ISO/TR 17716:2025

Technical
Report
ISO/TR 17716
First edition
Road vehicles — Electrical
2025-06
disturbances from narrowband
radiated electromagnetic energy —
Radiated immunity for V2X
Véhicules routiers — Perturbations électriques dues à l'énergie
électromagnétique rayonnée en bande étroite — Immunité
rayonnée pour V2X
Reference number
© ISO 2025
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ii
Contents Page
Foreword .iv
Introduction .v
1 Scope . 1
2 Normative references . 1
3 Terms, definitions and abbreviated terms . 1
3.1 General .1
3.2 Abbreviated terms .1
4 Overview of V2X . 3
4.1 V2X description.3
4.2 Legislation and standards .4
4.2.1 ISO/TR 4804 – Automated driving systems safety .4
4.2.2 ISO 22737 – Low-speed automated driving (LSAD) systems .4
4.2.3 ISO 17515-3 – Intelligent transport systems – LTE-V2X .6
4.2.4 List of other ISO standards .7
4.2.5 ITU-R related standard .7
4.3 Technical characteristics of V2X .7
5 Introduction of radiated immunity testing for components with V2X . 7
5.1 General .7
5.2 Introduction of link communication connection .8
5.3 Communication indicators for monitoring .8
5.4 Testing results with communication monitoring .8
5.4.1 General .8
5.4.2 Fault cases of V2X component (DUT) in Tx mode .9
5.4.3 Fault cases of V2X component (DUT) in Rx mode .11
5.5 Summary . 12
6 Introduction of radiated immunity testing for vehicles with V2X .12
6.1 General . 12
6.2 Link communication connection introduction . 13
6.3 Introduction of V2X scenario simulation . 13
6.4 Testing results with functions monitoring .16
6.4.1 General .16
6.4.2 Fault cases of V2X functions in Rx mode .16
6.4.3 Fault cases of vehicle in Tx mode .19
6.4.4 Fault cases of GNSS .19
6.4.5 Fault cases of cellular .19
6.5 Summary . 20
7 Test hints .20
7.1 Link parameters description . 20
7.1.1 DSRC . 20
7.1.2 PC5 in C-V2X .21
7.1.3 GNSS .21
7.2 Link antenna location description .21
7.2.1 General .21
7.2.2 Link antenna location for vehicle . 22
7.3 Exclusion band consideration .24
7.4 Monitoring examples description .24
7.5 Filtering examples . 26
Annex A (informative) Typical characteristics of V2X (DSRC, C-V2X, cellular) .27
Annex B (informative) Specification and NCAP related to V2X scenarios .40
Bibliography .46

iii
Foreword
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Electrical and electronic components and general system aspects.
Any feedback or questions on this document should be directed to the user’s national standards body. A
complete listing of these bodies can be found at www.iso.org/members.html.

iv
Introduction
V2X (Vehicle-to-Everything), including DSRC (Dedicated Short-Range Communication) and C-V2X (Cellular
Vehicle-to-Everything), is one of the technologies applied in vehicles supporting automated driving.
Dealing with immunity of components and vehicles equipped with V2X communication, can help to avoid
unreasonable degradation of automated driving from electromagnetic interference. When considering
simulating V2X operation during an immunity test, this can prove to be difficult.
The purpose of this document is to describe the background of V2X operating conditions and information on
the V2X simulation in the laboratory during the immunity test.
Due to the complexity of the vehicles and the conditions in an EMC chamber, some tests may only be possible
with significant modifications of vehicle or vehicle systems under test or EMC chamber.
This type of testing is very complex on complete vehicle level and is therefore not readily applied as a formal
technical requirement with a straightforward pass/fail verdict. For that reason, this document is created as
a guidance technical report when performing quality assurance work.

