According to the 2024 US Tech Experience Index (TXI) Study by J.D. Power, vehicle owners are only interested in features that solve real problems. Features like hands-on driver assistance and passenger display screens scored low in usefulness compared to those that address specific concerns, such as visual blind spots when backing up. [1] You can almost hear an uncle ranting: “I don’t need any help driving! I can see the road risks just fine with my own eyes”.

While V2X wasn’t included in the study as it is currently not deployed in the US, the findings offer insights into the future acceptance of V2X. V2X technology fits the category of features that solve a genuine problem. Not just one, but multiple problems are solved by (and only with) V2X.

EuroNCAP began grading Local Hazard Warnings in 2023, defining nine key warnings. A traffic jam warning, for instance, alerts drivers when approaching the end of a jam, providing early warnings for avoiding hard braking. Other hazards, like slippery roads, can’t be mitigated without V2X, highlighting the critical role of V2X in solving real driver safety problems.

The U.S. Department of Transportation’s (USDOT) V2X deployment plan aims to equip 25% of signalized intersections with V2X by 2028 and 50% by 2031.[2] V2X infrastructure can prevent accidents by warning drivers about red-light runners, an issue that causes over 1,000 fatalities annually in the US. While drivers don’t like to think about this whenever crossing an intersection, the problem can’t get more real than that. Smart intersections, equipped with sensors to detect all road users, including Vulnerable Road Users (VRUs), will further enhance safety, by alerting about any hidden road user that might pop up in the driver’s path, using alerts such as left turn warning.

As V2X becomes widespread, it will provide drivers with crucial information about unseen hazards. Even without smart intersection technology, V2X will allow drivers to detect other vehicles, motorcyclists, or cyclists near intersections, offering a new level of awareness. Just as drivers value backup cameras for providing visibility that would otherwise be impossible, they will appreciate V2X technology for revealing hidden information around corners that would otherwise remain undetected.

Unlike many safety features, which OEMs only include when mandated due to low perceived value, V2X is different. Customers will recognize its unique benefits, and OEMs can expect a positive return on investment as more drivers experience its advantages. The cost-effectiveness of a V2X solution further supports this. It all suggests that OEMs should adopt V2X technology even before mandates are in place. It’s a true win-win situation.

[1] https://www.jdpower.com/business/press-releases/2024-us-tech-experience-index-txi-study

[2] https://www.its.dot.gov/research_areas/emerging_tech/pdf/Accelerate_V2X_Deployment_final.pdf

The post Vehicle Owners Would Love to Get V2X first appeared on Autotalks.

According to NHTSA, distracted driving claimed the lives of 3,308 people in the US in 2022[1]. In addition, 421,000 injuries were recorded. Distracted driving includes any activity that diverts attention from driving, such as texting (which is the most prolonged distraction), eating and drinking, talking to passengers, or adjusting vehicle controls.

Driving distractions can be detected by the Driver Monitoring System (DMS), which began receiving 2 Safety Assist points in EuroNCAP grading in 2023[2]. This incentivizes the adoption of DMS in new vehicle models.

Driver distraction slows reaction time by up to 46% when driving while using a phone[3]. A DMS can alert Advanced Driver Assistance Systems (ADAS) to driver distraction, allowing for adjustments in operation to accommodate a longer reaction time. For instance, if a driver needs 2.5 seconds to react to a risk, a distracted driver might need 4 seconds, requiring an earlier warning.

However, early warnings are less reliable due to uncertainties in vehicle movement and potential driver actions. This is where Vehicle-to-Everything (V2X) communication excels by enhancing warning reliability through:

• Extended detection range: V2X can detect and analyze risks from hundreds of meters away, providing precise road user parameters without the need for complex perception algorithms. In contrast, the reliable operation range of existing vehicular sensors is limited to tens of meters.
• Accurate data: V2X offers detailed kinematics data, including acceleration, heading, and yaw rate (road user’s angular velocity), enabling more confident calculations of future road user locations. These parameters are not obtainable with current vehicular sensors. For two-wheelers, even basic speed and heading measurements are imprecise with existing sensors, highlighting the significant advantage of V2X’s accurate data.
• Detection of obstructed road users: V2X can identify hidden road users, providing early warnings for potential risks, such as those emerging from obstructed intersections, before becoming visible to the existing vehicular sensors.

