrol
requiresanalignmentofcorenetworkfunctions.
Regardlessofwhichoptionischosen,afastinter-
MNOmobilitysolutionisalsorequiredtoreduce
thetimefornetworkswap.Acombinationofnetwork
featuresinarecenttrialhasbeenshowntoprovide
fastinter-networkservicecontinuity[8].
Localbreakoutanddistributedcomputing
Severalemergingautomotiveservicesrequire
vehiclestobeconnectedtothecloudandnetworks
tofacilitatethetransferofalargeamountofdata
betweenvehiclesandthecloud.Someoftheservices
maybemoretime-critical,whileotherservicesallow
timephasingtoadifferenttimeslotoranotheraccess
network.TheAECC(AutomotiveEdgeComputing
Consortium)addressesthetechnicalrealization
ofsuchusecasesbydesigningatopology-aware
distributedcloudsolutiononaglobalscale,
tobetteraccommodatetheneedsoftheautomotive
industry[9,10].
Costseparationandtrafficprioritization
Intheautomotiveandtransportecosystemthereisa
needtoseparatethecostsforcellularconnectivity
fordifferentservicesinthevehicletargetedat

differentstakeholders–suchastheownerofthe
vehicleorvehiclefleet,thedriver/userofthevehicle,
thevehicleOEMandtraffic/roadauthorities.For
example,onemaywantentertainment-relatedcosts
tobechargedtothepassengers,whiletheOEM
coversthecostforvehicle-centricsensordata
uploads.Supportfordatatrafficprioritizationisalso
essential,particularlyattimesofhighnetworkusage,
suchaswhenvehiclesarestuckinatrafficjam.
Therearetwomainalternativesforcost
separation:multiplesubscriptionsormultiple
connectionsusingasinglesubscription(alsoknown
asdedicatedbearers).Avehiclecanhavemultiple
subscriptionstoconnectwithoneormultiplemobile
networksformultipleservices.Multiple
subscriptionscanbeactivesimultaneouslywhen
multipleservicesareneededconcurrently.The
vehiclecanbeeithernativelyequippedtosupport
multiplesimultaneousactivesubscriptionsthrough
theuseofaDual-SimDualActive(DSDA)device,
forexample,oradditionalcommunicationdevices
canbeaddedtothevehiclelater(eachwithitsown
subscription).Thesedevicescouldbepermanently
mountedortheycouldbetemporarydevicessuchas
thedriver’ssmartphone.
Adedicatedbearerframeworkallowsseparation
oftrafficflowsfordifferentiatedQoShandlingand
chargingusingasinglesubscriptionandsingle
modem.3GPPsystemssupporttrafficdifferentiation
basedonPolicyandChargingControlrules.
Theterm‘policy’referstovarioustraffic-handling
policies,suchasdifferentQoSfordifferenttrafficflows.
In4Gnetworks,theseparateddatastreamsare
handledasdifferentbearers,whichareknownas
dedicatedbearers.Thecellularnetworkidentifies
thetrafficflowsbasedontrafficflowtemplates–
typicallya5-tupleintheformofIPaddresses,
protocolandtransportlayerports.Theconsumed
datavolumescanbeaccountedseparatelyforeach
bearer.Within5Gnetworks,theseparateddata
streamsarehandledasdifferentQoSflows.
Figure3depictsanend-to-endarchitecture
usingdedicatedbearersfortrafficseparation,
consideringdistributedcomputingwithedgeclouds.
Figure 3 Usage of dedicated bearers for traffic separation within one vehicle OEM cellular subscription
Cellular network
Default bearer
Dedicated bearers
with different priorities
Request network
feature
OEM edge cloud
IoT protocol stack
Other servers
OEM central cloud
PGW
SCEF
GW
MQTT, AMQP,
HTTP, etc.
TLS
TCP
3GPP Uu
IP
PDCP
RLC
MAC
PHY

Theedgecloudserversareshieldingthecentral
cloudserversbyexecutingtheheavylifting
workloads.Thecentralserverscoordinatetheheavy
workloadfunctionsanddistributetheloadacross
differentedgecloudserversandsites.
Thecentralcloudserverssteerthevehicle’s
connectiontoanappropriateedge,whichsupports
theserviceandhassufficientcomputational
capacity.Thepolicyrulesfortrafficseparationcan
beprovidedeitherstaticallywithinthepolicysystem
ofthenetworkordynamicallyusingtheService
CapabilityExposureFunction(SCEF),whichis
providedbythemobilenetworktowardtheOEM.
TheSCEFisevolvingintotheNetworkExposure
Functionin5G.
Figure3alsoillustratesanexampleprotocolstack
fordifferentIoTconnectivityprotocols.Popular
publish/subscribeIoTprotocolslikeMQTT(S)or
AMQP(S)canbeusedforeventnotificationtoone
ormorereceivers.Vehiclescansubscribeto
channels(calledtopics)thatprovideinformation
relevanttoacertaingeographicalarea.
HTTP(S)istypicallyusedtofetchinformationor
providefeedback.Forusecasessuchasremote
driving,additionalprotocolsareusedforsending
uplinkvideoanddownloadvehiclecontrol
commands.Whenusedwithdedicatedbearers,all
themessagesusingthesametransportconnection
(TCP,forexample)willbetreatedaccordingtothe
samepolicyrule(prioritization,forexample).
Inupcoming5Gnetworks,thenetworkslicing
concept[11]maybeusedforserviceandcost
separation.
Conclusion
Theconnectivityneedsoftheautomotiveand
transportecosystemarediverseandcomplex,
requiringacommonnetworksolutionratherthan
asingle-segmentsiloapproach.Theongoingrollout
of5Gprovidesacost-efficientandfeature-rich
foundationforahorizontalmultiservicenetwork.
5Gnetworks(including2G-4Gaccesses)offer
excellentcapabilitiesthatmakethemtheideal
choicetomeetthewidevarietyofneedsinthe
automotiveandtransportecosystem.Thetime-to-
marketfor5Gnetworksandservicesisfasterthan
earliergenerations,andtheconnectivitycapabilities
canbetailoredtodifferentservicesusingmechanisms
thatenablebothseparatedQoStreatmentand
separatedcharging.Thisfunctionalitycontributes
tomaking5Ginstrumentalinhelpingtomaximize
thesafety,efficiencyandsustainabilityofroad
transportation.
Further reading
❭ Learn more about evolving cellular IOT for industry digitalization at: https://www.ericsson.com/en/networks/
offerings/cellular-iot
5GPROVIDESACOST-
EFFICIENTANDFEATURE-RICH
FOUNDATIONFORAHORIZONTAL
MULTISERVICENETWORK

