Time to collision analytics and exposure service

Abstract

A method of controlling a network, for example a 5G network, including a subject user equipment, UE, and a target UE, the method comprising: obtaining respective operational information, for example a

Description

Field The present invention relates to a network, for example a 5G network. Background to the invention There is a need to improve safety, for example by minimising or eliminating physical collision risk to human users, non-human users and / or user equipment, UEs. Summary of the Invention It is one aim of the present invention, amongst others, to provide a method and a network which at least partially obviates or mitigates at least some of the disadvantages of the prior art, whether identified herein or elsewhere. For instance, it is an aim of embodiments of the invention to provide a method and a network that improves human user, non-human user and / or user equipment, UE, safety. A first aspect provides a method of controlling a network (i.e. a telecommunications network such as a mobile network), for example a 5G network, including a subject user equipment, UE, and a target UE, the method comprising: obtaining respective operational information, for example a location, a speed, an acceleration and / or a heading and optionally, a size class, of the subject UE and of the target UE; calculating a time to collision, TTC, between the subject UE and the target UE; controlling the network, based on the calculated TTC. A second aspect provides a method of collision risk profile analysis, for example of a specific road I V2X user (e.g. vehicle, VRU) such as the subject UE and / or the target UE, optionally during a predefined time period comprising the method according to any previous claim; a method of collision risk profile analysis, for example of a specific road network section I location, optionally during a predefined time period comprising the method according to any previous claim; and / or a method of collision risk profile analysis, for example of a specific smart factory user such as a robot, optionally during a predefined time period comprising the method according to the first aspect. A third aspect method of connected and automated mobility and / or V2X (for example: driving risk evaluation for an individual vehicle and / or a Vulnerable Road User, VRU; traffic management, such as for vehicles in a specific region; and / or transport network planning, such as for a specific road network section) and / or a method of Industry 4.0 (for example: factory automation) comprising the method according to the first aspect and / or the second aspect. A fourth aspect provides a network, for example a 5G network, configured to implement the method according to the first aspect, the second aspect and / or the third aspect. Detailed Description of the Invention According to the present invention there is provided a method, as set forth in the appended claims. Also provided is network. Other features of the invention will be apparent from the dependent claims, and the description that follows. The first aspect provides a method of controlling a network, for example a 5G network, including a subject user equipment, UE, and a target UE, the method comprising: obtaining respective operational information, for example a location, a speed, an acceleration and / or a heading and optionally, a size class, of the subject UE and of the target UE; calculating a time to collision, TTC, between the subject UE and the target UE; controlling the network, based on the calculated TTC. The invention defines new analytics use case(s) and related solution(s), particularly for and / or in 5G network, to better support future requirements of new verticals and their applications. The invention enables Time to Collision (TTC) service exposure for Vehicle-to-Everything (V2X) use cases and Cooperative Intelligent Transport Systems (C-ITS) applications, for example with reference to 5G System (5GS), via architecture and / or analytics enhancements. For example, the enhancements may be based on existing 5G Network Data Analytics Function (NWDAF) defined in 5G Core Network (5GC) leveraging UEs position, movement trajectory and proximity information. Generally, TTC is the most well-known time-based safety indicator. TTC means the value of time obtained by dividing the longitudinal distance (in the direction of travel of the subject vehicle) between the subject vehicle and the target by the longitudinal relative speed of the subject vehicle and the target, at any instant in time [7], TTC is a parameter used in C-ITS to estimate the likelihood of a collision (collision risk analysis) and is defined as a time period before the physical collision of one moving object with another one (both with known location) with a conflicting trajectory. For V2X Longitudinal Collision Risk Warning (LCRW) application(s), predicted TTC may be calculated based on processing V2X messages such as Cooperated Awareness Messages (CAM) [8] or Decentralized Environmental Notification Messages (DENM) [9] based on parameters highlighted in section 5.3.2 of [5] such as: Distance separating Subject Vehicle (SV) and Target Vehicle (TV); Longitudinal alignment of the SV and TV; The speed of SV and TV; The vehicle type, mass of SV and TV; Estimated driver reaction time; Known driver’s manoeuvring intentions; and / or Known weather conditions or road hazard (reducing visibility or stability). TTC based applications and services can be used in a variety of 5G verticals including smart transportation, smart city and industry 4.0 (e.g. moving connected factory robots). For example, in C-ITS application(s), TTC is typically used to decide the nature and urgency of the required road collision avoidance action [5], [6] (see Figure 1). For example, TTC may also be used to trigger other activities e.g. starting a transmission of Vulnerable Road User Awareness Messages in a VRU device [6] Advantageously, the invention extends analytics and exposure support, for example 5GC analytics and exposure support, to TTC parameter calculation based on precise UE localization information and its mobility characteristics. Furthermore, the invention defines new signaling procedures between different elements of the network, for example of the 5GC, to support defined analytics. As a result, the invention is an enabler, for example a 5G analyticsbased enabler, for new verticals and their services such as C-ITS, Industry 4.0, Smart Factory. In more detail, the invention introduces new safety focused UE mobility related KPI relative to other UE(s) based on 5GC capabilities such as increased accuracy of UE location information (down to centimetre level), information exposure and network data analytics. Additionally and / or alternatively, the invention addresses a lack of NWDAF analytics support (statistics, prediction) for a physical UE connected object and its mobility safety such as collision risk with other physical UE connected objects (e.g. vehicle or robot type UE). The invention could be used as a location-based enabler for defining new business applications in new 5G verticals such as: • Connected and automated mobility e.g. • Driving risk evaluation for individual vehicle or Vulnerable Road User (VRU); • Traffic management for vehicles in a specific region; • Transport network planning for a specific road network section. • Industry 4.0 e.g. • Factory automation - collision risk evaluation for factory robots. 