The necessity for a distracted driver to regain control of the vehicle parallels the requirements for automated driving disengagement. Thus, early indications are crucial, and V2X can aid in detecting complex disengagement scenarios in advance.

Despite efforts in education and enforcement, the rate of fatalities due to driver distraction has not decreased over the past decade. While DMS detection can offer some improvement, some drivers will inevitably remain distracted. For these drivers, V2X can deliver earlier and more reliable warnings, helping them to refocus on potential hazards and protect both themselves and others.

[1] https://www.nhtsa.gov/risky-driving/distracted-driving

[2] https://cdn.euroncap.com/media/70315/euro-ncap-assessment-protocol-sa-safe-driving-v101.pdf

[3] agilerates.com/advice/auto/texting-and-driving-statistics/   

The post How can V2X help with distracted driving? first appeared on Autotalks.

The arrival of our 3rd generation V2X technology presented a couple of ‘firsts’: The first 5G-V2X chipset, and the first integration of a V2X stack and applications. These called for a new high quality testing tool to allow customers to test this cutting-edge technology and realize its opportunities. This led us to develop a new Android tablet application tailored to our new SECTON3 and TEKTON3 chips, for operating our 3rd generation Field Test Kit (FTK). This blog post will take you through our journey, revealing the vision, process, challenges encountered, and valuable insights gained along the way.

Initial Vision and Audience:

The Android tablet application’s primary purpose is to empower customers working with our advanced V2X chip to easily benchmark the radio and different applications. The user-friendly interface simplifies the chip operation and visualizes its performance.

We identified the following essential use cases:

• Communication Range Tests: Testing various installation setups and communication parameters and schemes, with dual-channel operation for the latest 5G-V2X and DSRC (ITS-G5) or LTE-V2X.
• Message-Layer Interoperability Testing with Other Vendors: offering a comprehensive overview of all devices in multi-vendor events, including key metrics like radio technology, distance, and reception levels, with drilling down into each device detailed summaries.
• Real-World Traffic Scenario Demonstrations: allowing to showcase the capabilities of our integrated V2X software stack and safety applications, highlighting the driver experience and the system’s responsiveness.

Due to the technical nature of the app and the large amount of data involved, our design vision was a minimalistic app with a guiding principle of “The more important the data, the more salient it should be”. Following Autotalks’ color palette with a pastel twist, muted colors were chosen for backgrounds to allow brighter colors such as “Active Green”, “Warning Red” and Autotalks’ “Connectivity Orange” to shine through and highlight important information.
Designed for field test usage, the guiding principles were ease of use & navigation and accidental click minimization. In practice, these led to bigger spacing between data fields, enhanced button size and icon usage.

The heart of the app: The map view

The core feature of the app is the Map View, which dominates the interface and provides an intuitive real-time overview of detected devices

Devices are displayed with real-time location using distinctive icons (e.g., vehicle, bicycle). Critical events and alerts are highlighted above device icons, with alerts using fitting symbols and critical events marked in red for emphasis. Tapping on a device icon reveals detailed information, including radio characteristics and transmitted data, which appears in a side panel while the map remains visible. An orange marker highlights the selected device to ensure accurate data association.

This Map View effectively addresses several of the key use cases we identified:

• Communication Range Testing: Visualizing detected devices on a map helps assess road topology impact on range.
• Inter-vendor Experiments: Displaying and interacting with multiple devices simplifies testing and comparison with other solutions.
• Traffic Scenario Demonstrations: Triggering real-time hazards and visualizing V2X applications reactions.

Range test 

This unique view is optimized for testing the V2X communication range between the self and up to two other devices. Each device can operate using different V2X technology, leveraging Autotalks dual-channel capabilities. 

Range test mode includes a side panel displaying measurements clearly and compactly, while the map stays visible. Distance and Packet Error Rate (PER) measurements are emphasized with graphic indicators. Devices are numbered as the radio channels for simple device correlation. To avoid accidental presses during a field test, buttons for other modes are hidden, but settings and the recording button remain accessible.

