VehicularChannelinUrbanEnvironmentsat23GHzforFlexible...

Research ArticleVehicular Channel in Urban Environments at 23GHz for FlexibleAccess Common Spectrum Application

Longhe Wang 12 Bo Ai 12 Jingya Yang 12 Hao Qiu12 Wanqiao Wang 12

and Ke Guan 12

1State Key Laboratory of Rail Traffic Control and Safety Beijing Jiaotong University Beijing 100044 China2Beijing Engineering Research Center of High-Speed Railway Broadband Mobile Communications Beijing 100044 China

Correspondence should be addressed to Bo Ai boaibjtueducn

Received 3 May 2019 Accepted 30 July 2019 Published 12 September 2019

Guest Editor Marko Sonkki

Copyright copy 2019 LongheWang et alis is an open access article distributed under the Creative Commons Attribution Licensewhich permits unrestricted use distribution and reproduction in any medium provided the original work is properly cited

With the development of the vehicular network new radio technologies have been in the spotlight for maximizing the utilizationof the limited radio spectrum resource while accommodating the increasing amount of services and applications in the wirelessmobile networks New spectrum policies based on dynamic spectrum access technology such as flexible access common spectrum(FACS) have been adopted by the Korea Communications Commission (KCC) 23GHz bands have been allocated to FACS bandsby the KCC which is expected extensively for vehicular communications e comprehensive knowledge on the radio channel isessential to effectively support the design simulation and development of such radio technologies In this paper the charac-teristics of 23GHz vehicle-to-infrastructure (V2I) channels are simulated and extracted for the urban environment in Seoul epath loss shadow factor Ricean K-factor root-mean-square (RMS) delay spread and angular spreads are characterized from thecalibrated ray-tracing simulation results and it can help researchers have a better understanding of the propagation channel fordesigning vehicular radio technologies and a communication system in a similar environment

1 Introduction

Recently flexible access common spectrum (FACS) has beenconsidered to have an important role in accommodating thefast-growing spectrum demands in vehicular communica-tions which will ramp up the development of mobile andwireless vehicular communication technologies to advancesafety and convenience on the roads [1 2] Among themvehicle-to-infrastructure (V2I) robust connectivity is the keyenabler for enhancing traffic safety reliability and efficiency[3 4] e channel characteristic is a critical role in thedesign and performance evaluation of V2I connectivitynetworks For example the realistic large-scale fadingchannel parameters are indispensable for efficient networkdeployment and optimization the fidelity small-scale fadingchannel parameters are crucial in physical layer design suchas optimal modulation coding diversity and protocolscheme development [5]

Most of the previous works on vehicular propagationchannels are focused on the 5GHz band eg [6ndash16] whichuse the lower frequency band to increase the V2I and ve-hicle-to-vehicle (V2V) link ranges In [6] based on thenarrowband channel measurement at 52GHz the propa-gation loss (PL) parameters of the vehicular channel arestudied under a highway and under urban suburban andvillage environments In [7] a large number of vehicularnarrowband channel measurements are carried out at59GHz A dual-slope PL model is proposed for the sub-urban environment Meanwhile it is found that in such anenvironment the small-scale fading of the channel obeys theNakagami distribution and the effect of speed and relativedistance of the transmitting and receiving vehicles on theDoppler spectrum and quasistationary time is discussedBased on the wideband multi-input multioutput (MIMO)channel measurement at the 53 GHz band the authors in[8 9] discuss the nonstationary delay spread (DS) and small-

HindawiInternational Journal of Antennas and PropagationVolume 2019 Article ID 5425703 13 pageshttpsdoiorg10115520195425703

scale fading characteristics (following Ricean distribution) invehicular channels In [10] under a highway environment thePL delay distribution and Doppler characteristics of the V2Ichannel are studied according to the MIMO channel mea-surement Similarly the dispersion of multipath components(MPCs) in delay and Doppler domains is analyzed for V2Ichannels under urban and rural environments and the ge-ometry of scatterers is also being constructed to illustrate theMPC distribution [11 12] Moreover in [13] the authorspresent a three-dimensional (3D) distribution estimation ofMPCs and discuss the power ratio of different propagationmechanisms associated with the actual propagation envi-ronment e work in [14ndash16] describes the MPC dispersionin delay and angle domains for the non-line-of-sight (NLOS)environments and explores MPC distribution and its prop-agation mechanisms in different propagation environmentsAll of those important vehicular channel characteristics showthat the vehicular channel exhibits severe fading and statisticalnonstationarity e propagation mechanisms and spatialdistributions ofMPCs aremainly determined by the vehicularpropagation environment

For the 20ndash60GHz band the studies in [17 18] showthat the large spectrum in a higher frequency band providesa possibility of high data rate but the channel is muchdifferent from that in the 5GHz band and directionalantennas are adopted by transceivers in such vehicularcommunication systems to overcome the heavy loss atthose high frequencies [19 20] But the obvious limitationby using directional antennas for the higher frequencyapplications is the difficulty of providing an ldquoalwaysconnectedrdquo V2I or V2V link In [21] the two-ray channelmodel with random reflected paths is used to represent60GHz vehicular channel and the system performance hasbeen theoretically evaluated by varying modulation for-mats coding complexity and propagation characteristicsfor vehicular communications e similar works in[22 23] analyze the characteristics of MPC propagationand verify the availability of the vehicular communicationsystem at 60 GHz Based on channel measurement withrotating directional antennas the DS path loss exponent(PLE) and angular spread of arrival (ASA) are comparedbetween line-of-sight (LOS) and NLOS conditions at60GHz under outdoor environments in [24 25] echannel impulse response and scattering functions as wellas the DS are obtained from 38GHz to 60GHz channelmeasurements in [26] Such measurements show that theMPC in the channel typically contains LOS road reflectionpaths and reflection paths from the guard rails Howeverthe two distinguishing features of vehicular channels athigher frequency bands eg directionality and blockageare not fully explored in the work which are the significantchallenge remaining in the design of such vehicularnetworks

An overview of the previous work is to study the typicalbehavior of vehicle lanes identifying missing features incurrently available channel models to design and evaluatevehicle radio links in a safe and efficient environment

In this paper intensive simulations at the 23GHz bandwith 1GHz bandwidth in a realistic V2I urban environment

are performed by a calibrated ray-tracing (RT) simulator tocomplement these missing characteristics eg directionalityand blockage Besides different road widths traffic flowsvehicle types antenna heights and traffic signs are con-sidered in the RTsimulation to fully explore the V2I channelbehaviors under different conditions e time-varyingpower delay profile (PDP) path loss (PL) shadow factor DSRicean K-factor and angular spreads (ASs)mdashazimuth an-gular spread of arrival (ASA) azimuth angular spread ofdeparture (ASD) elevation angular spread of arrival (ESA)and elevation angular spread of departure (ESD)mdashare an-alyzed and extracted from the simulation results In addi-tion the propagation mechanism in different environmentsis analyzed that can illustrate the impact of the actual en-vironment on the channel characteristics Furthermore theextracted parameters can be input to the channel generatorlike QuaDRiGa or METIS to generate similar channelswhich can be used to evaluate or verify the performance ofthe system- or link-level design

e rest of this paper is organized as follows In Section 2the realistic vehicular environments are reconstructed andintroduced In Section 3 extensive RT simulations are per-formed in all cases en based on the RT results the ve-hicular channels are comprehensively characterized inSection 4 Finally the conclusions are drawn in Section 5

2 Realistic Vehicular MovingNetwork Environments

In order to obtain realistic behavior of vehicular channels inthe moving network (MN) the influence of vehicles must beconsidered in the propagation model [27 28] In this paperto map the MN architecture defined by 3GPP TR 37885 tothe real propagation environments the 3Dmodels of a set ofcomprehensive vehicular environments are reconstructed

21 Overview of Environments

211 Urban Environments e 3D details of the consideredenvironment are built by OpenStreetMap (OSM) OSM is acollaborative project to create a free editable map of theworld and in addition to street-level map information it canprovide 3D building information In order to make it easierto access the OSM data a plugin for SketchUp (3Dmodelingsoftware) is developed in this work e plugin can importboth street and building information from OSM data It isthe open source software that can be obtained from httpwwwraytracercloudsoftware As shown in Figure 1 thetypical urban area in Seoul is selected is urban envi-ronment is universal and can represent most of the vehicularpropagation environment in the urban area In addition toOSM KakaoMap the Korean map software is also used toreconstruct the real environment more completely whichhas a 360-degree street view and some landmark buildingssuch as cafes and restaurants will be specially markedCombined with OpenStreetMap and KakaoMap the urbanenvironments in Seoul can be reconstructed by the SketchUpsoftware which is shown in Figure 2 Considering the