3GPP SA recently (R18) approved ‘Study on Enablers for Network Automation for 5G - phase 3’ [1] (SP-220678) with the following Key lssue#9 defined in [2]: 5.9 Key Issue #9: Enhancement of NWDAF with finer granularity of location information 5.9.1 Description The NWDAF can retrieve and collect UE location information and then provide some analytic(s) to NWDAF consumer(s), e.g. UE mobility analytics, QoS Sustainability Analytics as defined in TS 23.288 [5]. However, the UE location information that NWDAF can obtain is only TA / cell granularity in Rel-17. The horizontal accuracy and the vertical accuracy of the existing location service can reach a granularity level finer than TA and cell level. Meanwhile, some extra information (e.g. speed, heading) could possibly also be provided by the location service. But whether such LCS related information is beneficial for the NWDAF is not clear, and it also needs to be studied how the NWDAF can obtain such LCS related information. Therefore, a KI to study whether and how the NWDAF can provide additional benefits from location service is required. In this key issue, the following aspects will be studied: - Identify use case(s) and corresponding existing or new Analytics ID(s) where the analytics require location information with finer granularity than TA / cell level, and howto enhance related existing Analytics ID(s). Identify how an NWDAF determines that location information with finer granularity than cell / TA level is required in output analytics. - Identify what input data needs to be collected to deliver analytics with fine granularity location information. Identify how NWDAF acquires the input data to deliver finer granularity location information. Whether and how the functionality and services of NWDAF or other NF(s) need to be enhanced. NOTE 1: Coordinated activities with the eLCS_ph3 study are needed. NOTE 2: Some examples of UE location different than cell / TA level are described in clause 4.2 and 4.3, TS 22.071 [6]. In addition, 3GPP in [3] defined requirements for ‘UE mobility analytics’ ([3] Section 6.7.2) and also in [2] defined ‘Solution#27: Relative Proximity Analytics’ ([2] Section 6.27) and this invention builds on and expands both of them. Standards bodies are key entities in charge of enabling cellular communications. Hence, this invention impacts on standards as a new method to define UE TTC service exposure in 5G network. The relevant 3GPP standards documents for this technology are captured in references [1 ] to [3] shown below. In one example, the method comprises determining a safety focused UE mobility related key performance indicator, KPI, for example for the subject UE relative to the target UE, optionally using the calculated TTC. In more detail, the invention introduces new safety focused UE mobility related KPI relative to other UE(s) based on 5GC capabilities such as increased accuracy of UE location information (down to centimetre level), information exposure and network data analytics. In one example, obtaining the respective operational information of the subject UE and of the target UE comprises sharing the respective operational information of the subject UE and of the target UE via one or more V2X messages. The invention leverages the availability of dynamic operational information related to a physical object linked to the UE (vehicle or robot UE) e.g. location, speed and heading (such operational information will be shared by V2X messages in future Cooperative-ITS systems -see next section for details). In one example, the method comprises calculating respective trajectories of the subject UE and the target UE using the respective operational information of the subject UE and the target UE. Such operational information can be collected from neighbouring UEs in the same geographical area to calculate objects trajectory and potential TTC. In one example, calculating the TTC between the subject UE and the target UE comprises calculating, by the network such as the 5GC, by the subject UE and / or by the target UE, the TTC between the subject UE and the target UE and optionally, transmitting, by the subject UE and / or by the target UE to the network such as to the 5GC, the calculated TTC. Such operational information can be collected from neighbouring UEs in the same geographical area to calculate objects trajectory and potential TTC, which depending on the UE processing capabilities could be either calculated in the UE (UE could also leverage sensor fusion technologies from other available sensors such as camera, radar, lidar etc. to calculate TTC) and transmitted to the 5GS or it could be calculated in 5GC itself (5GC could leverage information from Access and Mobility Management Function (AMF), Operation, Administration and Maintenance (OAM), Proximity-based Services (ProSe) sub-system, Location Service (LCS) subsystem and Network Exposure Function (Net) for it). In one example, calculating the TTC between the subject UE and the target UE comprises calculating the TTC between the subject UE and the target UE using respective dimensions thereof, for example wherein the respective dimensions thereof are included in the obtained respective operational information. In C-ITS V2X messages (e.g. CAM), physical vehicle size is transmitted (length, width) which may be useful for a precise calculation of the distance between objects with conflicting trajectories (Figure 2). In one example, calculating the TTC between the subject UE and the target UE comprises deriving a collision risk distance and calculating the TTC between the subject UE and the target UE using the derived collision risk distance. However, to make the TTC analytics generic for different verticals with different physical object sizes (e.g. vehicle vs robot) and for the implementation simplicity in 5GS, we propose to use a new generic parameter called ‘Collision risk distance’ which may be derived from the typical object size and could be provided by the Application Function. In one example, the method comprises estimating a