v
Technical Report ISO/TR 17716:2025(en)
Road vehicles — Electrical disturbances from narrowband
radiated electromagnetic energy — Radiated immunity for V2X
1 Scope
This document describes the introduction of radiated immunity testing for the components and vehicles
equipped with V2X communications. The link communication connection and V2X scenario simulation are
considered to make the V2X functions and their communications operate normally during the immunity
testing. Examples of monitoring are also discussed to show the electromagnetic interference reactions of
the device with V2X under test. In addition, test hints are described to provide information on radiated
immunity for V2X. Technical specifications are not within the scope of this document.
2 Normative references
There are no normative references in this document.
3 Terms, definitions and abbreviated terms
3.1 General
No terms and definitions are listed in this document.
ISO and IEC maintain terminology databases for use in standardization at the following addresses:
— ISO Online browsing platform: available at https:// www .iso .org/ obp
— IEC Electropedia: available at https:// www .electropedia .org/
3.2 Abbreviated terms
For the purposes of the present document, the following abbreviations apply:
ALSE Absorber Lined Shielded Enclosure
BSM Basic Safety Message
BSS Basic Service Set
CAL Communication Adaptation Layer
C-V2X Cellular Vehicle-to-Everything
C2C Car-to-Car
C2I Car-to-Infrastructure
C2P Car-to-Pedestrian
C2N Car-to-Network
DCC Distributed Congestion Control

DDT Dynamic Driving Task
DUT Device Under Test
DSRC Dedicated Short-Range Communication
EEBL Emergency Electronic Brake Lights
FCW Forward Collision Warning
FEC Forward Error Correction
GNSS Global Navigation Satellite System
HV Host Vehicle
HDOP Horizontal Dilution Of Precision
IMA Intersection Movement Assist
ITS Intelligent Transport System
LCW Lane Change Warning
LTA Left Turn Assistance
LTE Long Term Evolution
MRC Minimal Risk Condition
MRM Minimal Risk Manoeuvre
NCAP New Car Assessment Program
OBU On-Board Unit
ODD Operational Design Domain
PC5 ProSe Communication reference point 5
PDOP Position Dilution Of Precision
PER Packet Error Ratio
RAN Radio Access Network
RSSI Received Signal Strength Indicator
RSU Road-Side Unit
RV Remote Vehicle
RTI Request To Intervene
RWW Road Works Warning
WAVE Wireless Access in Vehicular Environments
V2X Vehicle-to-Everything
V2V Vehicle-to-Vehicle
V2I Vehicle-to-Infrastructure
V2P Vehicle-to-Pedestrian
V2N Vehicle-to-Network
4 Overview of V2X
4.1 V2X description
V2X can be considered as a wireless environment sensing sensor, which allows vehicles to share information
through communication channels. It can detect hidden threats and expand the sensing range of automated
vehicle. There are many advanced applications where V2X communication is used such as vehicle platooning,
remote driving and cooperative automated valet parking system. V2X has the potential to inform the ego-
vehicle about the status of a traffic light or other vehicles, weather conditions, crashes on the road and
construction on the road, especially during severe weather conditions and in complex traffic scenarios. V2X
contains V2V, V2I, V2P and V2N as shown in the following.
— vehicle to vehicle (V2V) communications (same as car-to-car (C2C));
— vehicle to infrastructure (V2I) communications (same as car-to-infrastructure (C2I));
— vehicle to pedestrian (V2P) communications (same as car-to-pedestrian (C2P));
— vehicle to network (V2N) communications (same as car-to-network (C2N)).
V2X contains positioning technology and wireless communication technology. Two major wireless
communication technologies can support V2X applications, namely DSRC and C-V2X. DSRC was published by
the 802.11p group of IEEE in 2010. C-V2X was first introduced at World Telecommunication Day Conference
in 2013 and published in 3GPP in 2017.
C-V2X communications contain three communication interfaces, for example:
— PC5 communications interface;
— cellular communications interface (LTE, NR).
Examples of general structure description of V2X on-board unit are shown in Figure 1.
Figure 1 — General structure description of V2X on-board unit