2 International Journal of Antennas and Propagation

impact of different neighborhood environments on thevehicular channel two typical urban streets in the city areselected as the simulation environments As shown inFigure 1 the selected streets were marked with red lines onthe maps Figures 2(b) and 2(c) show the 3D environmentmodels of these two areas e difference between the twoareas is the width of the road characterized by the number oflanes

212 Small-Scale Structures In addition to the largebuildings the common small-scale structures such asroadside trees traffic lights traffic signs and bus stationsare considered in the environment model ese small-scale structures are on the same order of magnitude as thewavelength and the most relevant propagation mechanismof them in vehicular environments is scattering [29]Figure 3 shows the 3D models of small-scale structures inurban environments

22 Vehicle Types and Mobility Modeling

221 Vehicle Types In this work three different vehicletypes are selected by considering the recommendation by3GPP TR 37885 [30] which are defined as follows

(i) Type 1 (passenger vehicle with a lower antennaposition) length 5m width 20m height 16m andantenna height 075m as shown in Figure 4(a)

(ii) Type 2 (passenger vehicle with a higher antennaposition) length 5m width 20m height 16m andantenna height 16m as shown in Figure 4(a)

(iii) Type 3 (truckbus) length 13m width 26m height3m and antenna height 3m as shown inFigure 4(b)To more comprehensively reflect the impact ofvehicle types on signal propagation another type ofvehicle is also considered

(iv) Type 4 (delivery van) length 135m width 26mheight 35m and antenna height 35m as shown inFigure 4(c)

222 Mobility Modeling As per the recommendation by3GPP TR 37885 the vehicles are dropped for the urbanenvironments according to the following process

(i) e distance between the rear bumper of a vehicleand the front bumper of the following vehicle in thesame lane follows an exponential distribution

(ii) All the vehicles in the same lane have the same speed

(a) (b) (c)

Figure 2 (a) 3D model of Seoul urban environment (b) 3D model of Area 1 (c) 3D model of Area 2

Figure 1 Seoul map from OpenStreetMap

International Journal of Antennas and Propagation 3

(iii) Vehicle-type distribution is not dependent on thelane

In general the width of the line is 35m In Area 1 (shownin Figure 2(b)) the road is with four lanes Considering thetraffic congestion in the actual environments the speed andthe direction of vehicles in each lane are shown in Figure 5e width of the road in Area 2 as shown in Figure 2(c) ismore extensive than that in Area 1 and the eight-lane road isdesigned in Area 2e vehicle speed on such a road is shownin Figure 6 According to the recommendations of 3GPP TR37885 the distribution of vehicle types in the urban envi-ronment is determined

(i) 60 Type 1 vehicles and Type 2 vehicles (passengercar)

(ii) 20 Type 3 vehicles (bus)(iii) 20 Type 4 vehicles (delivery van)

e vehicles in each lane are randomly generatedaccording to vehicle distribution Vehicles do not changetheir direction at the intersection

23 Antenna Model e antennas of the base station (BS)and the user equipment (UE) of the MN system defined arewith the same antenna pattern [30] as shown in Figure 7e locations and heights of the transmitter (Tx) at the BSand receiver (Rx) at the UE are given in Table 1 e settingsfollow the recommendations of 3GPP TR 37885

3 RT Simulations in RealisticVehicular Scenarios

In this section in order to characterize the 23GHz vehicularchannels RT simulations with different antenna height

setups are developed in different realistic environment casesFirst the calibration and verification of the RTsimulator arediscussed and then the RT configuration and differentpropagation mechanisms caused by the surrounding envi-ronment in various environment cases are presented

Lane 1 2 3 4Speed(kmh) 15 25 15 25

Build

ings

Build

ings

Lane 1 Lane 2 Lane 3 Lane 4

Figure 5 Vehicle speed in the 4-lane road (Area 1)

Build

ings

Build

ings

Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 Lane 7 Lane 8

Lane 1 2 3 4 5 6 7 8Speed(kmh) 15 25 50 60 15 25 50 60


(a) (b) (c) (d)

Figure 3 3D models of small-scale structures (a) Traffic light model (b) Traffic sign model (c) Bus station model (d) Tree model

2m5m

16m

(a)

13m26m

13m

(b)

135m26m

35m

(c)

Figure 4 3D models of different vehicle types (a) Passenger car model (b) Bus model (c) Delivery van model


31 RT SimulationVerification According to realistic urban3D maps and design specifications for urban infrastructurethe vehicular environment features and typical small-scalestructures is presented in the above section Based on whicha large number of statistical consistent environment modelscan be generated to simulate urban vehicular channelsBefore this RT needs to be calibrated via propagationmeasurement and then the intensive close-to-real channelsimulations can be conducted with standard-definedconfigurations

e validations of the RT simulator against variousmeasurements have been presented in various propagationenvironments and different frequency bands For exampleRT is calibrated and verified in the tunnel environment at25GHz [31] in the urban environment at 28GHz [28] inthe indoor environment at 26GHz [32] in the viaductenvironment at 93GHz [33] and so on After the calibra-tion the corresponding material parameters are obtainede calibrated materials basically cover all the materialcomposition of the considered propagation environments inthis paper eg concrete brick granite marble glass andmetal Note that applying appropriate material parametersin RT is a precondition to obtain practical channel results Ingeneral the material parameters are frequency dependente material parameters are calibrated in similar propaga-tion environments at the adjacent frequency band ie25GHz and 28GHz [28 31] In Rec ITU-R P1238-7 [34]and Rec ITU-R P2040 [35] such material parameters forurban and indoor environments can be obtained for1GHzndash100GHz indicate an insignificant difference and arealmost independent of the frequency in the range from20GHz to 30GHz

32 RT SimulationConfiguration Considering the vehicularMN in the urban environment not only the bus equippedwith the Rx can move but also other vehicles such as carsdelivery vans and other buses can move around as themoving scatterers Aiming at supporting these features theworkflow is shown in Figure 8 Dynamic mobility patterns ofmoving objects and the TxRx should be defined prior tosimulation After all the models and configurations areuploaded to the RT simulator the geometry and visibilityrelationship of the objects are updated for each snapshot

e carrier frequency of V2I simulation is 226GHz witha bandwidth of 1GHz Both Tx and Rx beam patterns are thesame as the Tx antenna beam pattern of the MHN-E systemshown in Figure 7 e deployment of the Tx and Rx isshown in Figure 9 the Tx is placed at the top of the buildingwith a height of 25m or installed on the pillar of the trafficlight with a height of 5m e Rx is placed on the top of thebus e travel distance of the bus where the Rx is located is500m e RT simulation includes two simulation granu-larity settings

(i) e low-resolution simulation with the samplinginterval 138ndash167m it is used to get the channelprofile and determine the propagation zones wherethe high-resolution simulations will take placeDifferent propagation zones indicate differentpropagation mechanism combinations

(ii) e high-resolution simulation for every propaga-tion zone in every case one CIR will be simulated perOFDM symbol duration (which is much shorterthan half of the wavelength) in order to feed into thelink-level simulator

e simulation setups are based on the RT frequency-domain method for the ultra-wideband channel and thematerial parameters are extracted from measurements orliterature e involved material parameters are summarizedin Table 2 where εr

prime is the real part of the relative permittivitytan δ is the loss tangent and S and α are the scattering

z

x

y

20

15

10

5

0

ndash5

ndash10

ndash15

ndash20

ndash25

ndash30

(a)

0

30

6090

120

150

180

210

240270

300

330

ndash20

ndash10

0

10

20

(b)

0

30

6090

120

150

180

210

240270

300

330

ndash20

ndash10

0

10

20

(c)

Figure 7 (a) 3D antenna pattern of the transceiver (b) E plane (c) H plane

Table 1 Locations and heights of the Tx and Rx

Parameters Urban

BS antenna height Top of the building 25mOn the traffic light 5m

UE antenna height Top of the bus 32m


coefficient and scattering exponent of the directive scatteringmodel [36] Particularly the parameters of wood are cali-brated in [37 38] and the parameters of concrete are cali-brated in [39] erefore with the provided calibratedmaterial parameters various V2I TxRx deployments can besimulated by an RT simulator

Propagation mechanisms in the simulations are LOSscattering (multiple scattering theory for vegetation andsingle-lobe directive model for others) diffraction (uniformtheory of diffraction (UTD)) reflection (up to 2 orders) andtransmissione detailed configuration of the RTsimulatedchannels in urban environments is summarized in Table 3e propagation mechanisms for different objects in thesimulation environment are summarized in Table 4