TTC accuracy and / or a TTC confidence. In one example, obtaining the respective operational information of the subject UE and of the target UE comprises filtering by predefined geographical area, time slot start and / or time slot duration. In one example, obtaining the respective operational information of the subject UE and of the target UE comprises obtaining the respective operational information of the subject UE and of the target UE via one or more VRU Awareness Messages. In one example, the method comprises identifying and / or prioritising a collision avoidance action, optionally using the calculated TTC. For example, in C-ITS application, TTC is typically used to decide the nature and urgency of the required road collision avoidance action [5], [6] (see Figure 1). In one example, the method comprises triggering an activity, for example starting a transmission of Vulnerable Road User Awareness Message in a VRU device, based on the TTC. For example, TTC may be used to trigger other activities e.g. starting a transmission of Vulnerable Road User Awareness Messages in a VRU device [6], The second aspect provides a method of collision risk profile analysis, for example of a specific road I V2X user (e.g. vehicle, VRU) such as the subject UE and / or the target UE, optionally during a predefined time period comprising the method according to any previous claim; a method of collision risk profile analysis, for example of a specific road network section I location, optionally during a predefined time period comprising the method according to any previous claim; and / or a method of collision risk profile analysis, for example of a specific smart factory user such as a robot, optionally during a predefined time period comprising the method according to the first aspect. The third aspect method of connected and automated mobility and / or V2X (for example: driving risk evaluation for an individual vehicle and / or a Vulnerable Road User, VRU; traffic management, such as for vehicles in a specific region; and / or transport network planning, such as for a specific road network section) and / or a method of Industry 4.0 (for example: factory automation) comprising the method according to the first aspect and / or the second aspect. The fourth aspect provides a network, for example a 5G network, configured to implement the method according to the first aspect, the second aspect and / or the third aspect. Brief description of the drawings For a better understanding of the invention, and to show how exemplary embodiments of the same may be brought into effect, reference will be made, by way of example only, to the accompanying diagrammatic Figures, in which: Figure 1 schematically depicts Time to Collision usage examples in C-ITS road safety application - TTC controls the required collision avoidance action (adopted from [5]); Figure 2 schematically depicts an example of a Time to Collision calculation between a vehicle and VRU (adopted from [6]); and Figure 3 schematically depicts Time to Collision service exposure overview. Detailed Description of the Drawings This invention introduces a TTC service exposure framework in the 5G system which could be used in different vertical use cases (e.g. V2X and Smart Factory) which use 5G UE connectivity. In particular, use cases related to the user mobility describing scenarios with moving physical objects such as cars, VRUs or factory robots creating potential collision and safety risk with similar object in their operational environment (e.g. road, factory floor). The invention leverages the availability of dynamic operational information related to a physical object linked to the UE (vehicle or robot UE) e.g. location, speed and heading (such operational information will be shared by V2X messages in future Cooperative-ITS systems -see next section for details). Such information can be collected from neighbouring UEs in the same geographical area to calculate objects trajectory and potential TTC, which depending on the UE processing capabilities could be either calculated in the UE (UE could also leverage sensor fusion technologies from other available sensors such as camera, radar, lidar etc. to calculate TTC) and transmitted to the 5GS or it could be calculated in 5GC itself (5GC could leverage information from Access and Mobility Management Function (AMF), Operation, Administration and Maintenance (OAM), Proximity-based Services (ProSe) sub-system, Location Service (LCS) subsystem and Network Exposure Function (Net) for it). An example of TTC calculation between for vehicle and VRU object (C-ITS vertical) is presented in Figure 2. 5GS (e.g. NWDAF or similar analytics network function in 5GC) could calculate and / or store TTC information for a specific UE for exposing it later to external entities such as 5G verticals application server(s) for use (see examples below). An overview of the TTC service exposure framework is presented in Figure 3. 1. Time To Collision analytics specification TTC analytics service could support transport vertical related businesses such as a driver I car insurance, traffic management, transport network or Industry 4.0 companies to improve their decision making process. In particular, it could be achieved by providing a comprehensive Time to Collision parameter data analysis tool for the relevant stakeholders to support their analytics requirements. To this end, the following representative scenarios were identified with detailed description of the parameters required to calculate TTC provided in Table 1 (TTC calculation example based on C-ITS is presented in Figure 2): a) C-ITS: Analysis of a collision risk profile of a specific road / V2X user (e.g. vehicle, VRU) during a predefined time period - for a driver I car insurance business needs; b) C-ITS: Analysis of a collision risk profile of a specific road network section I location during a predefined time period - for traffic management or a transport network planning business needs; and c) Industry 4.0: Analysis of a collision risk profile of a specific smart factory user (e.g. robot). Parameters to calculate TTC are described in Table 1. Specific format of the parameters could be defined in vertical application standards e.g. for C-ITS In Europe (there is a similar standard in US) there is currently ETSI Intelligent Transport Systems standard [8] which defines periodically sent (typically between 0.1-1 second) V2X Cooperative Awareness Messages (CAM) - in US V2X standard they are called Basic Safety Messages) which include vehicle operational info such as vehicle location, size, heading, speed and acceleration (see Table 2). There is a similar ETSI ITS standard (TS 103 300-2) defined for Vulnerable Road User Awareness Messages [6] (see Table 3). The