Devices table

Sometimes the map doesn’t provide the full picture. The Devices Table complements it with a detailed overview of the received devices, allowing engineers to confirm overall operation at a glance.

Here, the side menu shows the key parameters table for each received device, along with the total number of devices received and the measured Channel Busy Ratio (CBR). Devices are numbered with their table row for easy correlation, and tapping a device on the map highlights its data in the table.

Events Trigger

V2X data includes vehicle events, status, and road conditions. A special mode allows users to simulate events, such as “Hard Braking” at the tap of a button to avoid emergency braking (or any other dangerous maneuver).  

This mode keeps the map visible to show real-time actions feedback while preventing accidental clicks with buttons that darken when activated.

Driver HMI

The final mode of LookApp is its crown jewel. While maps with icons are useful for testing, Driver HMI mode simulates how V2X systems will appear to drivers in the future. This creates a valuable benchmarking experience of the TEKTON3 stack and its applications for OEMs. The minimalist view keeps drivers’ attention on the road, showing only intuitive notifications when needed.

This animated road view is synced to the device’s speed to confirm real-time operation. Intuitive notifications pop up in bold red, along with a warning sound, to capture the driver’s attention. The side panel displays essential data with color indicators for quick status checks. Signal buttons trigger turn-related safety applications, simulating real-world use.

The Driver HMI mode effectively showcases Traffic Scenario Demonstrations, highlighting the V2X system driver’s experience and responsiveness, while giving a glimpse into the future, where every car is enhanced with the power of V2X.

We are very excited about our 3rd generation V2X technology and its potential to change the world and save lives. This app is just one of the tools to fulfill this potential. We are committed to continuous improvement and future updates to further enhance the experience. Stay tuned!

The post LookApp: a Brand New App for Our Brand New Chip first appeared on Autotalks.

In the US alone, one person dies every 39 minutes due to drunk-driving crashes. According to the National Highway Traffic Safety Administration (NHTSA), in 2022, 13,524 people died in alcohol-impaired driving traffic deaths.[1] That’s a 16% increase from the 2020 statistics which show that 11,654 people died in alcohol-impaired driving crashes. This accounts for over 30% of all traffic-related deaths in the United States. This staggering statistic highlights the urgent need for a solution.  Vehicle-to-Everything (V2X) communication might very well be the answer. It can give drivers, sober or drunk, the much needed extra time to react to road dangers.

V2X can mitigate drunk driving accidents by helping detect drunk drivers and alerting the surrounding road users. Additionally, it can help give impaired drivers warnings of upcoming potential dangers, allowing them more time to reacts.

Drunk Driver detection

V2X technology has its ability to detect erratic driving behavior, which is often indicative of impaired driving. V2X-equipped vehicles can monitor speed, lane positioning, trajectory and other driving behavior in real time. If a vehicle exhibits signs of reckless driving, such as swerving between lanes, constant hard braking or speeding, the V2X system can alert nearby drivers. Giving surrounding drivers those extra few seconds to react to a drunk driver, can often be the differentiating factor between an accident or a smooth ride. The surrounding drivers can take the time to slow downand wait before entering an intersection in order to let the dangerous driver pass, or even avert the danger by simply changing lanes.

V2X can help the impaired driver

Unfortunately, V2X cannot prevent someone who has been drinking to get behind the wheel, but it might help reduce the risk of crashing. Drinking alcohol can severely impact driving abilities. It leads to slower reaction times, impaired coordination, and decreased concentration.

A slower reaction time is one of the most common early effects of drinking alcohol. Often, people who drink might not feel “drunk”, but they are slower to respond to everything around them. For instance, drivers with a Blood Alcohol Concentration (BAC) of 0.08%—the legal limit in the United States—experience an average decrease in reaction time of about 120 milliseconds. This delay translates to an additional 12 feet of travel at 70 mph before reacting to a hazard.[2]

A recent Virginia Tech study, funded by the USDOT, showed that on average, V2X detects road dangers 0.5 seconds before any line-of-sight sensor.[3] This means that an impaired driver using a V2X equipped car would receive warnings a half a second earlier than they would with even the most reliable sensor. This is a significant improvement, especially compared to drivers without any sensors, who might not perceive the danger until much later. Statistics show that even an additional 0.5 seconds to react can make a crucial difference in preventing accidents.