33 Propagation Mechanism Analysis In this work 3 dif-ferent traffic flows are considered

(i) Full traffic flow 100 randomly generated vehicleson the road

(ii) Half traffic flow 50 randomly generated vehicleson the road

(iii) Low traffic flow 10 randomly generated vehicleson the road

e considered simulation cases are summarized inTable 5 for clarity and the exemplified simulation results areshown in Figure 10 Figures 10(a) and 10(b) show the MPCdistribution of the typical snapshots for Case 9 and Case 10respectively moreover the time-varying PDPs are also givento distinguish the MPC distribution in the delay domain

intuitively According to different MPC distribution andpropagation mechanisms the ldquozonerdquo concept is proposedDifferent zones for different cases are used for channelcharacterization in the next section For Case 9 three zonescan be detected and two zones are marked for Case 10According to the RT simulation results for each case thereare 12 typical divided zones in Table 6 in which the details ofpropagation mechanisms for different zones are listed Forexample in Zone 2 the Rx is out of the Tx main lobe theLOS path and reflected and scattered paths (from urbanfurniture and other vehicles) exist and no ground reflectionexists as shown in Figure 10(c) in Zone 9 the Rx is in the Txmain lobe LOS and ground reflected paths exist and noreflection or scattering from urban furniture or other ve-hicles is seen as shown in Figure 10(d) in Zone 11 the Rx isin the Tx main lobe and the LOS path is blocked by a vehicleas shown in Figure 10(e) Note that the rays whose power ismore than 80 dB lower than that of the strongest ray are cutoff to get the dominant propagation mechanisms

Extensive high-resolution simulations are conducted ineach propagation zone for different cases All simulatedchannel data can be imported to the V2I link-level simulatorto guide the construction of the vehicular infrastructure forbetter road services

4 Key Channel Parameters for Link-Level Simulation

In order to support the link-level simulation for everypropagation zone the spatial sampling interval is set to 80λfor high-resolution simulation e delay resolution is

Table 2 Electromagnetic parameters of different materials

Material εrprime tan δ S α

Brick 19155 00568 00019 495724Marble 30045 02828 00022 153747Toughened glass 10538 239211 00025 55106Metal 1 107 00026 177691Concrete 54745 00021 00011 109Wood 66 09394 00086 131404

3D model ofmoving objects

Define dynamic mobility pattern of moving objects

3D model ofstationary objects

Define dynamic mobility pattern ofcommunication devices

Import to RT

Update geometry and visibility relationship

Trigger simulationfor a new snapshot Simulation result

Figure 8 Workflow of simulating moving environments

500m

4 or 8 lanes highway

Tx and beam directionRx and beam direction

(5 25) m Vehicle direction

Figure 9 Deployment of the Tx and Rx


814 ns and the time sampling rate is 892 μs Based onextensive RT simulation results the comprehensive featuresof 23 lanes in urban environments are analyzed andextracted e channel characteristics include PL root-mean-square (RMS) DS Ricean K-factor (KF) ASA ASDESA ESD and blockage loss (BL) All these channel pa-rameters are fitted by the normal distribution with the meanvalue and standard deviation All the extracted parametersare summarized in Tables 7ndash9 where μDS μKF μASAμASD μESA and μESD are the mean values of DS KF ASA

ASD ESA and ESD respectively σDS σKF σASA σASDσESA and σESD are the standard deviations of DS KF ASAASD ESA and ESD respectively

41 Path Loss e PL in dB is modeled by the A-B modelwhich is expressed as

ΡL(dΒ) A middot log10d

d01113888 1113889 + B + Xσ (1)

Table 4 Propagation mechanism

Object LOS Reflection (up to 2 orders) Scattering Transmission DiffractionTrees Buildings Traffic signs Signal lights Bus stations Ground Vehicles

Table 5 Analysis cases

Index Environment Lane Tx height (m) Traffic flow Terminology1 Seoul 4 25 Full Seoul-4Lanes-Tx25-TFFull2 Seoul 4 25 Half Seoul-4Lanes-Tx25-TFHalf3 Seoul 4 25 Low Seoul-4Lanes-Tx25-TFLow4 Seoul 4 5 Full Seoul-4Lanes-Tx5-TFFull5 Seoul 4 5 Half Seoul-4Lanes-Tx5-TFHalf6 Seoul 4 5 Low Seoul-4Lanes-Tx5-TFLow7 Seoul 8 25 Full Seoul-8Lanes-Tx25-TFFull8 Seoul 8 25 Half Seoul-8Lanes-Tx25-TFHalf9 Seoul 8 25 Low Seoul-8Lanes-Tx25-TFLow10 Seoul 8 5 Full Seoul-8Lanes-Tx5-TFFull11 Seoul 8 5 Half Seoul-8Lanes-Tx5-TFHalf12 Seoul 8 5 Low Seoul-8Lanes-Tx5-TFLow

Table 3 Environment configurationFrequency 221ndash231 GHzBandwidth 1GHzAntenna Directional antenna

Tx Power 0 dBmHeight 5m 25m

Rx Height 32mTravel distance for the urban environment 500m

V2I path D1 Rx on lane 2 (4-lane urban street Figure 5) v 25 kmhD2 Rx on lane 4 (8-lane urban street Figure 6) v 60 kmh

Vehicle typePassenger car 60

Bus 20Delivery van 20

Propagation

Direct Reflection Up to 2 ordersDiffraction UTDScattering Directive scattering model

Transmission

Material

Building Brick marble toughened glassUrban furniture vehicle Metal

Tree WoodGround highway fence Concrete


where d is the distance between the Tx and the Rx in m d0 isthe reference distance equal to 1m A is the PL exponent Bis the offset and Xσ is the shadow factor (SF) which can bemodeled as a Gaussian variable with zero mean and astandard deviation σSF

e fitting results of all 23 zones for different analysiscases are listed in Table 7 where Alt 0 is under the con-ditions that the Tx and Rx antenna beams are misaligned at

the beginning and that the moving Rx gradually approachedthe main lobe of the Txe similar result is presented in theprevious work [31] It can be found that the absolute value ofA in Zone 1 to Zone 4 (outside the main lobe of the Tx andLOS condition) and Zone 11 and Zone 12 (within the mainlobe of the Tx and NLOS condition) is larger than that inZone 7 to Zone 10 (within the main lobe of the Tx and LOScondition) is indicates that the main lobe and the

800

600

400

200

0

zone 1

zone 3PDP

zone 9

100

τ (ns

)

ndash100

ndash120

ndash80

ndash140

ndash160

ndash180

ndash200200 300 400

Tx-Rx distance (m)

Rece

ived

pow

er (d

Bm)

(a)

800

PDP

600

400

200

0

zone 2 zone 11

τ (ns

)

100 200Tx-Rx distance (m)

Rece

ived

pow

er (d

Bm)

300 400

ndash100

ndash120

ndash80

ndash60

ndash140

ndash160

ndash180

ndash200

(b)

(c) (d)

(e)

Figure 10 Exemplified RTsimulation results in different cases and zones (a) Case 9 Seoul-8Lanes-Tx25-TFLow (b) Case 10 Seoul-8Lanes-Tx5-TFFull (c) One typical snapshot of Zone 2 (d) One typical snapshot of Zone 9 (e) One typical snapshot of Zone 11

Table 6 Zones of simulation results

Zone Antennaalignment

LOS condition Propagation mechanism

LOSNLOS

Groundreflection

Reflectionscattering from urban furnitureand other vehiclesBlocked by

vehicleBlocked by urban

furniture1 times times times times times

2 times times times times 3 times times times times

4 times times times 5 times times times mdash mdash6 times times times mdash mdash7 times times times times

8 times times times 9 times times times

10 times times 11 times times mdash mdash12 times times mdash mdash within main lobe times outside main lobe


barriers ie other vehicles and traffic signs have a greatinfluence on path loss With the increase of traffic flow theprobability of occurrence of Zone 5 and Zone 11 (LOS pathis blocked by other vehicles) rises

42 RMS DS and Ricean K-Factor e Ricean K-factor isdefined as the ratio of the power of the strongest MPC to thepower of the sum of the remaining MPCs in the receivedsignal [40] Traditionally the Ricean K-factor is calculatedfrom the narrowband channel sounding results by using amoment-based method [41] However the ultra-wideband(UWB) channel sounding results in this measurement havehigh resolution in the time domain us the Ricean K-factor can be calculated according to its definition as follows

KF 10 middot log10Pstrongest

1113936 Premaining1113888 1113889 (2)

where KF denotes the Ricean K-factor and Pstrongest andPremaining denote the power of the strongest MPC and thepower of the remaining MPCs respectively RMS DS is usedto quantify the dispersion effect of the wide channel It isdefined as the square root of the second central moment ofthe PDP [42]

στ

1113936Nn1τ

2n middot Pn

1113936Nn1Pn

minus1113936

Nn1τn middot Pn

1113936Nn1Pn

1113888 1113889

211139741113972

(3)

where στ denotes the RMS delay spread and Pn and τn

denote the power and the excess delay of the n-th multipathe fitting parameters for KF and στ are listed in Table 8