parameters values in the table may be derived from different sources such as 5GC Access and Mobility Management Function (AMF), 5G Operations, Administration and Maintenance (OAM), or the Application Server hosted by an Application Function (AF) [5], Analytics filters may be used by the analytics consumer [5], TTC calculation may be either performed in the reference (e.g. subject or target) UE or 5GC. In C-ITS V2X messages (e.g. CAM), physical vehicle size is transmitted (length, width) which may be useful for a precise calculation of the distance between objects with conflicting trajectories (Figure 2). However, to make the TTC analytics generic for different verticals with different physical object sizes (e.g. vehicle vs robot) and for the implementation simplicity in 5GS, we propose to use a new generic parameter called ‘Collision risk distance’ which may be derived from the typical object size and could be provided by the Application Function. Parameter Type (Input / Output / Filter) Description Source UE identifier Input Unique identifier in the system 5GC AMF UE location Input Absolute geographic UE location 5GC AMF Collision risk distance Input Derived from the UE connected physical object dimensions e.g. Application Server / AF (e.g. V2X AS, value derived length, width, height from V2X CAM messages defined in ETSI EN 302 637-2) UE speed Input Absolute UE velocity 5G CAM UE heading (absolute or relative) Input UE moving direction. Absolute: heading of the UE movement with regards to the true north. Relative: heading of the UE movement with regards to the target UE heading Application Server / AF (e.g. V2X AS, value derived from V2X CAM messages defined in ETSI EN 302 637-2) UE trajectory Input Timestamped UE locations Application Server / AF (e.g. V2X AS, value derived from V2X CAM messages defined in ETSI EN 302 637-2) Time To Collision Output Calculated by tracking a road user / object position, speed, acceleration and heading. Could be used as a likelihood of collision estimate Time To Collision accuracy Output Derived from UEs positions accuracy with a collision risk Time To Collision confidence Output Describes TTC prediction confidence level Predefined geographical area Filter Restricts the scope of the TTC analytics to the provided area (e.g. specific location or road network section - see section 6.1.3 in [9] for details) Analytics consumer Time slot start Filter Time slot start within the TTC analytics target period Analytics consumer Time slot duration Filter Duration of the TTC analytics time slot Analytics consumer Table 1: Time To Collision analytics input, output and filter parameters. Data Elements Type Typical Size (Bytes) Description Header Mandatory 8 Protocol version, message type, sender address, and time stamp Basic Container Mandatory 18 Station type (e.g., lightTruck, cyclist, pedestrians, etc.) and position High-Frequency (HF) Container Mandatory 23 All fast-changing status information of the vehicle, i.e., heading, speed, acceleration, vehicle length and width etc. Low-Frequency (LF) Container Mandatory (every 500 ms) 60 (7 path history points) Static or slow-changing vehicle data mainly path history. The path history is made up of a number of path history points. Typically, 7 path history points are sufficient to cover over 90% cases based on extensive testing whereas up to 23 path history points can be contained. Each point is approximately 8 bytes [1], Special Vehicle Container Optional 2 ~ 11 Specific vehicle’s role in road traffic (e.g. public transport, vehicles realizing a rescuing operation, etc.). Table 2: Cooperative Awareness Message format (adopted from [8]). Parameters in italics are relevant to an example TTC calculation Parameter Comments VAM header including VRU identifier M VRU position M Generation time M VRU profile M VRU type M e.g. VRU profile is pedestrian, VRU type is infant, animal, adult, child, etc. VRU cluster identifier O VRU cluster position O VRU cluster dimension O geographical size VRU cluster size O number of members in the cluster VRU size class C mandatory if outside a VRU cluster, optional if inside a VRU cluster VRU weight class C mandatory if outside a VRU cluster, optional if inside a VRU cluster VRU speed M VRU direction M VRU orientation M Predicted trajectory O succession of way points Predicted velocity O including 3D heading and average speed Heading change indicators O turning left or turning right indicators Hard braking indicator O NOTE: "M" stands for "mandatory" which means that the data element shall be always included in the VAM message. "O" stands for "optional" which means that the data element can be included in the VAM message. "C" stands for "conditional" which means that the data element shall be included in the VAM message under certain conditions. Table 3: VRU Awareness Message format (adopted from [6]). Parameters in italics are relevant to an example TTC calculation. 2. Architectural enhancements of the 5G System reference model In terms of architectural enhancements, the main procedural framework to request and deliver NWDAF analytics can be used in this case, as described in TS 23.288 [3], The analytics consumer could be an AF or a 5GC NF using the analytics request / subscribe services in clause 7 of TS 23.288 [3] with an analytics ID (e.g. ‘relative proximity’) as input whose analytics output contains time to collision information. Different analytics filters can be used by the consumer, including those specified as ‘Filter’ in Table 1. NWDAF collects input data from the sources specified in Table 1 (e.g. AMF, AF, OAM) by using the services available in the 5GS for data collection (e.g. event exposure framework). NWDAF then derives the analytics and provides them to the consumer via the services specified in clause 7 of 23.288 [3], Alternatives Although a preferred embodiment has been shown and described, it will be appreciated by those skilled in the art that various changes and modifications might be made without departing from the scope of the invention, as defined in the appended claims and as described above. In the proposed invention, it is assumed that TTC is calculated between two moving UEs connected to the 5G network. However, the TTC concept could be extended to the scenario with only one connected UE and other non-connected object such as road side infrastructure, building, wall, parked vehicle or a legacy vehicle without V2X transmission and reception capability which presence also creates a risk of a collision with a UE connected object. In such case, 5G network could be able to calculate the TTC value based on precise localization information of such object and its physical shape which may be available from an external source such as High Definition map, Local Dynamic Map

