Property:Current TRL

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BB23.A +TRL 3. Some nodes have been tested in the lab in previous projects, to test WSN capabilities and reliability. Modularity has been outlined.  +
BB23.B +TRL 3. It is justified since the proposed smart router is taking advantage of the SW functionalities providing QoS capabilities developed in the frame of the DEWI project and validated at laboratory environment. On the other hand, the same HW platform (a certified railway computer) will be reused for implementing the new functionalities related to smart routing features. However, the smart routing features (SW) are still a simulated concept (i.e. IP dynamic routing policies AND data link status monitoring info) and they are pending to be designed and implemented (and integrated with the QoS features) in a HW prototype.  +
BB23.C +TRL 3-4, HW modules exist (mainly for IT security) but cannot directly be used in WSNs and smart sensors  +
BB23.D +TRL2 (methodology concept formulated based on existing, partly covering standards)  +
BB23.E +TRL-4. It is justified due to, on one hand, the proposed M2M waveform design was consolidated by mean of SW simulation model (i.e.transmitter and receiver are simulated at bit/sample level), using MATLAB and on the other hand, the receiver component was already implemented in a receiver front-end HW prototype (i.e bread-board) and subsequently validated in a real-time satcom network simulator.  +
BB23.F +4 (optical communication for localization purpose has already been shown in laboratory environement)  +
BB23.G +TRL 2 (Currently theoretical PHY layer security concepts exist with only a few demonstration results for very specific settings, which are not applicable to the WSN demonstrator for automotive test-beds. So while the test-bed itself has already a TRL of 5-6 the PHY layer security itself has to be considered at TRL 2)  +
BB23.H +TRL 3 – remote actuation exists for secure physical zones, and it is possible to analyse security policies to respond in real-time to identified presence; similarly, route information (e.g. intended floor) can be associated with swipe cards, and activation of elevators has been demonstrated for that association; we are unaware of any demonstrations of systems that take into account the localisation and prediction of multiple users and which dynamically reconfigure the physical space in resonse.  +
BB23.I +TRL 3 (For Rail) (In the Road Transport domain, the Vehicle2Vehicle communication standard is developed and components are commercially available. This TRL value is justified by analitic and laboratory studies (proofs of concept) that confirm the suitability of using these technologies for road-rail interactive use cases (e.g., level crossing) as well as for puere railway use cases (e.g. ontrack works zones)).  +
BB23.J +TRL4. Basic research tasks come from DEWI project. In this Building Block, different SW components designed in DEWI, with new standards and components will be integrated and adapted to the new functionality.  +
BB23.K +TRL 2: Current research is in the mathematical and simulation stage. The results of the simulations are not representative yet. But the technology analized and simulated, is based on working but not mature technology, used in another applications. The technology must be adapted to this special environment and requirements.  +
BB23.L +TRL 4 (partial functionality)  +
BB23.M +TRL 4. Basic research tasks from DEWI project...  +
BB23.N +4, protocols and solutions exist (IT security) but cannot directly be applied in WSNs and smart sensors  +
BB23.O +4-5 Protocols, libraries and algorithms exist, but very commonly not used due to lack of „expertise“ what fits to which usage scenario  +
BB23.P +4 (access control, positioning solutions exists but their usage for authentication and authorization is limited and usually dedicated to one fitted scenario or laboratory environment)  +
BB23.Q +TRL 3 (The Virtual Coupling mechanism is based on new technologies been developed or adapted for railways (e.g., vehicle to vehicle communications for platooning systems). This TRL value is justified by analytic and laboratory studies (proofs of concept) that confirm the feasibility of introducing such a concept in railways, while the leverage effect coming from the car industry and their large scale sales will smooth the acceptance of he concept and moderate the costs).  +
BB23.R +3, Trust Anchor and Trust Indicator principls exist but cannot directly be applied to WSNs/WSSNs  +
BB24.A +The current TRL for this building block is TRL 5 for the TR-069 monitoring, given the pilot implementation in the field. Other aspects like the service differentiation in consumer access points is technological-wise proven in the labs, thus being TRL-4.  +
BB24.B +4 Currently, there are no clear standards or an industry-recommended approach laid out concerning addressing of IoT devices. It differs for every different vendor at the moment. Even though, those existing approaches have a high TRL on their own, they are incompatible to each other and prevent a communication between different IoT nodes.  +
BB24.C +3-4 (although established protocols may be used as a basis, the specific application for SCOTT domains is still unproven)  +
BB24.D +4. In this Building Block, different SW components designed in DEWI will be integrated and adapted to new use cases, and extended with new functionality.  +
BB24.E +The current TRL is 4-6 (depending on the selected component)  +
BB24.F +4-6  +
BB24.H +TRL 3 – TRL is difficult to classify for this application – lab demonstrations do exist for mobility prediction, but largely assume idealised localisation information on the individuals; larger scale mobility prediction in outdoor environments – e.g. via GPS traces from taxis – also exist; indoors, there are laboratory deployments of wireless localisation systems indoors; we are not aware of lab deployments indoors using wireless localisation and other inputs demonstrating mobility prediction  +
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