As it can be seen from Table 8 the zones with the LOSpath are outside the main lobes of transceivers (as shown inFigure 11) the Ricean K-factor is smaller than that of thezones with the LOS path in such main lobes yet the delayspread is larger than that in the zones with the LOS path inthe main lobes e reason is that the MPCs in the mainlobes would have higher gain than the LOS path which givesrise to increasing Premaining with a long delay Anotherfinding is that in the case of the same environment ie thesame Tx height and the same zone the mean value of RiceanK-factor in full traffic flow is smaller than that under the halfand low traffic flow conditions meanwhile the mean valueof DS is larger As shown in Figure 12 there are more MPCscaused by more vehicles in the case of full traffic flowresulting in an increase in power to diffuse MPCs As shownin Figure 13 the Ricean K-factor in some cases of the NLOSchannel with reflection is larger than that in other cases ofthe NLOS channel without reflection e channel with thestrongly reflected path is close to the cases of the LOSchannel It has been found that such strong reflected pathsare mainly from a metal vehicle or the ground and power ofthem is almost as strong as the LOS path

43 Angular Spread According to the 3GPP definition theconventional AS calculation for the composite signal is givenby

Table 8 Extracted parameters for the DS and K-factor

Environment ZoneDS (ns) KF (dB)

μDS σDS μKF σKF

Seoul-4Lanes-Tx25-TFFull 8 139 023 5226 154610 230 106 2738 2750

Seoul-4Lanes-Tx25-TFLow1 129 001 4723 6049 477 204 2360 208112 8132 8308 047 682

Seoul-4Lanes-Tx5-TFFull 8 177 021 4422 407

Seoul-4Lanes-Tx5-TFHalf 2 1942 473 minus 137 16710 544 087 4204 396

Seoul-4Lanes-Tx5-TFLow 1 1728 708 281 3483 1454 948 794 914

Seoul-8Lanes-Tx25-TFFull2 2395 842 979 5308 189 135 4423 106412 754 4214 minus 455 1289

Seoul-8Lanes-Tx25-TFHalf1 2817 1252 1074 5744 1636 441 758 3227 260 104 4154 429



Seoul-8Lanes-Tx5-TFHalf 8 284 336 5632 1516


Table 7 Extracted parameters for the PL

Environment ZonePL (dB)

A B σSF

Seoul-4Lanes-Tx25-TFFull 8 1071 3732 11410 minus 41500 110400 369

Seoul-4Lanes-Tx25-TFLow1 minus 9678 27193 0299 2439 347 43612 minus 10641 41849 453

Seoul-4Lanes-Tx5-TFFull 8 2981 minus 1158 084

Seoul-4Lanes-Tx5-TFHalf 2 14150 minus 3147 31710 537 4769 537

Seoul-4Lanes-Tx5-TFLow 1 3454 5656 5443 minus 7727 15250 260

Seoul-8Lanes-Tx25-TFFull2 13507 minus 12246 4218 740 4650 08412 1674 minus 4100 1046

Seoul-8Lanes-Tx25-TFHalf1 minus 24370 49719 3964 3019 4480 1517 minus 4656 17031 059

Seoul-8Lanes-Tx25-TFLow 3 minus 37455 76065 7229 6208 minus 9705 533

Seoul-8Lanes-Tx5-TFFull 2 minus 5831 15892 52811 9038 minus 7197 1506

Seoul-8Lanes-Tx5-TFHalf 8 1489 2598 271

Seoul-8Lanes-Tx5-TFLow 4 minus 6172 16497 61010 1285 3087 589


σAS

1113936Nn1 θnμ1113872 1113873

2middot Pn

1113936Nn1Pn

11139741113972

(4)

where σAS denotes the AS Pn denotes the power of the n-thray and θnμ is defined by

θnμ mod θn minus μθ + π 2π( 1113857 minus π (5)

where θn is the ASAASDESAESD of the n-th ray and μθ is

μθ 1113936

Nn1θn middot Pn

1113936Nn1Pn

(6)

Generally speaking ASD and ASA are larger than ESDand ESA implying that most of the MPCs come from thehorizontal direction is reflects the fact that more objects(scatterers) are located on the two sides of the Rx vehicle inthe urban environment than aboveunder the Rx vehicle (asshown in Figure 14) Figure 15 shows the variation of the ASwith Tx-Rx distance for the urban environment It can beseen that in the case of the LOS channel the mean value ofangular spread within the main lobe is generally smaller thanthat outside the main lobeis indicates that when the Rx iswithin the main lobe the distance between the Rx and the Txis larger and the object that produces reflection and scat-tering is closer to the Tx than the Rx Moreover the mainlobe filters low-energy rays resulting in the reduced AS

Table 9 Extracted parameters for the AS

Environment ZoneASA (∘) ESA (∘) ASD (∘) ESD (∘)

μASA σASA μESA σESA μASD σASD μESD σESD

Seoul-4Lanes-Tx25-TFFull 8 014 021 042 133 019 003 005 01710 003 000 228 213 019 010 029 010

Seoul-4Lanes-Tx25-TFLow1 007 001 002 000 030 003 000 0009 037 083 327 110 026 029 042 01412 14383 2962 204 058 748 969 057 004


Seoul-4Lanes-Tx5-TFHalf 2 5211 2711 1806 159 7227 1314 826 16910 137 010 124 014 000 000 080 009

Seoul-4Lanes-Tx5-TFLow 1 4355 2666 1828 170 7267 1285 837 1783 4728 4154 1206 669 4063 3222 839 544

Seoul-8Lanes-Tx25-TFFull2 4697 1144 2465 366 123 040 213 0598 654 3100 022 100 009 023 004 00612 5262 2563 253 134 368 150 042 015

Seoul-8Lanes-Tx25-TFHalf1 3926 923 2485 368 117 050 207 0654 7911 2825 1002 253 393 110 055 0247 027 029 001 000 016 010 005 000



Seoul-8Lanes-Tx5-TFHalf 8 1416 4664 007 025 010 025 005 011


Tx

Rx

(a)

TxRx

(b)

Figure 11 Rays in the main lobes of the transceiver (a) Reflectedrays aligned with the main lobe (b) Scattered rays aligned with themain lobe

Rx

(a)

Rx

(b)

Figure 12 MPC distribution in the same environmentwith different traffic flows (a) Zone 8 in Case 2 (Seoul-4Lanes-Tx25-TFHalf) (b) Zone 8 in Case 1 (Seoul-4Lanes-Tx25-TFFull)


Another finding is that when the Rx vehicle is within themain lobe the AS for NLOS channels is much larger thanthat for LOS channels

44 Blockage Loss ere are buildings small-scale struc-tures and moving vehicles in the analyzed urban envi-ronments When the vehicle on which the Rx is located ismoving on the road the directed ray may be blocked bythese objects As shown in Figure 16 the maximumblockage loss and the corresponding blockage time for eachsegment are calculated and fitted by the normal distribu-tion with the mean value μBL σBL_t and standard de-viation μBL σBL_t respectively e parameters aresummarized in Table 10

5 Conclusion

In this paper the 23GHz V2I channels are characterized bymeasurement-validated RTsimulations for different antennaheights in various propagation environments e PLshadow fading Ricean K-factor DS AS and blockage loss ofthe channels are characterized for each zone in differentcases In the considered 3D Seoul urban environments allthe main buildings and small-scale structures such as trafficlights traffic signs bus stations and trees are included withtheir typical geometries and materials in reality e fun-damental channel parameters analyzed are summarized intables which can be imported to standard channel modelsfor generating realistic channels for similar environmentse study of this paper and the provided suggestions will beuseful to guide the design and deployment of vehicularcommunication systems with FACS technologies

Data Availability

e environment models and simulation data of this studyare available from the corresponding author upon request

Conflicts of Interest

e authors declare that they have no conflicts of interest

Acknowledgments

is work was supported by the National Key Research andDevelopment program under Grant 2016YFE0200900NSFC under Grants 61771036 U1834210 and 61725101Newton Fund under Grant 6181101396 Beijing NaturalScience Foundation under Grant L161009 Beijing NaturalHaidian Joint Fund under Grant L172020 major projects ofBeijing Municipal Science and Technology Commissionunder Grant Z181100003218010 Fundamental Research

Reflection

Figure 13 NLOS channel with the strong reflected path

Figure 14 MPC spatial distribution in the vehicular channel inurban environments

LOS outsidethe main lobe

LOS within the main lobe

NLOS withinthe main lobe

150

100

50

0100 200 300 400 500

Distance (m)

AS

(deg)

ASAESA

ASDESD

Figure 15 AS of urban environments in both azimuth and elevationdomains

Maximum blockage loss

100 200 300 400 50050

100

150

Distance (m)

Path

loss

(dB)

