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    C-V2X (Cellular Vehicle-to-Everything) technology was first proposed by 3GPP in the 4G (LTE) era with Release 14, and has evolved with each subsequent version, now capable of supporting modern transportation needs.Intelligent Transportation Systems (ITS), in addition to communication, involve numerous manufacturers, vehicles, and municipal aspects, and while its development has been slower, significant progress has been made, and there are high expectations for C-V2X. All of this is based on the following aspects:   I. C-V2X technology can improve road safety, traffic efficiency, and road information distribution efficiency. Compared to traditional in-vehicle sensors, it is relatively low-cost and highly effective. 3GPP actively promotes the standardization of LTE-V2X and NR-V2X, which has encouraged many organizations to develop C-V2X technology. However, the deployment of PC5-based C-V2X still faces some challenges.   II. C-V2X is an ecosystem that requires the active participation of industry stakeholders, including road traffic management departments, autonomous driving developers, network operators, and governments. To improve the level of C-V2X, governments need to promote the construction of road traffic facilities and unify relevant standards. For example, traffic light control systems need to be upgraded from traditional equipment to equipment with stronger processing capabilities. To transmit traffic information in a timely manner, the traffic light control system needs to send signal change information at a preset frequency of at least 10Hz. However, existing equipment in Taiwan cannot meet this requirement, necessitating an intermediate conversion process. However, the disadvantage of this process is that it increases message transmission delay. Therefore, there is a delay between the traffic light control console and the traffic lights, which violates Intelligent Transportation System (ITS) standards. This problem makes it difficult for C-V2X devices to obtain correct timing information for synchronization in SPAT applications. To address these issues, the government must establish unified standards to promote the upgrading of traffic light control systems.   III. Standardization of C-V2X technology application layer specifications. Some organizations follow European standards, some adopt American standards, and others combine both to develop national standards. It is currently unclear which standard will be adopted globally. Unifying standards and weighing the advantages and disadvantages of various standards should be part of the government's smart city agenda.   IV. 5G Sidelink Technology Applications: While C-V2X services have been tested and trialed in many regions, full 5G coverage still requires time. Initial applications will primarily focus on those with less demanding KPI (Key Performance Indicator) requirements. Once 5G achieves full coverage and Sidelink technology is fully implemented, C-V2X will reach a new level, where bandwidth, low latency, and high throughput will become key elements in its application scenarios; 5G NR-V2X deployment will lead to a comprehensive integration of the entire ecosystem.   V. Synchronized Development of Vehicles and Roadside Infrastructure: According to the international standard SAE J3016, autonomous driving is defined in levels 0-5; C-V2X services, in addition to the vehicles themselves, also place high demands on roads and related infrastructure; furthermore, a large amount of private and confidential information from IP cameras will be transmitted in public spaces, making information security protection a critical issue in PC5-based C-V2X deployment; countries need to develop relevant standards to define security policies; regulations and insurance claim mechanisms for road traffic accidents in intelligent transportation systems (ITS) are also under development.

C-V2X Integration Solutions: The 5G network-based PC5 C-V2X system integration solutions currently include the following categories:   Converting traffic light control signals into C-V2X internal messages recognizable by RSU/OBU to implement SPAT applications. Autonomous vehicles are usually equipped with cameras and artificial intelligence to recognize traffic light information. However, recognition accuracy is easily affected by adverse weather or obstructions. This solution enhances robustness against any conditions that may hinder visual recognition.   Utilizing artificial intelligence technology, which has demonstrated excellent performance in multiple fields, for VRUCW applications. Deep learning-based vulnerable road user detection and collision warning functions can be implemented through a PC5-based C-V2X system architecture.   Integrating C-V2X into the autonomous driving system (ADS) to enhance safety. The ADS can monitor road conditions, detect potential problems, and take measures to avoid traffic accidents. The success of these projects will lay a solid foundation for the upcoming 5G NR-V2X.   