List of reference documents:
— IEEE 802.11p (2010): IEEE Standard for Information technology –Local and metropolitan area networks
–- Specific requirements –- Part 11: Wireless LAN Medium Access Control (MAC) and Physical Layer
(PHY) Specifications Amendment 6: Wireless Access in Vehicular Environments
— 3GPP TR 37.985 V16.0.0 (2020): Overall description of Radio Access Network (RAN) aspects for Vehicle-
to-everything (V2X) based on LTE and NR
4.2 Legislation and standards
4.2.1 ISO/TR 4804 – Automated driving systems safety
The safety design of automated driving systems is described in ISO/TR 4804. This document describes steps
for developing and validating automated driving systems based on basic safety principles derived from
worldwide applicable publications. It considers safety-by-design and cybersecurity-by-design, as well as
verification and validation methods for automated driving systems, focused on vehicles with level 3 and
level 4 features according to SAE J3016.
ISO/TR 4804 automated driving systems description is shown in Figure 2.
Figure 2 — ISO/TR 4804 automated driving systems description
All entities that an automated driving system requires to account for its functional behaviour are perceived,
pre-processed and provided safely. The highest priority is placed on entities with the highest associated
risk of collision. Example entities include dynamic instances (e.g. other road users and characteristics of
the respective movement), static instances (e.g. road boundaries, traffic guidance signals) and obstacles
exceeding a critical size. Localization and V2X information are two of the main elements used to generate
the present world model.
4.2.2 ISO 22737 – Low-speed automated driving (LSAD) systems
The safe operation of low-speed automated driving (LSAD) systems is described in ISO 22737, where V2N
technique is applied. The LSAD system periodically provides its status (e.g. system health, trip status) to the
user and the dispatcher/control server. The selected predefined route and emergency stop can be provided
by the dispatcher/control centre with communication.
ISO 22737 LSAD system description is shown in Figure 3.

Figure 3 — ISO 22737 LSAD system description
Examples of LSAD communication messages are shown in Table 2.

Table 2 — LSAD Communication Message Examples
Transmit (T) / Receive (R)
Data Description Minimum frequency
Vehicle driven by the
Dispatcher
LSAD system
Vehicle unique identifi-
Vehicle ID T R 1 Hz
er (at any point in time)
LSAD off/standby/ac-
LSAD system state tive (DDT, MRC, e-stop, T R 1 Hz
MRM)
Trip/trip segment At start of trip/trip
Dispatcher authenti- approval by dispatcher segment or when the
R T
cation to confirm status of the LSAD system has
LSAD system applied e-stop
Selection of top speed
ODD parameter based
on the dispatcher’s or
At start of trip/trip
system’s evaluation of
LSAD system maxi- segment or when the
the LSAD system’s ODD R T
mum operating speed LSAD system has
and other external
applied e-stop
factors (e.g. weather,
scheduled construc-
tion, …)
LSAD system speed T R 1 Hz
Vehicle driven by the
T R 1 Hz
LSAD system heading
LSAD system position T R 1 Hz
4.2.3 ISO 17515-3 – Intelligent transport systems – LTE-V2X
ISO 17515-3 LTE-V2X layer is shown in Figure 4.
Figure 4 — ISO 17515-3 LTE-V2X Layer