RTFSPL

Figure 16 An example of blockage loss RT raytracing FSPL freespace path loss

Table 10 Extracted parameters for the blockage loss

μBL (dB) σBL (dB) μBL_t (s) σBL_t (s)5975 3594 276 567


Funds for the Central Universities under Grants 2017RC0312018RC030 and 2019JBM074 State Key Lab of Rail TrafficControl and Safety under Grants RCS2018ZZ007 andRCS2019ZZ005 and Teaching Reform Project under Grant134496522

References

[1] A Molisch F Tufvesson J Karedal and C MecklenbraukerldquoA survey on vehicle-to-vehicle propagation channelsrdquo IEEEWireless Communications vol 16 no 6 pp 12ndash22 2009

[2] T Hwang S Kang and H Hong ldquoTechnical analysis forflexible access common spectrum (FACS)rdquo in Proceedings ofthe 2006 International Symposium on Communications andInformation Technologies pp 1000ndash1003 Bangkok ailandOctober 2006

[3] T Sukuvaara and P Nurmi ldquoWireless traffic service platformfor combined vehicle-to-vehicle and vehicle-to-infrastructurecommunicationsrdquo IEEE Wireless Communications vol 16no 6 pp 54ndash61 2009

[4] X Chen S Guo and Q Wu ldquoLink-level analysis of a mul-tiservice indoor distributed antenna system [wireless corner]rdquoIEEE Antennas and Propagation Magazine vol 59 no 3pp 154ndash162 2017

[5] K Guan D He B Ai et al ldquo5-GHz obstructed vehicle-to-vehicle channel characterization for internet of intelligentvehiclesrdquo IEEE Internet of Aings Journal vol 6 no 1pp 100ndash110 2019

[6] J Kurner N Czink A Paier F Tufvesson and A F MolischldquoPath loss modeling for vehicle-to-vehicle communicationsrdquoIEEE Transactions on Vehicular Technology vol 60 no 1pp 323ndash328 2011

[7] L Cheng B Henty D Stancil F Bai and P MudaligeldquoMobile vehicle-to-vehicle narrow-band channel measure-ment and characterization of the 59 GHz dedicated shortrange communication (DSRC) frequency bandrdquo IEEE Journalon Selected Areas in Communications vol 25 no 8pp 1501ndash1516 2007

[8] O Renaudin V Kolmonen P Vainikainen and C OestgesldquoWideband MIMO car-to-car radio channel measurements at53 GHzrdquo in Proceedings of the 2008 IEEE 68th VehicularTechnology Conference pp 1ndash5 Calgary Canada September2008

[9] X Chen S Zhang and Q Li ldquoA review of mutual coupling inMIMO systemsrdquo IEEE Access vol 6 pp 24706ndash24719 2018

[10] A Paier J Karedal N Czink et al ldquoCar-to-car radio channelmeasurements at 5 GHz pathloss power-delay profile anddelay-doppler spectrumrdquo in Proceedings of the 2007 4th In-ternational Symposium on Wireless Communication Systemspp 224ndash228 Trondheim Norway October 2007

[11] A Paier J Karedal N Czink et al ldquoFirst results from car-to-car and car-to-infrastructure radio channel measurements at52 GHzrdquo in Proceedings of the 2007 IEEE 18th InternationalSymposium on Personal Indoor and Mobile Radio Commu-nications pp 1ndash5 Athens Greece September 2007

[12] X Cheng Q Yao M Wen C Wang L Song and B JiaoldquoWideband channel modeling and intercarrier interferencecancellation for vehicle-to-vehicle communication systemsrdquoIEEE Journal on Selected Areas in Communications vol 31no 9 pp 434ndash448 2013

[13] R He O Renaudin V-M Kolmonen et al ldquoA dynamicwideband directional channel model for vehicle-to-vehiclecommunicationsrdquo IEEE Transactions on Industrial Electronicsvol 62 no 12 pp 7870ndash7882 2015

[14] T Abbas L Bernado A iel C Mecklenbrauker andF Tufvesson ldquoRadio channel properties for vehicular com-munication merging lanes versus urban intersectionsrdquo IEEEVehicular Technology Magazine vol 8 no 4 pp 27ndash34 2013

[15] R He A F Molisch F Tufvesson Z Zhong B Ai andT Zhang ldquoVehicle-to-vehicle propagation models with largevehicle obstructionsrdquo IEEE Transactions on IntelligentTransportation Systems vol 15 no 5 pp 2237ndash2248 2014

[16] R He O Renaudin V-M Kolmonen et al ldquoVehicle-to-vehicleradio channel characterization in crossroad scenariosrdquo IEEETransactions on Vehicular Technology vol 65 no 8pp 5850ndash5861 2016

[17] T S Rappaport G R MacCartney M K Samimi and S SunldquoWideband millimeter-wave propagation measurements andchannel models for future wireless communication systemdesignrdquo IEEE Transactions on Communications vol 63 no 9pp 3029ndash3056 2015

[18] W Fan F Zhang and G F Pedersen ldquoValidation of testenvironment in simple sectoredMPAC setups for over-the-airtesting of 5G communication systemsrdquo IEEE Antennas andPropagation Magazine vol 16 no 3 2019

[19] I Sen and D W Matolak ldquoVehicle-vehicle channel modelsfor the 5-GHz bandrdquo IEEE Transactions on IntelligentTransportation Systems vol 9 no 2 pp 235ndash245 2008

[20] C Wang X Cheng and D I Laurenson ldquoVehicle-to-vehiclechannel modeling and measurements recent advances andfuture challengesrdquo IEEE Communications Magazine vol 47no 11 pp 96ndash103 2009

[21] O Andrisano M Chiani M Frullone C Moss and V TrallildquoPropagation effects and countermeasures analysis in vehicle-to-vehicle communication at millimeter wavesrdquo in Pro-ceedings of the Vehicular Technology Society 42nd VTS Con-ferencemdashFrontiers of Technology vol 1 pp 312ndash316 DenverCO USA May 1992

[22] A Kato K Sato M Fujise and S Kawakami ldquoPropagationcharacteristics of 60-GHz millimeter waves for ITS inter-vehicle communicationsrdquo IEICE Transactions on Communi-cations vol 84 no 9 pp 2530ndash2539 2001

[23] TWadaMMaedaM Okada K Tsukamoto and S Komakildquoeoretical analysis of propagation characteristics in milli-meter-wave intervehicle communication systemrdquo Electronicsand Communications in Japan (Part II Electronics) vol 83no 11 pp 33ndash43 2000

[24] E Ben-Dor T S Rappaport Y Qiao andS J Lauffenburger ldquoMillimeter-wave 60 GHz outdoor andvehicle AOA propagation measurements using a broadbandchannel sounderrdquo in Proceedings of the IEEE Global Tele-communications ConferencemdashGLOBECOM 2011 pp 1ndash6Houston TX USA December 2011

[25] J Zhang Y Zhang Y Yu R Xu Q Zheng and P Zhang ldquo3-D MIMO how much does it meet our expectations observedfrom channel measurementsrdquo IEEE Journal on Selected Areasin Communications vol 35 no 8 pp 1887ndash1903 2017

[26] M G Sanchez M P Taboas and E L Cid ldquoMillimeter waveradio channel characterization for 5G vehicle-to-vehiclecommunicationsrdquo Measurement vol 95 pp 223ndash229 2017

[27] K Guan D He B Ai et al ldquoRealistic channel characterizationfor 5G millimeter-wave railway communicationsrdquo in Pro-ceedings of the 2018 IEEE Globecom Workshops (GC Wkshps)pp 1ndash6 Abu Dhabi UAE December 2018

[28] D He B Ai K Guan LWang Z Zhong and T Kurner ldquoedesign and applications of high-performance ray-tracingsimulation platform for 5G and beyond wireless


communications a tutorialrdquo IEEE Communications Surveysamp Tutorials vol 21 no 1 pp 10ndash27 2019

[29] K Guan B Ai B Peng et al ldquoTowards realistic high-speedtrain channels at 5G millimeter-wave bandmdashpart I paradigmsignificance analysis and scenario reconstructionrdquo IEEETransactions on Vehicular Technology vol 67 no 10pp 9112ndash9128 2018

[30] ldquoStudy on evaluation methodology of new vehicle-to-every-thing (V2X) use cases for LTE and NR (Release 15) 3rdGeneration Partnership Project (3GPP) TR 37885-1500rdquoJune 2018

[31] D He B Ai K Guan et al ldquoChannel measurement simu-lation and analysis for high-speed railway communications in5G millimeter-wave bandrdquo IEEE Transactions on IntelligentTransportation Systems vol 19 no 10 pp 3144ndash3158 2018

[32] B Ai K Guan R He et al ldquoOn indoor millimeter wavemassive MIMO channels measurement and simulationrdquoIEEE Journal on Selected Areas in Communications vol 35no 7 pp 1678ndash1690 2017

[33] J Yang B Ai K Guan et al ldquoA geometry-based stochasticchannel model for the millimeter-wave band in a 3GPP high-speed train scenariordquo IEEE Transactions on Vehicular Tech-nology vol 67 no 5 pp 3853ndash3865 2018