I. Traffic Light Control System Integration: To implement SPAT applications locally, the system architecture shown in Figure 1 has been designed. The PC5-based C-V2X SPAT application has been successfully launched, where: Figure 1. Traffic Light Control System Integration Architecture Diagram   The system can directly collect traffic light information from the traffic light controller. The traffic light acquisition program is responsible for receiving roadside traffic light information; this includes traffic light phase, color, and remaining time, which are all sent to the roadside unit (RSU). The RSU reads this information and packages it into C-V2X protocol messages. The RSU broadcasts the C-V2X messages to the on-board unit (OBU) via the PC5 interface. The on-board unit (OBU) installed in the autonomous vehicle analyzes and filters this information, and then sends it to the autonomous driving system industrial PC (IPC) for deceleration or stop control. The user interface (UI) displays C-V2X technical information in an intuitive way.   II. VRUCW Application System Integration: The C-V2X VRUCW application based on PC5 is shown in Figure (2), where: Figure 2. Schematic Diagram of VRUCW Integration System The VRUCW application can be considered a P2I2V service (Pedestrian-Infrastructure-Vehicle). IP cameras must be installed in the road area for line-of-sight (LOS) and non-line-of-sight (NLOS) monitoring. It uses an AI server equipped with a series of deep learning technologies (such as CNN (Convolutional Neural Network) and SSD (Single Shot Detector)). If any pedestrian passes through the camera's coverage area, the system will detect the object. The AI ​​server transmits the analysis results, including target recognition and motion prediction, to the Roadside Unit (RSU), which then broadcasts this information to all On-Board Units (OBUs) within its coverage area. The OBU is responsible for integrating vehicle information (such as speed, heading, and position) to determine if there is a collision risk. We use a target classification algorithm to determine the pedestrian's direction for subsequent calculation of the likelihood of a collision warning. Assuming there is a collision risk between the pedestrian and the vehicle, for example, if the distance between them is within 50 meters and the vehicle's speed exceeds 10 km/h, we trigger a collision warning through the algorithm.   III. Autonomous Driving System Integration: The integration of PC5-based C-V2X with the autonomous driving system is currently designed and implemented as shown in Figure (3), where: Figure 3. Schematic Diagram of Autonomous Driving Integration System The Roadside Unit (RSU) receives information from the traffic light controller or the AI server. It then broadcasts this information within its coverage area using a predefined message format. The On-Board Unit (OBU) receives the broadcast messages through PC5-based C-V2X communication. The OBU connects to the industrial PC (IPC) of the autonomous driving system via the TCP/IP protocol. The OBU receives Global Navigation Satellite System (GNSS) and Controller Area Network (CAN) messages from the vehicle. The OBU uses advanced internal algorithms to determine if the situation is dangerous. It then sends corresponding warning messages to the autonomous driving system's IPC based on the situation.   At this point, the C-V2X technology is integrated into the autonomous driving system as expected.

From its inception during the 4G (LTE) era to the present day, C-V2X has been developing for 10 years. During this time, manufacturers from many countries have participated in research and testing, and the technology has been successfully implemented.   I. C-V2X technology progress demonstrates a path towards 5G evolution. While 802.11p-based V2X technology is widely adopted by manufacturers, the 5GAA has proposed standards for C-V2X development;   In China, the first C-V2X trial was launched in 2016, using chipsets from CATT (Datang), Huawei HiSilicon, and Qualcomm. Multi-vendor interoperability testing of PC5-based LTE-V2X applications was completed in Shanghai in November 2018, and a C-V2X "four-layer" interoperability application demonstration focusing on security mechanisms was organized in Shanghai in October 2019. In Japan, C-V2X trials began in 2018, with application scenarios including V2V, V2P, V2I, and V2N operations in wide-area communication based on cellular networks, and supporting cloud access; South Korea successfully demonstrated 5G C-V2X communication between autonomous driving test vehicles (AVs) in 2019.   C-V2X Development Blueprint: The U.S. Federal Communications Commission (FCC) officially announced the allocation of 5.9GHz intelligent transportation system (ITS) spectrum for C-V2X in December 2019; finally, in November 2020, it decided to reserve 30 megahertz of spectrum in the 5.895–5.925GHz band for ITS radio services using C-V2X technology. Meanwhile, Europe is developing a new EN (European Standard) to define the application of C-V2X as an access layer technology for C-ITS (Cooperative Intelligent Transportation Systems), which has been approved by the European Telecommunications Standards Institute (ETSI). Australia initially launched road testing of C-V2X technology in Victoria at the end of 2018. Based on 3GPP versions and supply chain readiness, the long-term blueprint for global traffic efficiency and basic safety C-V2X application use cases, developed by 5GAA in September 2020, has been fully realized.   III. C-V2X Technology Applications: Currently, C-V2X is gaining momentum in markets such as the United States, Europe, Australia, China, Japan, and South Korea. C-V2X is becoming dominant globally, with many countries and governments prioritizing it in their intelligent transportation system plans; countries and regions such as the United States and China have already begun issuing licenses for vehicles using C-V2X technology.