ISO 17515-3 enables usage of the LTE-V2X technology as an ITS access technology in an ITS station by
reference to respective specifications from 3GPP, and by specifying details of the Communication Adaptation
Layer (CAL) and the Management Adaptation Entity (MAE) of communication interfaces specified in
ISO 21218.
4.2.4 List of other ISO standards
ISO 26684:2015 Intelligent Transport Systems (ITS) — Cooperative intersection signal Information and
violation Warning Systems (CIWS) — Performance requirements and test procedures
ISO/TS 17425:2016 Intelligent transport systems — Cooperative systems — Data exchange specification for
in-vehicle presentation of external road and traffic related data
ISO/TS 17429:2017 Intelligent transport systems — Cooperative ITS — ITS station facilities for the transfer
of information between ITS stations
ISO/TS 19091:2019 Intelligent transport systems — Cooperative ITS — Using V2I and I2V communications
for applications related to signalized intersections
ISO 20035:2019 Intelligent transport systems — Cooperative adaptive cruise control systems (CACC) —
Performance requirements and test procedures
ISO 23376:2021 Intelligent transport systems — Vehicle-to-Vehicle Intersection Collision Warning systems
(VVICW) — Performance requirements and test procedures
4.2.5 ITU-R related standard
ITU-R released a recommendation M.2084 on the V2X topic in 2019, in which several radio interface
standards of V2V and V2I communications for ITS applications are identified. M.2084 is the radio interface
standards for V2V and V2I two-way communications for ITS applications.
4.3 Technical characteristics of V2X
This information is provided in Annex A.
5 Introduction of radiated immunity testing for components with V2X
5.1 General
V2X immunity can be tested to avoid the unreasonable degradation of automated driving due to
electromagnetic interference. However, conventional standards lack the communication link to verify the
immunity of components with V2X.
V2X immunity can be evaluated using the ISO 11452-2, ISO 11452-5, ISO 11452-8 and ISO 11452-9, other
documents from ISO 11452 series remain under consideration.
The following can be considered with respect to the feasibility of radiated immunity testing and in-band
noise generation due to:
— RF harmonics of the generator and amplifier of the radiated immunity field generation;
— The fact that the ETSI standards normally specify an unmodulated test level of 3 V/m outside the
exclusion band, whereas a vehicle safety level test would be at a 30 V/m peak test level, thus causing
a higher amount of in-band injected noise. For that reason, an ETSI specified exclusion band does not
readily apply to a vehicle related radio system;
— In contrast to other digital electronic systems, the radio front end has a very differentiated response
to in-band noise with respect to modulation of the carrier of the impinging field. For a test that would
reflect the actual RF threat for a vehicle, the combination of both amplitude and modulation of the field
can be carefully reassessed.
5.2 Introduction of link communication connection
Link antennas or transmit/receive (Tx/Rx) links with Global Navigation Satellite System (GNSS), cellular
(Uu link), and proximity communication at 5,9 GHz/Dedicated Short-Range Communication (PC5/DSRC)
are considered to activate the V2X communication operation. In this link communication connection, link
signals (intentional communication signal) at the input of receivers can be set according to the ETSI EN
301 489 series.
For the DUT with distributed antenna, the conducted link with an optical fibre or coaxial cable can be used
between the simulators and the DUT, where the conducted interface is applied only to one port of the DUT.
The wiring harness between the antenna and DUT can be considered as the test harness parallel to the front
edge of the ground plane.
For the DUT with an integrated antenna, the over-the-air interface with link antennas for GNSS, BSM (PC5
link), or cellular (Uu link, if necessary, in C-V2X) signal can be used.
For the DUT with distributed Multiple Input and Multiple Output (MIMO) antennas to increase the Radio
Frequency (RF) performance, the over-the-air interface can also be used.
In the over-the-air layout, link antennas can be positioned at a sufficient distance to avoid mutual coupling.
This over-the-air interface can be similar to vehicle levels in a telecommunication environment.
5.3 Communication indicators for monitoring
Examples of monitoring indicators for the malfunction description are as follows.
Core data frame of BSM (part 1), as defined by technical standards (see Table A.18).
— Msg count, GNSS (latitude, longitude), speed, header, etc.
Parameters in the physical (PHY) layer of BSM, as defined by technical standards (see A.2 and A.3).
— Tx power, data rate (modulation), Rx power (RSSI), Rx Sensitivity (PER, throughput), operating channel, etc.
5.4 Testing results with communication monitoring
5.4.1 General
V2X technology is a two-way communication method that enables the transmission of information between
an HV and any surrounding entity that might affect the said vehicle. However, the characteristics of V2X
communication differ from those of mobile communication technologies such as LTE. Each Tx/Rx signal
with a BSM for V2X is a form of one-way communication similar to broadcasting. Therefore, this document
shows test cases in Tx and Rx modes for V2X and C-V2X for two types of DUT as HV.
According to each technical standard, in general driving conditions where Distributed Congestion Control
(DCC) is not applied, the BSM data rate is 6 Mbps (1/2 QPSK), while the interval is 100 ms. Meanwhile, the
maximum Tx power at the DUT’s output is 23 dBm. In several countries, the BSM operating channel is set at
172 or 174 for V2X and 182 for C-V2X.
The V2X call simulator outside the chamber can be used as a remote vehicle (RV), as it can generate and
analyse BSM signals.
To avoid problems with noise or harmonics, it is possible to use band-pass or band-reject filter(s) either
between the Rx and Tx lines of the V2X and GNSS simulators or at the output of the RF power amplifier, or both.
For monitoring malfunctions in V2X communication, the PC or special analyser connected to the DUT can be
used, but the error from the connecting line with the PC is not a fault case.
Examples of V2X component communication monitoring are shown in Figure 5.