V2X is needed

Approximately 31% of all traffic fatalities in the United States involve drunk drivers with a BAC of 0.08 g/dL or higher.[4]  The statistics underscore the urgent need for innovative solutions to combat the devastating impact of drunk driving. V2X technology offers a promising solution to mitigate accidents in general including drunk driving accidents. As V2X technology continues to evolve and become more widely adopted, it promises to create safer roads and save countless lives. Embracing this technology, alongside ongoing efforts to promote responsible driving behavior, is a critical step toward a future where drunk driving accidents become a rarity.

[1] https://www.nhtsa.gov/risky-driving/drunk-driving

[2] https://www.michiganmedicine.org/health-lab/how-alcohol-impairs-your-ability-drive

[3] https://www.mdpi.com/1424-8220/24/2/484

[4] https://www.iii.org/fact-statistic/facts-statistics-alcohol-impaired-driving

The post Can V2X Mitigate Drunk Driving Accidents? first appeared on Autotalks.

Living in a community where people care for each other’s safety and welfare is invaluable. While technology advances, we strive to retain the warmth and connectivity of a close-knit community while embracing the benefits that progress brings. One of the most significant technological advances in recent years is Vehicle-to-Everything (V2X) technology. It enables vehicles to interact with each other and the road environment. By facilitating the exchange of information between vehicles, infrastructure, and road users, V2X improves road safety and traffic efficiency. V2X technology can greatly enhance safety for Vulnerable Road Users (VRUs), especially children, the elderly and cyclists. While the benefits of V2X are tremendous, installing V2X-equipped infrastructure is surprisingly simple and can be especially effective in key locations like schools, shopping centers, and dangerous intersections.

Enhancing Safety for Vulnerable Road Users
VRUs are often at higher risk in traffic environments. Recently, e-bikes and scooters began getting equipped with V2X in order to be a part of the safety network created by V2X technology. V2X-equipped vehicles can receive alerts about bikes and scooters and take proactive measures, like braking or steering away to avoid collisions.

V2X Infrastructure
V2X equipped infrastructure is very helpful in preventing accidents. Smart infrastructure equipped with both cameras and V2X can be even more effective, particularly in protecting pedestrians, which are not yet equipped with V2X technology.  For example, with the use of a smart traffic light, a vehicle can get an alert, communicated via V2X technology, of a pedestrian bursting unsafely into the road as detected by the camera. Additionally, V2X enables emergency vehicles to navigate intersections more safely and efficiently.

Implementing V2X infrastructure
Implementing V2X technology in local communities is more straightforward than one might expect. By focusing on key locations such as schools, shopping centers, and dangerous intersections, communities can maximize the benefits of V2X with minimal disruption:

1. Schools: Installing V2X-equipped infrastructure near schools can significantly enhance the safety of children. Smart crosswalks can communicate with approaching vehicles to ensure they stop when children are crossing. Additionally, school buses equipped with V2X can alert nearby vehicles when children are boarding or alighting.
2. Shopping Centers: Busy shopping centers often have high pedestrian traffic, making them ideal locations for V2X deployment. V2X-enabled traffic lights and crosswalks can ensure that pedestrians have safe passage, while vehicles can be alerted to the presence of pedestrians in parking lots and surrounding areas.
3. Dangerous Intersections: High-risk intersections are prime candidates for V2X infrastructure. Smart traffic signals, combined with V2X-equipped vehicles, can drastically reduce the likelihood of collisions. These systems can monitor traffic patterns and adjust signal timings to enhance safety and efficiency.

V2X Deployment in the Community
While the USDOT (U.S. Department of Transportation) has begun executing its plan to equip city infrastructure with V2X technology, allocating substantial funds for the project, it is important for local residents to make their voices heard to ensure their community is part of the V2X infrastructure upgrade. Residents who want safer neighborhood roads should start taking action. Some simple steps include contacting local leaders and policymakers, creating a petition for V2X infrastructure to send to the USDOT and congressional representatives, and volunteering for pilot projects. Additionally, promoting V2X awareness on social media can help garner community support. This is the time to take action for safer roads.

