unications in the B5G Era CI model fit (LOS) CI model fit (NLOS) Beam 1 Beam 2 Beam 3 Beam 4 Beam 5 Distance (m) Fig. 7.3 Path loss for the five different beams considered in the vehicular scenario and close-in path loss model fit LcI(f,d)[dB]=FSLP(f,d(1m))[dB]+10nlog10(d)+Xo, (7.1) where FSLP (f,d(1m)) [dB] = log10 4rf c denotes the free space path loss in dB at a transmitter-receiver (TR) separation distance of 1 m at the carrier frequency f ; C is the speed of light; n is the path loss exponent (PLE); d is the 3D separation distance between the transmitter and the receiver; and X o is the random variable for the shadow fading with standard deviation o for large-scale signal fluctuations. Figure 7.3 shows the path loss for each of the beams and the close-in path loss model From Fig. 7.2, it is observed that path loss attenuation is under line-of-sight (LOS) conditions up to 11 m, where the different trees in the middle of the road are located. The obtained mean path loss exponent under LOS conditions is between 1.7 and 1.8. The highly reflective environment of the parked vehicles reports better conditions than free space losses. From the trees and vegetation barrier distance, NLOS conditions are encountered, with an increase in the path loss dispersion for the different beams. The obtained mean path loss exponent under NLOS conditions has been 2.79 with a mean standard deviation around 11.5 dB. As it can be seen, the tree barrier in the middle of the road highly affects signal propagation for this specific environment, typical for urban vehicular scenarios. In order to have insight into the received power at different points in the scenario for the different beams, Fig. 7.4 presents a bidimensional plane of received power L. Azpilicueta et al. Received Power (dBm) - Beam 1 Received Power (dBm) Beam 2 X distance (m) x distance (m) Received Power (dBm) - Beam 3 Received Power (dBm) - Beam 4 x distance (m) X distance (m) Received Power (dBm) - Beam 5 X distance (m) Fig. 7.4 Bidimensional planes of received power a