Figure 5 — Examples of Tx/Rx communication monitored by simulators outside the chamber
5.4.2 Fault cases of V2X component (DUT) in Tx mode
The DUT inside the chamber receives the GNSS signal and then transmits the BSM with arbitrary core data.
The call simulator outside the chamber then analyses the received BSM.
The fault cases of the DUT operating in Tx mode can be detected by monitoring the core data and PHY layer
parameters of the BSM, whose contents are shown in 5.3.
Figure 6 shows that BSM core message parameters and PHY layer parameters monitored by the V2X call
simulator outside the chamber and Figure 7 shows that msg count, throughput, and Rx power monitored by
the C-V2X call simulator outside the chamber.
— BSM transmitted every 100 ms can be checked in terms of msg count in fault cases, but it cannot be
counted in the call simulator outside the chamber.
— GNSS data can be generated by the GNSS simulator outside the chamber; in fault cases, however, it can be
corrupted or missing in the call simulator outside the chamber.
— The rest of the core data, except for the msg count information and GNSS data, can be generated arbitrarily
by the DUT manufacturer. In a fault case, it can be corrupted or missing in the call simulator outside the
chamber.
— The PHY layer parameters in the BSM can be monitored by the call simulator. In fault cases, the Rx power
(RSSI) can be rapidly reduced, the Rx sensitivity (PER, throughput) can be degraded, and the data rate
(modulation) can be changed unexpectedly in the call simulator outside the chamber.

Key
1 BSM core data
2 PHY layer parameter
Figure 6 — Example of Fault cases of BSM core data and PHY layer parameters monitored by the V2X
call simulator outside the chamber
Key
1 message count
2 throughput
3 Rx power
Figure 7 — Example of Fault cases of msg count, throughput and Rx power monitored by the C-V2X
call simulator outside the chamber

5.4.3 Fault cases of V2X component (DUT) in Rx mode
The call simulators outside the chamber transmit the BSM containing the GNSS signal and core data based
on an arbitrary V2V scenario, as shown in Figure 8. On the left is an arbitrary V2V scenario of V2X, and on
the right is an arbitrary V2V scenario of C-V2X.
The DUT inside the chamber analyses the incoming BSM containing the GNSS signal and core data based on
an arbitrary V2V scenario.
Figure 8 — Example of arbitrary scenarios generated by the V2X and C-V2X call simulator outside
the chamber
An example of fault cases in the Rx mode of the V2X component (DUT) in the chamber are shown in Figure 9.
The fault cases of the DUT operating in Rx mode can be detected by monitoring the core data and PHY layer
parameters of the BSM, whose contents are shown in 5.3 with the PC or special analyser connected to the DUT.
— BSM received every 100 ms can be checked through the msg count. In fault cases, it cannot be counted in
the DUT.
— GNSS data can be generated by the GNSS simulator outside the chamber according to an arbitrary V2X
scenario. In fault cases, however, it can be corrupted or missing in the DUT.
— The rest of the core data, except for the msg count information and GNSS information, can be generated
arbitrarily by the call simulator. In fault cases, it can be corrupted or missing in the DUT.
The PHY layer parameters in BSM can be monitored in the DUT. In the fault case, the Rx power (RSSI) can be
rapidly reduced, the Rx sensitivity (PER) and throughput can be degraded, and the data rate (modulation)
can be changed unexpectedly in the DUT.

Key
1 message count
2 BSM core data
Figure 9 — Example of Fault cases of core data monitored by the V2X component (DUT) inside
the chamber
5.5 Summary
When V2X communication is in operation, it means that the Tx and Rx of cellular (Uu link, if necessary, in
C-V2X), BSM (PC5 link), or GNSS are activated. For this activation, a conducted interface using an optical
link or coaxial cable or an over-the-air interface using an antenna can be used between the DUT and call
simulators.
This document shows two test cases of a V2X component: the DUT in Tx mode and Rx mode. It was shown
that the fault cases of the DUT in each mode can be detected by monitoring the core data and PHY layer
parameters of the BSM.
Test goal is to demonstrate the immunity of the V2X functions to electromagnetic interference.
6 Introduction of radiated immunity testing for vehicles with V2X
6.1 General
V2X immunity can be tested to avoid the unreasonable degradation of automated driving due to
electromagnetic interference.
NOTE This document proposes only examples for ALSE test method (ISO 11451-2), other test methods such as
reverberation mode (ISO 11451-5) will be considered in a future edition.