[34] ITU-R P1238-7 Propagation Data and Prediction Methodsfor the Planning of Indoor Radiocommunication Systems andRadio Local Area Networks in the Frequency Range 900 MHzto 100 GHz ITU Recommendations Geneva Switzerland2012

[35] ITU-R P2040 Effects of Building Materials and Structures onRadiowave Propagation above about 100 MHz ITU Recom-mendations Geneva Switzerland 2013

[36] V Degli-Esposti F Fuschini E M Vitucci andG Falciasecca ldquoMeasurement and modelling of scatteringfrom buildingsrdquo IEEE Transactions on Antennas and Prop-agation vol 55 no 1 pp 143ndash153 2007

[37] F Wang and K Sarabandi ldquoAn enhanced millimeter-wavefoliage propagation modelrdquo IEEE Transactions on Antennasand Propagation vol 53 no 7 pp 2138ndash2145 2005

[38] H M Rahim C Y Leow and T A Rahman ldquoMillimeterwave propagation through foliage comparison of modelsrdquo inProceedings of the 2015 IEEE 12th Malaysia InternationalConference on Communications (MICC) pp 236ndash240Kuching Malaysia November 2015

[39] K Guan B Ai B Peng et al ldquoTowards realistic high-speedtrain channels at 5G millimeter-wave band part II case studyfor paradigm implementationrdquo IEEE Transactions on Ve-hicular Technology vol 67 no 10 pp 9129ndash9144 2018

[40] L Bernado T Zemen F Tufvesson A F Molisch andC FMecklenbrauker ldquoTime- and frequency-varying K-factorof non-stationary vehicular channels for safety-relevant sce-nariosrdquo IEEE Transactions on Intelligent TransportationSystems vol 16 no 2 pp 1007ndash1017 2015

[41] T Zhou C Tao S Salous L Liu and Z Tan ldquoChannelcharacterization in high-speed railway station environmentsat 189 GHzrdquo Radio Science vol 50 no 11 pp 1176ndash11862015

[42] T Rappaport Wireless Communications Principles andPractice Prentice-Hall Upper Saddle River NJ USA 2002


International Journal of

AerospaceEngineeringHindawiwwwhindawicom Volume 2018

RoboticsJournal of

Hindawiwwwhindawicom Volume 2018


Active and Passive Electronic Components

VLSI Design



Shock and Vibration


Civil EngineeringAdvances in

Acoustics and VibrationAdvances in



Electrical and Computer Engineering

Journal of

Advances inOptoElectronics

Hindawiwwwhindawicom

Volume 2018

Hindawi Publishing Corporation httpwwwhindawicom Volume 2013Hindawiwwwhindawicom

The Scientific World Journal

Volume 2018

Control Scienceand Engineering

Journal of



Journal ofEngineeringVolume 2018

SensorsJournal of



RotatingMachinery


Modelling ampSimulationin EngineeringHindawiwwwhindawicom Volume 2018


Chemical EngineeringInternational Journal of Antennas and

Propagation




Navigation and Observation


Hindawi

wwwhindawicom Volume 2018

Advances in

Multimedia

Submit your manuscripts atwwwhindawicom

scale fading characteristics (following Ricean distribution) invehicular channels In [10] under a highway environment thePL delay distribution and Doppler characteristics of the V2Ichannel are studied according to the MIMO channel mea-surement Similarly the dispersion of multipath components(MPCs) in delay and Doppler domains is analyzed for V2Ichannels under urban and rural environments and the ge-ometry of scatterers is also being constructed to illustrate theMPC distribution [11 12] Moreover in [13] the authorspresent a three-dimensional (3D) distribution estimation ofMPCs and discuss the power ratio of different propagationmechanisms associated with the actual propagation envi-ronment e work in [14ndash16] describes the MPC dispersionin delay and angle domains for the non-line-of-sight (NLOS)environments and explores MPC distribution and its prop-agation mechanisms in different propagation environmentsAll of those important vehicular channel characteristics showthat the vehicular channel exhibits severe fading and statisticalnonstationarity e propagation mechanisms and spatialdistributions ofMPCs aremainly determined by the vehicularpropagation environment

For the 20ndash60GHz band the studies in [17 18] showthat the large spectrum in a higher frequency band providesa possibility of high data rate but the channel is muchdifferent from that in the 5GHz band and directionalantennas are adopted by transceivers in such vehicularcommunication systems to overcome the heavy loss atthose high frequencies [19 20] But the obvious limitationby using directional antennas for the higher frequencyapplications is the difficulty of providing an ldquoalwaysconnectedrdquo V2I or V2V link In [21] the two-ray channelmodel with random reflected paths is used to represent60GHz vehicular channel and the system performance hasbeen theoretically evaluated by varying modulation for-mats coding complexity and propagation characteristicsfor vehicular communications e similar works in[22 23] analyze the characteristics of MPC propagationand verify the availability of the vehicular communicationsystem at 60 GHz Based on channel measurement withrotating directional antennas the DS path loss exponent(PLE) and angular spread of arrival (ASA) are comparedbetween line-of-sight (LOS) and NLOS conditions at60GHz under outdoor environments in [24 25] echannel impulse response and scattering functions as wellas the DS are obtained from 38GHz to 60GHz channelmeasurements in [26] Such measurements show that theMPC in the channel typically contains LOS road reflectionpaths and reflection paths from the guard rails Howeverthe two distinguishing features of vehicular channels athigher frequency bands eg directionality and blockageare not fully explored in the work which are the significantchallenge remaining in the design of such vehicularnetworks

An overview of the previous work is to study the typicalbehavior of vehicle lanes identifying missing features incurrently available channel models to design and evaluatevehicle radio links in a safe and efficient environment

In this paper intensive simulations at the 23GHz bandwith 1GHz bandwidth in a realistic V2I urban environment

are performed by a calibrated ray-tracing (RT) simulator tocomplement these missing characteristics eg directionalityand blockage Besides different road widths traffic flowsvehicle types antenna heights and traffic signs are con-sidered in the RTsimulation to fully explore the V2I channelbehaviors under different conditions e time-varyingpower delay profile (PDP) path loss (PL) shadow factor DSRicean K-factor and angular spreads (ASs)mdashazimuth an-gular spread of arrival (ASA) azimuth angular spread ofdeparture (ASD) elevation angular spread of arrival (ESA)and elevation angular spread of departure (ESD)mdashare an-alyzed and extracted from the simulation results In addi-tion the propagation mechanism in different environmentsis analyzed that can illustrate the impact of the actual en-vironment on the channel characteristics Furthermore theextracted parameters can be input to the channel generatorlike QuaDRiGa or METIS to generate similar channelswhich can be used to evaluate or verify the performance ofthe system- or link-level design

e rest of this paper is organized as follows In Section 2the realistic vehicular environments are reconstructed andintroduced In Section 3 extensive RT simulations are per-formed in all cases en based on the RT results the ve-hicular channels are comprehensively characterized inSection 4 Finally the conclusions are drawn in Section 5

2 Realistic Vehicular MovingNetwork Environments

In order to obtain realistic behavior of vehicular channels inthe moving network (MN) the influence of vehicles must beconsidered in the propagation model [27 28] In this paperto map the MN architecture defined by 3GPP TR 37885 tothe real propagation environments the 3Dmodels of a set ofcomprehensive vehicular environments are reconstructed

21 Overview of Environments

211 Urban Environments e 3D details of the consideredenvironment are built by OpenStreetMap (OSM) OSM is acollaborative project to create a free editable map of theworld and in addition to street-level map information it canprovide 3D building information In order to make it easierto access the OSM data a plugin for SketchUp (3Dmodelingsoftware) is developed in this work e plugin can importboth street and building information from OSM data It isthe open source software that can be obtained from httpwwwraytracercloudsoftware As shown in Figure 1 thetypical urban area in Seoul is selected is urban envi-ronment is universal and can represent most of the vehicularpropagation environment in the urban area In addition toOSM KakaoMap the Korean map software is also used toreconstruct the real environment more completely whichhas a 360-degree street view and some landmark buildingssuch as cafes and restaurants will be specially markedCombined with OpenStreetMap and KakaoMap the urbanenvironments in Seoul can be reconstructed by the SketchUpsoftware which is shown in Figure 2 Considering the













(a) (b) (c)













Lane 1 2 3 4Speed(kmh) 15 25 15 25

Build

ings

Build

ings



Build

ings

Build

ings


Lane 1 2 3 4 5 6 7 8Speed(kmh) 15 25 50 60 15 25 50 60


(a) (b) (c) (d)


2m5m

16m

(a)

13m26m

13m

(b)

135m26m

35m

(c)











z

x

y

20

15

10

5

0

ndash5

ndash10

ndash15

ndash20

ndash25

ndash30

(a)