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https://www.ericsson.com/en/white-papers/cellular-iot-evolution-for-industry-digitalization
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5. BundesnetzagenturfürElektrizität,Gas,Telekommunikation,PostundEisenbahnen,2018,availableat:
https://www.bundesnetzagentur.de/SharedDocs/Downloads/EN/Areas/Telecommunications/
Companies/TelecomRegulation/FrequencyManagement/ElectronicCommunicationsServices/
FrequencyAward2018/20181214_Decision_III_IV.pdf;jsessionid=0A5E0D5D76E944D2218CF71B6D9EC500?__
blob=publicationFile&v=3
6. GSMA, The SIM for the next Generation of Connected Consumer Devices, available at:
https://www.gsma.com/esim/
7. 3GPP TS 23.501, System architecture for the 5G System (5GS), available at:
https://www.3gpp.org/DynaReport/23501.htm
8. Ericsson blog, Keeping vehicles connected when they cross borders, May 21, 2019, available at:
https://www.ericsson.com/en/blog/2019/5/connected-vehicle-cross-border-service-coverage
9. Ericsson Technology Review, Distributed cloud – a key enabler of automotive and industry 4.0 use cases,
November 20, 2018, available at: https://www.ericsson.com/en/ericsson-technology-review/archive/2018/
distributed-cloud
10. AECC white paper, General Principle and Vision, version 2.1.0, December 25, 2018, available at:
https://aecc.org/wp-content/uploads/2019/04/AECC_White_Paper_v2.1_003.pdf
11. Ericsson, Network Slicing, available at: https://www.ericsson.com/en/digital-services/trending/network-
slicing?gclid=CjwKCAjw-ITqBRB7EiwAZ1c5U-MQSqTjzDQJRiH43LlO4CPSFvBZC7sBbDRt-iSMX7yXrDd_
hzn1LxoCFCwQAvD_BwE

Thorsten Lohmar
◆ joined Ericsson in
Germany in 1998 and has
worked primarily within
Ericsson Research. He
specializesinmobilenetwork
architectures, focusing on
end-to-end procedures and
protocols. He is currently
working as an expert for
media delivery and acts
as the Ericsson delegate
in different standards
groups and industry forums.
Recently, he has focused on
industry verticals such as
automotive and transport.
Lohmar holds a Ph.D. in
electrical engineering from
RWTH Aachen University,
Germany.
Ali Zaidi
◆ is a strategic product
manager for cellular IoT
at Ericsson. He received
an M.Sc. and a Ph.D. in
telecommunications from
KTH Royal Institute of
Technology, Stockholm,
Sweden, in 2008 and 2013,
respectively. Since 2014,
he has been working with
technology and business
development of 4G and 5G
radio access at Ericsson. He
has co-authored more than
50 peer-reviewed research
publications and two books,
filed over 20 patents and
made several 3GPP and
5G-PPP contributions. He
is currently responsible
for LTE for machines, NR
ultra-reliable low-latency
communication, NR
Industrial IoT, vehicle-to-
everything communication
and local industrial networks.
Håkan Olofsson
◆ has 25 years’ experience
of the mobile industry, and
its RAN aspects in particular.
He joined Ericsson in 1994
and has served the company
and the industry in a variety
of capacities, mostly dealing
with strategic technology
development and evolution
of 2G to 5G. He is currently
head of the System Concept
program in Development
Unit Networks. He is also
codirector of the Integrated
Transport Research Lab
in Stockholm, founded
together with the KTH Royal
Institute of Technology
and the Swedish vehicle
manufacturer Scania.
Olofsson holds an M.Sc. in
physics engineering from
Uppsala University, Sweden.
Christer Boberg
◆ serves as a director
at Ericsson’s CTO office,
responsible for IoT
technology strategies
aimed at solving networking
challenges for the industry
on a global scale. He initially
joined Ericsson in 1983
and during his career he
has focused on software
and system design as a
developer, architect and
technical expert, both
within and outside Ericsson.
In recent years, Boberg’s
work has centered on the
IoT and cloud technologies
with a special focus on the
automotive industry. As part
of this work, he founded and
drives the Automotive Edge
Computing Consortium
(AECC) together with
industry leading companies.
theauthors
Theauthorswould
liketothank
TomasNylander,
MaciejMuehleisen,
Stefano
Sorrentino,
MichaelMeyer,
MarieHogan,
MikaelKlein,
AndersFagerholt,
TimWouda,
FredrikAlriksson,
RobertSkogand
HenrikSahlinfor
theircontributions
tothisarticle.

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