[10] , Localisation data in these sources could be received from a range of different sources such as vehicles, infrastructure units, traffic centres, on-board sensors and applications. Furthermore, in TTC calculation currently used in C-ITS applications, it is assumed that the UE speed is constant, however for more precise TTC calculation UE acceleration / deceleration may need to be also taken into account (as a new parameter e.g. which is already shared in V2X CAM messages) in the proposed analytics scheme. References [1] 3GPP TSG SA Tdoc SP-220678 ‘Study on Enablers for Network Automation for 5G - phase 3’ [2] 3GPP TSG SA TR 23.700-81 V0.3.0 ‘Study on Enablers for Network Automation for 5G -phase 3 (Release 18)’ [3] 3GPP TSG SA TS 23.288 V17.5.0 ‘Architecture enhancements for 5G System (5GS) to support network data analytics services (Release 17)’ [4] 3GPP TS 23.501 ‘5G; System Architecture for the 5G System’ [5] ETSI TS 101 539-3 ‘Intelligent Transport Systems (ITS); V2X Applications; Part 3: Longitudinal Collision Risk Warning (LCRW) application requirements specification’ [6] ETSI TS 103 300-2 ‘Intelligent Transport System (ITS); Vulnerable Road Users (VRU) awareness; Part 2: Functional Architecture and Requirements definition; Release 2’ [7] United Nations Regulation No. 152, Addendum 151 (E / ECE / TRANS / 505 / Rev.3 / Add.151) ‘Uniform provisions concerning the approval of motor vehicles with regard to the Advanced Emergency Braking System (AEBS) for M1 and N1 vehicles’ (https: / / www.marklines.com / statics / unece / pdf_202006 / R152e.pdf) [8] ETSI EN 302 637-2 ‘Intelligent Transport Systems (ITS); Vehicular Communications; Basic Set of Applications; Part 2: Specification of Cooperative Awareness Basic Service’ [9] ETSI EN 302 637-3 ‘Intelligent Transport Systems (ITS); Vehicular Communications; Basic Set of Applications; Part 3: Specifications of Decentralized Environmental Notification Basic Service’