The post The Benefits of V2X to Local Communities first appeared on Autotalks.

V2X can prevent and mitigate most of the collisions on the road. But it has an inherent limitation: Protection is extended solely to road users equipped with V2X, and their number in the initial market phase is low.

Cooperative perception, also called sensor sharing, solves this. A vehicle transmits information about road users detected by all its sensors. With that, road users without V2X become part of the V2X network. A study^[1] showed that even with 10% penetration, all vehicles on the highway are known.

Although a cooperative perception message (CPM) is standardized, its deployment is planned to start only toward the end of the decade. The industry targets that CPM will use a different channel than the one currently used for Day1 (CAM/BSM) messages. However, that 2^nd channel isn’t available globally, and in some geographies unlikely to be available at all.

CPM is too valuable to depend on 2^nd channel availability. Transmitting CPM in the 1^st channel is a paradigm shift that can solve the problem. Current and planned V2X deployments could include CPM, increasing the value to the OEMs and the end customer, without adding any hardware or cost.

But is it feasible to transmit CPM on the existing channel? It is hard to tell based on the existing studies, as summarized by 5GAA^[2].

Autotalks spectrum study

Recently, Autotalks conducted a new study to determine if Day2 V2X can be expedited. More specifically, the study calculates whether CPM can be transmitted on the current channel allocated to V2X. The study is based on the following principles:

• The number of vehicles is taken from the Day1 models.
• Redundancy mitigation schemes are applied.
  • CPM excludes road users with V2X
  • Information about the same road user isn’t transmitted by more than N vehicles, where N=3 in the basic model, and N=1 in the most efficient model
• The triggering conditions are considered. The periodicity of transmission depends on the distance passed and the speed difference since the previous transmission, as applied in Day1 models.
• CPM usage percentage, also called penetration, is assumed as half of Day1 penetration since aftermarket devices are expected to be common, and those cannot support CPM

Prior studies summed the maximal values of Day1 and CPM bandwidth. This inflates the results because the maximal values of Day1 and CPM are achieved in different penetration rates.

The bandwidth required for a highway scenario is similar between the US and EU, so those are combined for clarity in the graph below:

CPM bandwidth starts to drop at high penetration because fewer non-connected vehicles can be reported by CPM when most vehicles have V2X.

The peak bandwidth is 13.1MHz when up to 3 vehicles can transmit a specific road user in a CPM. When only a single vehicle can transmit, the bandwidth requirement is further reduced to 10.7MHz.

The bandwidth requirements are calculated also for an urban scenario. It is the first study to include the bandwidth requirement of bicycles as part of the Vulnerable Road User (VRU). VRU calculation also includes pedestrians with safety relevance.

The calculations for the US and EU apply different triggering conditions. The higher result, for the US, is shown in the graph below:

With a limit of 3 vehicles transmitting a road user in a CPM, the peak bandwidth is 12.4MHz, dropping to 9.6MHz when a single vehicle transmits.

In both highway and urban scenarios, CPM can use the same 20MHz LTE-V2X channel as Day1. In Europe, where DSRC doesn’t apply automatic retransmission (HARQ), the bandwidth requirement is halved, and CPM can be added to the existing deployed 10MHz channel.

Furthermore, the initial bandwidth usage is very low. The 10MHz mark is crossed only when reaching 50% penetration. Even the optimists will not predict 50% penetration before 2035. There is no reason to add a 2^nd channel now, where the 1^st channel is barely used. Once the 2^nd channel is added, probably for other services, if the 1^st channel will be loaded, some messages can be moved to the new channel, while maintaining backward compatibility.

Practically, the deployment profile should be amended to enable CPM. CPM parameters should assure low bandwidth consumption. Redundancy mitigation should be mandated, and safety-irrelevant pedestrians should be ignored.

To conclude, the bandwidth required for Day1 and CPM services is bounded by ~13MHz, fitting comfortably inside the existing 20MHz LTE-V2X channel.

[1] Collective Perception: A Safety Perspective – https://www.mdpi.com/1424-8220/21/1/159/pdf

[2] https://5gaa.org/content/uploads/2021/10/5GAA_Day1_and_adv_Use_Cases_Spectrum_Needs_Study_V2.0.pdf

The post Cooperative Perception Service Can Start Now first appeared on Autotalks.