0

30

6090

120

150

180

210

240270

300

330

ndash20

ndash10

0

10

20

(b)

0

30

6090

120

150

180

210

240270

300

330

ndash20

ndash10

0

10

20

(c)



Parameters Urban






















Import to RT




500m










d01113888 1113889 + B + Xσ (1)











Propagation


Transmission

Material







800

600

400

200

0

zone 1

zone 3PDP

zone 9

100

τ (ns

)

ndash100

ndash120

ndash80

ndash140

ndash160

ndash180

ndash200200 300 400

Tx-Rx distance (m)

Rece

ived

pow

er (d

Bm)

(a)

800

PDP

600

400

200

0

zone 2 zone 11

τ (ns

)


Rece

ived

pow

er (d

Bm)

300 400

ndash100

ndash120

ndash80

ndash60

ndash140

ndash160

ndash180

ndash200

(b)

(c) (d)

(e)





LOSNLOS

Groundreflection












1113936 Premaining1113888 1113889 (2)


στ

1113936Nn1τ

2n middot Pn

1113936Nn1Pn

minus1113936

Nn1τn middot Pn

1113936Nn1Pn

1113888 1113889

211139741113972

(3)







μDS σDS μKF σKF














A B σSF













σAS

1113936Nn1 θnμ1113872 1113873

2middot Pn

1113936Nn1Pn

11139741113972

(4)




μθ 1113936

Nn1θn middot Pn

1113936Nn1Pn

(6)
















Tx

Rx

(a)

TxRx

(b)


Rx

(a)

Rx

(b)





5 Conclusion


Data Availability




Acknowledgments


Reflection






150

100

50

0100 200 300 400 500

Distance (m)

AS

(deg)

ASAESA

ASDESD



100 200 300 400 50050

100

150

Distance (m)

Path

loss

(dB)

RTFSPL






References
















































RoboticsJournal of




VLSI Design



Shock and Vibration







Journal of



Volume 2018



Volume 2018


Journal of




SensorsJournal of



RotatingMachinery





Propagation






Hindawi


Advances in

Multimedia













(a) (b) (c)













Lane 1 2 3 4Speed(kmh) 15 25 15 25

Build

ings

Build

ings



Build

ings

Build

ings


Lane 1 2 3 4 5 6 7 8Speed(kmh) 15 25 50 60 15 25 50 60


(a) (b) (c) (d)


2m5m

16m

(a)

13m26m

13m

(b)

135m26m

35m

(c)











z

x

y

20

15

10

5

0

ndash5

ndash10

ndash15

ndash20

ndash25

ndash30

(a)

0

30

6090

120

150

180

210

240270

300

330

ndash20

ndash10

0

10

20

(b)

0

30

6090

120

150

180

210

240270

300

330

ndash20

ndash10

0

10

20

(c)



Parameters Urban






















Import to RT




500m










d01113888 1113889 + B + Xσ (1)











Propagation


Transmission

Material







800

600

400

200

0

zone 1

zone 3PDP

zone 9

100

τ (ns

)

ndash100

ndash120

ndash80

ndash140

ndash160

ndash180

ndash200200 300 400

Tx-Rx distance (m)

Rece

ived

pow

er (d

Bm)

(a)

800

PDP

600

400

200

0

zone 2 zone 11

τ (ns

)


Rece

ived

pow

er (d

Bm)

300 400

ndash100

ndash120

ndash80

ndash60

ndash140

ndash160

ndash180

ndash200

(b)

(c) (d)

(e)





LOSNLOS

Groundreflection












1113936 Premaining1113888 1113889 (2)


στ

1113936Nn1τ

2n middot Pn

1113936Nn1Pn

minus1113936

Nn1τn middot Pn

1113936Nn1Pn

1113888 1113889

211139741113972

(3)







μDS σDS μKF σKF














A B σSF













σAS

1113936Nn1 θnμ1113872 1113873

2middot Pn

1113936Nn1Pn

11139741113972

(4)




μθ 1113936

Nn1θn middot Pn

1113936Nn1Pn

(6)
















Tx

Rx

(a)

TxRx

(b)


Rx

(a)

Rx

(b)





5 Conclusion


Data Availability




Acknowledgments


Reflection






150

100

50

0100 200 300 400 500

Distance (m)

AS

(deg)

ASAESA

ASDESD



100 200 300 400 50050

100

150

Distance (m)

Path

loss

(dB)

RTFSPL






References
















































RoboticsJournal of




VLSI Design



Shock and Vibration







Journal of



Volume 2018



Volume 2018


Journal of




SensorsJournal of



RotatingMachinery





Propagation






Hindawi


Advances in

Multimedia











Lane 1 2 3 4Speed(kmh) 15 25 15 25

Build

ings

Build

ings



Build

ings

Build

ings


Lane 1 2 3 4 5 6 7 8Speed(kmh) 15 25 50 60 15 25 50 60


(a) (b) (c) (d)


2m5m

16m

(a)

13m26m

13m

(b)

135m26m

35m

(c)











z

x

y

20

15

10

5

0

ndash5

ndash10

ndash15

ndash20

ndash25

ndash30

(a)

0

30

6090

120

150

180

210

240270

300

330

ndash20

ndash10

0

10

20

(b)

0

30

6090

120

150

180

210

240270

300

330

ndash20

ndash10

0

10

20

(c)



Parameters Urban






















Import to RT




500m










d01113888 1113889 + B + Xσ (1)











Propagation


Transmission

Material







800

600

400

200

0

zone 1

zone 3PDP

zone 9

100

τ (ns

)

ndash100

ndash120

ndash80

ndash140

ndash160

ndash180

ndash200200 300 400

Tx-Rx distance (m)

Rece

ived

pow

er (d

Bm)

(a)

800

PDP

600

400

200

0

zone 2 zone 11

τ (ns

)


Rece

ived

pow

er (d

Bm)

300 400

ndash100

ndash120

ndash80

ndash60

ndash140

ndash160

ndash180

ndash200

(b)

(c) (d)

(e)





LOSNLOS

Groundreflection












1113936 Premaining1113888 1113889 (2)


στ

1113936Nn1τ

2n middot Pn

1113936Nn1Pn

minus1113936

Nn1τn middot Pn

1113936Nn1Pn

1113888 1113889

211139741113972

(3)







μDS σDS μKF σKF














A B σSF













σAS

1113936Nn1 θnμ1113872 1113873

2middot Pn

1113936Nn1Pn

11139741113972

(4)




μθ 1113936

Nn1θn middot Pn

1113936Nn1Pn

(6)
















Tx

Rx

(a)

TxRx

(b)


Rx

(a)

Rx

(b)





5 Conclusion


Data Availability




Acknowledgments


Reflection






150

100

50

0100 200 300 400 500

Distance (m)

AS

(deg)

ASAESA

ASDESD



100 200 300 400 50050

100

150

Distance (m)

Path

loss

(dB)

RTFSPL






References
















































RoboticsJournal of




VLSI Design



Shock and Vibration







Journal of



Volume 2018



Volume 2018


Journal of




SensorsJournal of



RotatingMachinery





Propagation






Hindawi


Advances in

Multimedia










z

x

y

20

15

10

5

0

ndash5

ndash10

ndash15

ndash20

ndash25

ndash30

(a)

0

30

6090

120

150

180

210

240270

300

330

ndash20

ndash10

0

10

20

(b)

0

30

6090

120

150

180

210

240270

300

330

ndash20

ndash10

0

10

20

(c)



Parameters Urban






















Import to RT




500m










d01113888 1113889 + B + Xσ (1)











Propagation


Transmission

Material







800

600

400

200

0

zone 1

zone 3PDP

zone 9

100

τ (ns

)

ndash100

ndash120

ndash80

ndash140

ndash160

ndash180

ndash200200 300 400

Tx-Rx distance (m)

Rece

ived

pow

er (d

Bm)

(a)

800

PDP

600

400

200

0

zone 2 zone 11

τ (ns

)


Rece

ived

pow

er (d

Bm)

300 400

ndash100

ndash120

ndash80

ndash60

ndash140

ndash160

ndash180

ndash200

(b)

(c) (d)

(e)





LOSNLOS

Groundreflection












1113936 Premaining1113888 1113889 (2)


στ

1113936Nn1τ

2n middot Pn

1113936Nn1Pn

minus1113936

Nn1τn middot Pn

1113936Nn1Pn

1113888 1113889

211139741113972

(3)







μDS σDS μKF σKF














A B σSF













σAS

1113936Nn1 θnμ1113872 1113873

2middot Pn

1113936Nn1Pn

11139741113972

(4)




μθ 1113936

Nn1θn middot Pn

1113936Nn1Pn

(6)
















Tx

Rx

(a)

TxRx

(b)


Rx

(a)

Rx

(b)