6.2 Link communication connection introduction
To activate the vehicle into a communication operation state, the HV can show RVs information through an
application with a V2X function and also transmit its own information.
For example, monitoring malfunctions in V2X communication can be used with an application using human
interface in the vehicle and a diagnostic interface to control the PC or equipment.
Link antennas or Tx/Rx links with GNSS, cellular (Uu link), and PC5/DSRC are considered to activate the V2X
communication operation with an over-the-air layout. In this link communication connection, link signals at
the input of receivers can be set according to the ETSI EN 301 489 series.
6.3 Introduction of V2X scenario simulation
There are various scenarios in Annex B. The V2X scenario depends on the functionality of the HV. If the HV
equipped with V2X communication does not provide any service, the monitoring indicators are the same
as the component test in 5.3. However, if the HV equipped with V2X communication can offer services with
warning functions relying on data exchange with the RVs, the immunity of the HV can be tested according to
a relevant V2X scenario chosen among those proposed in Annex B.
Figure 10 represents a V2V scenario use case where an HV traveling in the same direction receives BSMs
generated from an RV located at the forward position.
Key
1 RV
2 HV
3 BSM transmission by OTA
a
Distance 1 km.
b
Driving direction.
Figure 10 — Example of V2X scenario use case
Figure 11 shows V2X scenario simulation in an ALSE.
Similar to the component test in Rx mode, V2X scenarios can activate V2X functions in an HV which can be
modeled with a call simulator acting as an RV from outside the chamber and two GNSS simulators. The BSM

signals can be generated and analysed by the call simulator. In addition, two GNSS simulators can be used
for the HV and RV. The use of a dynamometer depends on the scenario and HV functions.
Simple V2X scenarios (e.g. day 1) can be modeled with a call simulator and two GNSS simulators. Alternatively,
GNSS data in the BSM for the RV can be made using a call simulator or any other simulator or software (SW)
applications. In this case, just one GNSS simulator can be used for the HV.
When the V2X function is in operation, it means that the BSM in Tx mode and the warning function in Rx
mode are both activated. During this test, the over-the-air method is used to make wireless and position
communication links. Furthermore, the driving trajectory of two vehicles is simulated to activate the
V2X functions based on V2X scenarios. The GNSS simulator and V2X simulator do not need to control the
dynamometer.
Monitoring malfunctions in V2X communication, in Rx mode, it is whether V2X functions in HV present
issues. In Tx mode, it can be monitored by PHY layer parameters and BSM core data analysis from call
simulator, such as components test.
Figure 11 — Examples of V2X scenario simulation introduction in ALSE chamber
Some examples of V2X functions scenarios are provided below.
a) Emergency electronic brake lights
This use case consists of any vehicle signaling its hard braking to its local followers. The hard braking
corresponds to the switch on of emergency electronic brake lights. This scenario is shown in Figure 12.

Key
1 emergency braking vehicle (RV)
2 HV
Figure 12 — Emergency electronic brake lights
b) Emergency vehicle warning
This use case allows an active emergency vehicle to indicate its presence. In many countries the
presence of an emergency vehicle imposes an obligation on vehicles in the path of the emergency
vehicle to give way and to free an emergency corridor. This scenario is shown in Figure 13.
Key
1 emergency vehicle (RV)
2 HV
a
Green light showing.
b
Red light showing.
Figure 13 — Emergency vehicle warning
c) Traffic light optimal speed advisory
This use case allows a traffic light to broadcast timing data associated with its current state (e.g. time
remaining before switching between green, amber, red). This scenario is shown in Figure 14.