“V2X can save lives by enabling wireless communications among vehicles, roadside infrastructure, and mobile devices” is stated in the USDOT’s plan to accelerate V2X deployment.[i] V2X is undoubtfully a solution that can save the lives of thousands of people on the road by providing alerts to drivers regarding upcoming road dangers. The technology has been around for over a decade, so why don’t we see this technology in every vehicle and stop light? The answer lies in the challenge of initiating widespread adoption—a classic chicken and egg dilemma: how can the technology gain traction without significant penetration? Each region faces unique obstacles, but here’s how we can tackle this issue:

1. Prioritize Deployment in Commercial Vehicles: Semi-trailers and other large trucks can be the first to be equipped with V2X. In accidents between trucks and other vehicles, the truck is likely to cause great damage. According to statistics from the United States Department of Transportation, about 11% of all fatal motor vehicle crashes in 2019 involved large trucks[ii]. Equipping them with V2X technology is relatively cost-effective compared to the potential damage they can prevent.
2. Empower Vulnerable Road Users (VRUs): Micromobility users, such as cyclists and motorcyclists, stand to benefit greatly from V2X. Their limited physical protection makes them more susceptible to accidents, making them willing adopters of safety technologies.
3. Implement Smart V2X Intersections: Smart V2X intersection, which combines several sensors including V2X, camera and radar, can make a real impact. Their capabilities include features such as the detection of Vulnerable Road Users and vehicles which are not part of the V2X network. Equipping traffic lights in strategic locations with this technology can incentivize wider V2X adoption.
4. Utilize NCAP Grading: NCAP grading is an effective way to push OEMs to equip new cars with V2X. China NCAP adopted V2X for the safety score of vehicles starting in mid-2024.[iii] Incorporating V2X into safety evaluations, as China NCAP has done, incentivizes OEMs to integrate the technology into new vehicle models. Expediting this process in regions like Europe and the US can significantly boost V2X deployment.
5. Advocate for Regulation: Regulatory mandate is the ultimate force driving V2X adoption. While past efforts in the US have faltered, like the attempt during the Obama administration, renewed focus on regulation[OH1]  can propel the technology forward. A similar mandate should also be extended to Europe, where the European Commission recognizes the urgency to deploy V2X.
6. Manufacturers’ Deployment Commitment: In the past, there have been numerous collective letters expressing the industry’s commitment to deploying V2X in an agreed number of vehicles within a certain number of years. While previous efforts may not have yielded significant results, issuing another letter like this might not be the optimal solution to break the chicken and egg cycle, but it could be a step in the right direction.

In summary, there are numerous methods to facilitate V2X deployment and significantly reduce road accidents. Encouragingly, the USDOT plans to equip 25% of all major intersection with smart infrastructure by 2026, with many more deployment planned in the following years.[iv] This offers hope for breaking the cycle of hesitation surrounding V2X adoption. With continued efforts, safer roads may soon become a reality for all.

[i] https://www.its.dot.gov/research_areas/emerging_tech/pdf/Accelerate_V2X_Deployment.pdf

[ii]https://crashstats.nhtsa.dot.gov/Api/Public/Publication/813060#:~:text=There%20were%2036%2C096%20people%20killed,2018%2C%20or%20739%20fewer%20fatalities.

[iii] https://itsa.org/wp-content/uploads/2024/02/ITS-America-V2X-Decoded-Final_2.24.pdf

[iv] https://www.its.dot.gov/research_areas/emerging_tech/pdf/Accelerate_V2X_Deployment_summary.pdf

The post 6 most effective ways to accelerate V2X deployment and break the “chicken and egg” cycle first appeared on Autotalks.

In the last years, OEMs are investing huge efforts, and even changing their organization structure, to transform their vehicles into a smartphone-like product. That Software Defined Vehicle (SDV) holds the promise to update the vehicle operation, before and after the vehicle is on the road, using an app store concept. The OEMs aim to enhance safety and comfort for vehicle occupants throughout the vehicle’s lifetime. In return, the OEMs expect to shorten and simplify the development cycle while gaining the ability to charge the car owner for the new features.