5 Conclusion


Data Availability




Acknowledgments


Reflection






150

100

50

0100 200 300 400 500

Distance (m)

AS

(deg)

ASAESA

ASDESD



100 200 300 400 50050

100

150

Distance (m)

Path

loss

(dB)

RTFSPL






References
















































RoboticsJournal of




VLSI Design



Shock and Vibration







Journal of



Volume 2018



Volume 2018


Journal of




SensorsJournal of



RotatingMachinery





Propagation






Hindawi


Advances in

Multimedia




















Import to RT




500m










d01113888 1113889 + B + Xσ (1)











Propagation


Transmission

Material







800

600

400

200

0

zone 1

zone 3PDP

zone 9

100

τ (ns

)

ndash100

ndash120

ndash80

ndash140

ndash160

ndash180

ndash200200 300 400

Tx-Rx distance (m)

Rece

ived

pow

er (d

Bm)

(a)

800

PDP

600

400

200

0

zone 2 zone 11

τ (ns

)


Rece

ived

pow

er (d

Bm)

300 400

ndash100

ndash120

ndash80

ndash60

ndash140

ndash160

ndash180

ndash200

(b)

(c) (d)

(e)





LOSNLOS

Groundreflection












1113936 Premaining1113888 1113889 (2)


στ

1113936Nn1τ

2n middot Pn

1113936Nn1Pn

minus1113936

Nn1τn middot Pn

1113936Nn1Pn

1113888 1113889

211139741113972

(3)







μDS σDS μKF σKF














A B σSF













σAS

1113936Nn1 θnμ1113872 1113873

2middot Pn

1113936Nn1Pn

11139741113972

(4)




μθ 1113936

Nn1θn middot Pn

1113936Nn1Pn

(6)
















Tx

Rx

(a)

TxRx

(b)


Rx

(a)

Rx

(b)





5 Conclusion


Data Availability




Acknowledgments


Reflection






150

100

50

0100 200 300 400 500

Distance (m)

AS

(deg)

ASAESA

ASDESD



100 200 300 400 50050

100

150

Distance (m)

Path

loss

(dB)

RTFSPL






References
















































RoboticsJournal of




VLSI Design



Shock and Vibration







Journal of



Volume 2018



Volume 2018


Journal of




SensorsJournal of



RotatingMachinery





Propagation






Hindawi


Advances in

Multimedia






d01113888 1113889 + B + Xσ (1)











Propagation


Transmission

Material







800

600

400

200

0

zone 1

zone 3PDP

zone 9

100

τ (ns

)

ndash100

ndash120

ndash80

ndash140

ndash160

ndash180

ndash200200 300 400

Tx-Rx distance (m)

Rece

ived

pow

er (d

Bm)

(a)

800

PDP

600

400

200

0

zone 2 zone 11

τ (ns

)


Rece

ived

pow

er (d

Bm)

300 400

ndash100

ndash120

ndash80

ndash60

ndash140

ndash160

ndash180

ndash200

(b)

(c) (d)

(e)





LOSNLOS

Groundreflection












1113936 Premaining1113888 1113889 (2)


στ

1113936Nn1τ

2n middot Pn

1113936Nn1Pn

minus1113936

Nn1τn middot Pn

1113936Nn1Pn

1113888 1113889

211139741113972

(3)







μDS σDS μKF σKF














A B σSF













σAS

1113936Nn1 θnμ1113872 1113873

2middot Pn

1113936Nn1Pn

11139741113972

(4)




μθ 1113936

Nn1θn middot Pn

1113936Nn1Pn

(6)
















Tx

Rx

(a)

TxRx

(b)


Rx

(a)

Rx

(b)





5 Conclusion


Data Availability




Acknowledgments


Reflection






150

100

50

0100 200 300 400 500

Distance (m)

AS

(deg)

ASAESA

ASDESD



100 200 300 400 50050

100

150

Distance (m)

Path

loss

(dB)

RTFSPL






References
















































RoboticsJournal of




VLSI Design



Shock and Vibration







Journal of



Volume 2018



Volume 2018


Journal of




SensorsJournal of



RotatingMachinery





Propagation






Hindawi


Advances in

Multimedia





800

600

400

200

0

zone 1

zone 3PDP

zone 9

100

τ (ns

)

ndash100

ndash120

ndash80

ndash140

ndash160

ndash180

ndash200200 300 400

Tx-Rx distance (m)

Rece

ived

pow

er (d

Bm)

(a)

800

PDP

600

400

200

0

zone 2 zone 11

τ (ns

)


Rece

ived

pow

er (d

Bm)

300 400

ndash100

ndash120

ndash80

ndash60

ndash140

ndash160

ndash180

ndash200

(b)

(c) (d)

(e)





LOSNLOS

Groundreflection












1113936 Premaining1113888 1113889 (2)


στ

1113936Nn1τ

2n middot Pn

1113936Nn1Pn

minus1113936

Nn1τn middot Pn

1113936Nn1Pn

1113888 1113889

211139741113972

(3)







μDS σDS μKF σKF














A B σSF













σAS

1113936Nn1 θnμ1113872 1113873

2middot Pn

1113936Nn1Pn

11139741113972

(4)




μθ 1113936

Nn1θn middot Pn

1113936Nn1Pn

(6)
















Tx

Rx

(a)

TxRx

(b)


Rx

(a)

Rx

(b)





5 Conclusion


Data Availability




Acknowledgments


Reflection






150

100

50

0100 200 300 400 500

Distance (m)

AS

(deg)

ASAESA

ASDESD



100 200 300 400 50050

100

150

Distance (m)

Path

loss

(dB)

RTFSPL






References
















































RoboticsJournal of




VLSI Design



Shock and Vibration







Journal of



Volume 2018



Volume 2018


Journal of




SensorsJournal of



RotatingMachinery





Propagation






Hindawi


Advances in

Multimedia





1113936 Premaining1113888 1113889 (2)


στ

1113936Nn1τ

2n middot Pn

1113936Nn1Pn

minus1113936

Nn1τn middot Pn

1113936Nn1Pn

1113888 1113889

211139741113972

(3)







μDS σDS μKF σKF














A B σSF













σAS

1113936Nn1 θnμ1113872 1113873

2middot Pn

1113936Nn1Pn

11139741113972

(4)




μθ 1113936

Nn1θn middot Pn

1113936Nn1Pn

(6)
















Tx

Rx

(a)

TxRx

(b)


Rx

(a)

Rx

(b)





5 Conclusion


Data Availability




Acknowledgments


Reflection






150

100

50

0100 200 300 400 500

Distance (m)

AS

(deg)

ASAESA

ASDESD



100 200 300 400 50050

100

150

Distance (m)

Path

loss

(dB)

RTFSPL






References
















































RoboticsJournal of




VLSI Design



Shock and Vibration







Journal of



Volume 2018



Volume 2018


Journal of




SensorsJournal of



RotatingMachinery





Propagation






Hindawi


Advances in

Multimedia


σAS

1113936Nn1 θnμ1113872 1113873

2middot Pn

1113936Nn1Pn

11139741113972

(4)




μθ 1113936

Nn1θn middot Pn

1113936Nn1Pn

(6)
















Tx

Rx

(a)

TxRx

(b)


Rx

(a)

Rx

(b)





5 Conclusion


Data Availability




Acknowledgments


Reflection






150

100

50

0100 200 300 400 500

Distance (m)

AS

(deg)

ASAESA

ASDESD



100 200 300 400 50050

100

150

Distance (m)

Path

loss

(dB)

RTFSPL






References
















































RoboticsJournal of




VLSI Design



Shock and Vibration







Journal of



Volume 2018



Volume 2018


Journal of




SensorsJournal of



RotatingMachinery





Propagation






Hindawi


Advances in

Multimedia




5 Conclusion


Data Availability




Acknowledgments


Reflection






150

100

50

0100 200 300 400 500

Distance (m)

AS

(deg)

ASAESA

ASDESD



100 200 300 400 50050

100

150

Distance (m)

Path

loss

(dB)

RTFSPL






References
















































RoboticsJournal of




VLSI Design



Shock and Vibration







Journal of



Volume 2018



Volume 2018


Journal of




SensorsJournal of



RotatingMachinery





Propagation






Hindawi


Advances in

Multimedia



References
















































RoboticsJournal of




VLSI Design



Shock and Vibration







Journal of



Volume 2018



Volume 2018


Journal of




SensorsJournal of



RotatingMachinery





Propagation






Hindawi


Advances in

Multimedia




















RoboticsJournal of




VLSI Design



Shock and Vibration







Journal of



Volume 2018



Volume 2018


Journal of




SensorsJournal of



RotatingMachinery





Propagation






Hindawi


Advances in

Multimedia


VehicularChannelinUrbanEnvironmentsat23GHzforFlexible...

Documents

Transcript of VehicularChannelinUrbanEnvironmentsat23GHzforFlexible...