1.Introduction - ITU: Committed to connecting the world
INTERNATIONAL TELECOMMUNICATION UNIONTELECOMMUNICATIONSTANDARDIZATION SECTORSTUDY PERIOD 2017-2020DOC 16R1 Collaboration on Intelligent Transport Systems Communication StandardsOriginal: English Geneva, Switzerland, 6 March 2020DOCUMENTSource:ITU-T Study Group 2Title:Why ITU-assigned numbering ranges are critical to road safetyPurpose:InformationContact:Phil RushtonUnited KingdomTel:Fax:Email:philrushton@rcc-uk.ukPlease don’t change the structure of this table, just insert the necessary information.Why ITU-assigned numbering ranges are critical to road safetyBy Philippe Fouquart, Orange, Rapporteur for ITU work on “Application of numbering, naming, addressing and identification plans for fixed and mobile telecommunications services”The international numbering ranges assigned by ITU for machine-to-machine (M2M) communications are generally used for data connectivity – these numbers do not need to be reachable from national public telecoms networks, making them ‘invisible’ to users. But there are exceptions to this general rule, and one very important exception is a call to an in car emergency service such as eCall, the pan-European system for automatic vehicle emergency calls. eCall is an M2M service operating under codes +882 and +883, numbering ranges assigned directly by ITU. For emergency services to be able to call back the phone numbers used for a vehicle emergency call, users of national telecoms networks must be able to reach +882 and +883 numbers – the success of the eCall system depends on it. If national telecoms operators do not provision the +882 and +883 ranges in their networks, emergency services will not be able to call back to the vehicle in an emergency.ITU is the world’s foremost authority on international numbering. This work is led by ITU-T Study Group 2 (Operational aspects). Over more than 15 years, ITU has assigned numbers under the ranges +882 and +883 to some 15 global M2M providers. The rules for assignment, developed by Study Group 2, can be found in ITU standards, including Recommendation ITU-T E.164.1. There is an urgent need to bring greater clarity to the role played by +882 and +883 numbering ranges in systems such as eCall. How eCall depends on +882 and +883 rangesWhen a vehicle calls eCall 112, this call isrouted to emergency services regardless of the vehicle’s mobile number, but a +882/+883 number is used as a calling party number (“calling line identity”) for emergency services to call back if the initial call drops. For these emergency services to call back when the call drops, national telecoms networks must be able to route the +882 and +883 numbers that are being used as calling party numbers – generally in 15-digit formats – when an M2M device makes an emergency call automatically. Figure 1 – eCall outgoing call to the PSAPFigure 2 –PSAP callback to the +882 and +883 number Let’s position eCall and in-car emergency systems for successFor emergency services to be able to successfully call back the numbers used by eCall and other similar systems, two conditions must be met:The CLI (Calling Line Identification) for these calls must be passed between network operators in the correct, dialable format;+882 and +883 ranges must be routed end-to-end through multiple networks. It is critical that such +882 and +883 number ranges are provisioned by national telecoms operators to ensure that calls to these numbers are accepted and routed to international carriers. Several national telecoms operators are already provisioning +882 and +883 number ranges, but for the success of in-car emergency calls, such as the pan-European eCall system, the cars and therefore the numbers need to be reachable from everywhere in the world. To ensure this, such +882 and +883 number ranges must be provisioned and opened in national telecoms operators. ITU calls on the international telecommunications community to work together to ensure that eCall and other similar systems have the right technical foundations to succeed. ReferencesThe Operational Bulletin provides examples of such ranges. ITU-T Operational Bulletin No. 1155 – 4 page 4 The ECC recommendation (17)04 “Numbering for eCall” () also provides more information on numbering options for eCall.