The new vehicle architecture impacts all components, and V2X is no different. Today, V2X is considered part of the connectivity domain. This was the most logical decision since V2X is a wireless element used for alerts without impacting core safety functions. Now, a transformation is needed.

SDV is all about connectivity. The SDV software architecture is divided into 3 main layers: The lower layer contains all the real-time and safety elements, applying up to ASIL D functional safety. Above that, the on-board environment runs non-real-time operating system. This layer may include an ASIL B functional safety island for some safety functions, but its essence is not safety. The SDV transformation lies with that layer, which also interacts with the third layer – cloud off-board services.

The general preference is pushing functions up “north”. In other words, implementing functions as non-real-time in the on-board environment instead of the real-time domain. However, V2X is going the opposite direction – “south”. V2X is a safety sensor, with strict real-time constraints to assure data freshness, and a need to apply functional safety to be used to brake the vehicle in emergency situations.

The open on-board environment contains isolation schemes, like hypervisors. Still, the risk of having safety functionality be impacted by non-safety functionality limits the safety content in the on-board environment. Specifically, isolating and preventing common resources between connectivity-related and safety functions.

So, what is the impact on V2X?

• V2X should be isolated from the connectivity domain. It may physically be located in a Telematics Control Unit (TCU), but even then, it should be logically isolated. Only a standalone V2X chip, as offered by Autotalks, can fulfil this requirement.
• Cloud data should not be used to control the vehicle – Only direct communication V2X should control the vehicle. Cloud data can be used for displaying warnings, and configuring setting for controlling the vehicle, but controlling the car would imply a major change in the software architecture, which contradicts the essence of SDV.
• The value of V2X can be continuously enhanced using SDV. SDV’s ability to add and update functionality can be leveraged to V2X. For example, a new accident scenario can be added, once the development and testing are completed. An existing scenario can be improved if drivers wish to get an earlier alert.

SDV will create safer and smarter cars. V2X will create safer roads for all road users. The combination of both is essential, yet requiring careful consideration and planning.

The post How Software Defined Vehicle (SDV) impacts V2X? first appeared on Autotalks.

Exploring the evolution and hurdles of V2X (Vehicle-to-Everything) communication is a fascinating journey that offers valuable insights into the challenges of establishing a new market based on a clear significant need – safer roads. V2X suffered delays despite the promise to reshape the landscape of transportation and road safety.

The Early Days of V2X: Vehicle-to-Everything communication, otherwise referred to as V2X, set out to create smarter, safer roadways. The technology primarily focuses on enabling vehicles to communicate with each other and with infrastructure, sharing basic information like the vehicle’s location, speed and trajectory.

V2X was initially based on the DSRC (Dedicated Short-Range Communication) protocol, operating in the 5.9 GHz frequency band. In the 1990’s the FCC allocated 75 MHz of spectrum for the use of Intelligent Transportation System (ITS). A portion of this spectrum is still allocated today for V2X applications.

Enabling the V2X technology: As early as 2008, pioneer semiconductor company, Autotalks, began designing the first dedicated V2X chipset. Several years later, the first-generation chipset was finalized, heralding the commencement of an extensive phase of industry field tests. The technology garnered significant interest during this testing period, ultimately culminating in its approval and widespread deployment.

V2X regulation: In December 2016, the U.S. Department of Transportation (DOT) proposed a rule that would require all new light-duty vehicles to be equipped with DSRC technology. The proposed mandate aimed to establish a communication standard for V2X communication. The proposed mandate lost momentum following the change in leadership to the Trump administration.

In Europe, the European Commission has been actively promoting V2X for over a decade. The Intelligent Transport Systems (ITS) Directive was adopted in 2010, and the C-Roads platform, which incorporates V2X technology, was launched in 2016.

In 2017, the cellular ecosystem got involved in the V2X market and created a competing protocol call C-V2X. C-V2X enables communication among vehicle, infrastructure, and the network directly and over cellular networks, using both 4G LTE and 5G technologies. This later led to the inception of hybrid communication, which combined direct and cellular.