[10] ETSI EN 302 895 ‘Intelligent Transport Systems (ITS); Vehicular Communications; Basic Set of Applications; Local Dynamic Map (LDM)’ Definitions At least some of the example embodiments described herein may be constructed, partially or wholly, using dedicated special-purpose hardware. Terms such as ‘component’, ‘module’ or ‘unit’ used herein may include, but are not limited to, a hardware device, such as circuitry in the form of discrete or integrated components, a Field Programmable Gate Array (FPGA) or Application Specific Integrated Circuit (ASIC), which performs certain tasks or provides the associated functionality. In some embodiments, the described elements may be configured to reside on a tangible, persistent, addressable storage medium and may be configured to execute on one or more processors. These functional elements may in some embodiments include, by way of example, components, such as software components, object-oriented software components, class components and task components, processes, functions, attributes, procedures, subroutines, segments of program code, drivers, firmware, microcode, circuitry, data, databases, data structures, tables, arrays, and variables. Although the example embodiments have been described with reference to the components, modules and units discussed herein, such functional elements may be combined into fewer elements or separated into additional elements. Various combinations of optional features have been described herein, and it will be appreciated that described features may be combined in any suitable combination. In particular, the features of any one example embodiment may be combined with features of any other embodiment, as appropriate, except where such combinations are mutually exclusive. Throughout this specification, the term “comprising” or “comprises” means including the component(s) specified but not to the exclusion of the presence of others. Throughout this specification, the term “comprising” or “comprises” means including the component(s) specified but not to the exclusion of the presence of other components. The term “consisting essentially of’ or “consists essentially of’ means including the components specified but excluding other components except for materials present as impurities, unavoidable materials present as a result of processes used to provide the components, and components added for a purpose other than achieving the technical effect of the invention, such as colourants, and the like. The term “consisting of’ or “consists of’ means including the components specified but excluding other components. Whenever appropriate, depending upon the context, the use of the term “comprises” or “comprising” may also be taken to include the meaning “consists essentially of’ or “consisting essentially of’, and also may also be taken to include the meaning “consists of’ or “consisting of’. The optional features set out herein may be used either individually or in combination with each other where appropriate and particularly in the combinations as set out in the accompanying claims. The optional features for each aspect or exemplary embodiment of the invention, as set out herein are also applicable to all other aspects or exemplary embodiments of the invention, where appropriate. In other words, the skilled person reading this specification should consider the optional features for each aspect or exemplary embodiment of the invention as interchangeable and combinable between different aspects and exemplary embodiments. Notes Attention is directed to all papers and documents which are filed concurrently with or previous to this specification in connection with this application and which are open to public inspection with this specification, and the contents of all such papers and documents are incorporated herein by reference. All of the features disclosed in this specification (including any accompanying claims, abstract and drawings), and / or all of the steps of any method or process so disclosed, may be combined in any combination, except combinations where at least some of such features and / or steps are mutually exclusive. Each feature disclosed in this specification (including any accompanying claims, abstract and drawings) may be replaced by alternative features serving the same, equivalent or similar purpose, unless expressly stated otherwise. Thus, unless expressly stated otherwise, each feature disclosed is one example only of a generic series of equivalent or similar features. The invention is not restricted to the details of the foregoing embodiment(s). The invention extends to any novel one, or any novel combination, of the features disclosed in this specification (including any accompanying claims, abstract and drawings), or to any novel one, or any novel combination, of the steps of any method or process so disclosed. 25 11 25