________________AppendixIntroduction to a new TTC Technical ReportTITLE: Current standardization movement and issues before practical use for Over The Air updating in vehicleABSTRACT: (Preliminary of Japanese to English translation)1.IntroductionAs a connected car in the sense of connecting to a general-purpose network, one of the functions commonly required in various expected use cases is remote software update of in-vehicle systems. Although this function has different names such as reprogramming and flushing, and different processing targets, various organizations and organizations are proposing/discussing standardization. Among them are security modules including chips, use cases, security requirements, communication standards, APIs, and consideration/publication/proposal based on their operation, which are described in detail in Chapters 3 to 5 of this Technical Report. Volunteers were invited to assist in the proposal to quickly grasp, understand, and incorporate them into Japanese policies, and a Working Group on Remote Vehicle Renewal was established within the Connected Car Expert Committee. Specifically, various activities related to OTA (Over The Air) technology among remote software updates were obtained from public information, examined and analyzed from the viewpoint of in-vehicle system remote update technology, and a report was prepared.The 1st edition of this report is based on public information as of the end of September 2017, unless otherwise specified. After that, in light of the recent intense movements such as the publication of recommendations of UNECE WP. 29 in September 2019, volunteers were recruited again, and with the support of all concerned parties, a working group on revision was formed, and the contents were updated as the 2nd edition based on the information released at the end of September 2019.2. Trends in standardization of remote software updating technologies in Japan and overseasDozens of ECUs are installed in automobiles to realize various functions such as driving control (Engines, brakes, steering, etc.), ADAS control (ACC, LKA, etc.), multimedia (Car navigation, audio, HUD, etc.), and body control (Power window, lighting control, etc.). Software is running on each ECU and these functions are realized by performing cooperative control via the on-board network. The software of each ECU mounted on an automobile is recorded in the memory of each ECU before shipment of the vehicle, and may be updated after shipment of the vehicle in order to improve functions or to cope with malicious attacks. The software update after the vehicle shipment is called reprogramming. Reprogramming typically involves dealers and auto repair shops (Hereinafter referred to as dealers, etc.) In such a case, the automobile mechanic connects the diagnostic tool by wire. However, in recent years, as Tesla and others have put it into practical use, a technology has been put into practical use to remotely update (without the assistance of a specialist) software by wirelessly connecting a vehicle to a vehicle manufacturer's server, and this technology is called remote software update (OTA Reprogramming).Although OTA reprogramming is limited to updating the ECU software (OS, Apps), it is sometimes referred to as OTA reprogramming in a broad sense, including software configuration data and map data of car navigation systems. The reprogramming object is not limited in this report.19843752493645Car area network etc.00Car area network etc.G/WTCUNAVIECU1ECU2HUDOBDⅡOTA (Over The Air) serverCellular network (3G/LTE etc.)In-vehicle network (CAN etc.)Diagnostic toolG/WTCUNAVIECU1ECU2HUDOBDⅡOTA (Over The Air) serverCellular network (3G/LTE etc.)In-vehicle network (CAN etc.)Diagnostic toolFigure: Reprogramming Example(Red for traditional wired reprogramming, Yellow for OTA reprogramming)In this report, we focused on the use cases of remote software update for automotive systems and investigated the activities of government organizations, academic organizations, industry organizations, NPOs, etc. in Japan and overseas. From the public information of the organization in which each member participating in this working group has knowledge, we picked up content related to the keyword "OTA Reprogramming" and compiled it into a common template. The results of the work were presented in Chapter 3 ~ 5. As a result, we were able to clarify the activities of each organization toward the realization of remote software update.The public information referred to in this report (revised edition) is as of the end of September 2019, unless otherwise noted.As there are various contents in the activities and the formulation documents of the related organizations, the survey results are classified into three levels: vehicle level in Chapter 3, system level (Communications) in Chapter 4, and system level (Part) in Chapter 5. The chapter for each organization provides an overview of its organization and its publications (release situation). Regarding each issue, positioning as an outline and the object were clarified first, and description contents and future prospect on the remote software update were summarized. It is classified into provisions, recommendations, guidance, specifications, technical reports, proposals, etc., and whether they are legally binding or not is described. As the objects, the following were described: Communication technology (In-vehicle LAN, in-vehicle wireless communication, etc.), update procedure, security requirement, hardware, use case (Automatic driving, etc.), life cycle (Operations, diagnostics, etc.), update object (Applications, map data, and so on).________________ ................
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