Key
1 green light advisory signal
2 HV
a
Green light showing.
b
Red light showing.
Figure 14 — Traffic light optimal speed advisory
6.4 Testing results with functions monitoring
6.4.1 General
V2X technology is a two-way communication method that enables the transmission of information between
an HV and any surrounding entity that might affect the said vehicle. However, the characteristics of V2X
communication differ from those of mobile communication technologies such as LTE. Each Tx/Rx signal
with a BSM for V2X is a form of one-way communication similar to broadcasting. Therefore, this document
shows test cases in Tx and Rx modes for the HV equipped with V2X.
According to each technical standard, in general driving conditions where DCC is not applied, the BSM data
rate is 6 Mbps (1/2 QPSK), while the BSM interval is 100 ms. Meanwhile, the maximum Tx power at the
DUT’s output is 23 dBm. In several countries, the BSM operating channel is set at 172 or 174 for V2X and 182
for C-V2X.
The V2X call simulator outside the chamber can be used as an RV, as it can generate and analyse BSM signals.
To avoid problems with noise or harmonics, it is possible to use band-pass or band-reject filter(s) either
between the Rx and Tx lines of the V2X and GNSS simulators or at the output of the RF power amplifier, or
both (see 7.5).
Furthermore, a GNSS simulator can be used for the HV, but in the radiated immunity test, all used GNSS
frequency bands can be excluded (See 7.3).
6.4.2 Fault cases of V2X functions in Rx mode
As the RV, the call simulator outside the chamber transmits the BSM containing the GNSS signal and core
data based on the above V2V scenario. The HV inside the chamber can monitor the V2X functions or show RV
information through an application based on V2V scenarios.

Three examples of fault cases of V2X functions in Rx mode are shown below.
a) Emergency electronic brake light indicators
The emergency electronic brake lights function as intended. Figure 15 is an example of
emergency electronic brake light indicators displayed through the car's internal monitor.
Figure 15 — Example test for emergency electronic brake light indicators
b) Emergency vehicle warning
Emergency vehicle warnings are able to alarm as intended. Figure 16 is an example
of an emergency vehicle warning displayed through the car's internal monitor.

Figure 16 — Example test for emergency vehicle warning
c) Traffic light optimal speed advisory
The countdown to the traffic lights counts as intended. Figure 17 is an example of traffic light optimal
speed advisory displayed through the car's internal monitor.
Figure 17 — Example test for traffic light optimal speed advisory

6.4.3 Fault cases of vehicle in Tx mode
The HV inside the chamber receives the GNSS signal and then transmits its own BSM with core data through
the V2X on-board unit (OBU) based on one of the V2V scenarios. The call simulator outside the chamber
analyses the received BSM.
The fault cases of vehicles in the Tx mode can be detected by monitoring the core data and PHY layer
parameters of the BSM, whose contents are shown in 5.3. These are similar to the component test in 5.4.2.
6.4.4 Fault cases of GNSS
The HV inside the chamber can receive the GNSS signal from the GNSS simulator outside the chamber.
Figure 18 shows examples of fault cases that HV received GNSS signals and not all of signals are received.
Figure 18 — Example of Fault cases of GNSS
6.4.5 Fault cases of cellular
The HV inside the chamber can communicate through the Uu link with the call simulator outside the
chamber. The Uu link is a type of two-way communication equivalent to mobile devices.
An example of Uu link fault cases is shown in the throughput error decreasing to 1 Mbps in Figure 19.

Key
1 throughput
Figure 19 — Example of cellular fault cases by throughput error
6.5 Summary
When the V2X function is in operation, it means that the BSM in Tx mode and the warning function in Rx
mode are both activated. During this test, the over-the-air method is used to make wireless and position
communication links. Furthermore, the driving trajectory of two vehicles is simulated to activate the V2X
function based on V2X scenarios. The test goal is to demonstrate the immunity of the V2X functions to
electromagnetic interference.
7 Test hints
7.1 Link parameters description
Link communications, such as GNSS, cellular, PC5 or DSRC, can be simulated in the anechoic chamber to
emulate real communication.
7.1.1 DSRC
According to each technical standard, in general driving conditions where DCC is not applied, examples of
communication parameter of DSRC are shown in Table 3.

Table 3 — Example of communication parameter of DSRC
Test configuration Parameter setting
Channel 172 or 174
Bandwidth 10 MHz
Modulation QPSK 1/2 (6 Mbps)
Tx power (at the antenna input) 20 dBm
RSSI >> - 60 dBm (±6 dB) (ETSI EN 301 489-17)
7.1.2 PC5 in C-V2X
A
...