Claims

1. A method of controlling a network, including a subject user equipment, UE, and a target UE, 5 the method comprising:obtaining respective operational information of the subject UE and of the target UE;calculating, using the operational information, by a Network Data Analytics Function, NWDAF, in the network, a time to collision, TTC, between the subject UE and the target UE;controlling the network, based on the calculated TTC, to deliver a required collision avoidance 10 action.

2. The method according to any previous claim, comprising determining a safety focused UE mobility related key performance indicator, KPI, using the calculated TTC.15 3. The method according to any previous claim, wherein obtaining the respective operationalinformation of the subject UE and of the target UE comprises sharing the respective operational information of the subject UE and of the target UE via one or more V2X messages.

4. The method according to any previous claim, comprising calculating respective trajectories20 of the subject UE and the target UE using the respective operational information of the subject UE and the target UE.

5. The method according to any previous claim, wherein calculating the TTC between the subject UE and the target UE comprises calculating, by the network, by the subject UE and / or25 by the target UE, the TTC between the subject UE and the target UE and transmitting, by the subject UE and / or by the target UE to the network, the calculated TTC.

6. The method according to any previous claim, wherein calculating the TTC between the subject UE and the target UE comprises calculating the TTC between the subject UE and the30 target UE using respective dimensions thereof.

7. The method according to any previous claim, wherein calculating the TTC between the subject UE and the target UE comprises deriving a collision risk distance and calculating the TTC between the subject UE and the target UE using the derived collision risk distance.

358. The method according to any previous claim, comprising estimating a TTC accuracy and / or a TTC confidence.

9. The method according to any previous claim, wherein obtaining the respective operational information of the subject UE and of the target UE comprises filtering by predefined geographical area, time slot start and / or time slot duration.5 10. The method according to any previous claim, wherein obtaining the respective operationalinformation of the subject UE and of the target UE comprises obtaining the respective operational information of the subject UE and of the target UE via one or more VRU Awareness Messages.10 11. The method according to any previous claim, comprising identifying and / or prioritising acollision avoidance action, using the calculated TTC.

12. The method according to any previous claim, comprising triggering an activity, based on the TTC.1513. A network configured to implement the method according to any previous claim.25 11 25

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