Integration with Traffic Infrastructure: At the earlier stages, V2X allowed basic, yet useful applications with traffic infrastructure. Traffic signal optimization, adaptive traffic management, and prioritizing emergency vehicles are just some of the applications that contributed to more efficient traffic flow. The AI evolution helped to introduce smart intersections which used camera to detect all road users in the intersection, and using V2X add those to the safety network in order to enhance the safety benefit of the early-day adoption of the technology.

The beginning of widespread V2X deployment:  Automakers globally started integrating V2X technologies into their vehicles. Volkswagen is responsible for giving V2X a big push forward, equipping its Volkswagen Golf and entire EV lineup with V2X. Cadillac was the first to launch V2X in the US.

V2X Today: In the contemporary automotive landscape, many OEMs are developing solutions for future inclusion of V2X technology. From 2023, EuroNCAP grants up to 10 safety assist points for vehicles implementing Local Hazard Warning using V2X, giving the technology another push forward.

Next Generation of V2X: V2X 2, the new generation of V2X technology, offers advanced safety features such as cooperative perception, allowing V2X equipped vehicles share information about non-V2X- equipped cars, with nearby vehicles. V2X 2 also supports 5G V2X and works with the vehicle’s ADAS to enable automatic braking. V2X 2 will take road safety another giant leap forward and truly offers a new era of safer roads.

Conclusion: The journey of V2X technology from its inception to the present day reflects a remarkable resiliency and dedication in the pursuit of safer, more connected transportation systems. The delay in the V2X market prevents avoiding many accidents that could have been prevented.  The cost to society is too high to bear. That motivates Autotalks to stay committed to promote V2X to shape the future of mobility. The collaborative and persistent efforts of industry stakeholders ensure that its impact will only grow in significance, promising a safer and more interconnected transportation landscape for years to come.

The post The Journey of V2X from Inception to Today first appeared on Autotalks.

Several years ago, Autonomous Vehicles (AVs) were promised to be common today, but they can rarely be spotted. Level 3 vehicles were just introduced by Mercedes^[1]. Several hundred Level 4 robotaxis are operating globally. Recently, several manufacturers had scaled back plans for self-driving technology.

Any V2X supplier is no stranger to mass deployments delay. But while V2X suffered from regulatory uncertainty, AV introduction is delayed mostly from the inability to assure correct operation under any condition. Covering all corner cases turned out to be a much greater challenge than anticipated.

AVs are trained in myriad different scenarios. But still, failing to train a specific object in a specific scenario may lead to a fault.

V2X is a unique vehicular sensor. It is the only sensor that doesn’t require training. V2X information is clearly describing the object properties. The information doesn’t depend on any external factor, hence applicable in any scenario.

The corner cases for visual perception were categorized in a research^[2]. All failure cases are irrelevant to V2X except object level anomaly, where an unknown object appears on road. V2X operation is deterministic in any scenario, lighting, weather, or presence of other objects. The table below lists the main corner case categories, sorted on ascending risk level:

AV developers continue to expand the training set to cover as many as possible corner cases. History has taught us that this is a complex task. Can 100% certainty be achieved? Given the declining investments in AV, can that be funded?

V2X is also solving the interaction of AVs with first responders, namely police forces, ambulances, and firefighters, and even regular vehicles in some cases. Other sensors are limited and subject to assumptions about the nature and shape of interactions. 

V2X is very valuable to AVs. It can accelerate the maturity of AVs. But then a question typically emerges: “How can AV rely on V2X if it’s not in 100% of the vehicles?”. That should be answered with “V2X will be aware of 100% of the vehicles sooner than you might think.  Thanks to cooperative perception, that can be achieved with V2X deployed in 10% of the vehicles.”

The timeline of AV and V2X seems to match anyhow.  If OEMs will make V2X a key element of the AV architecture, they will have additional motivation to accelerate V2X deployment, and by that elevating AVs reliability, accelerating AVs deployment, and eventually making AVs affordable.

[1] https://group.mercedes-benz.com/innovation/product-innovation/autonomous-driving/drive-pilot-nevada.html

[2] Systematization of Corner Cases for Visual Perception in Automated Driving by Jasmin Breitenstein, Jan-Aike Termohlen, Daniel Lipinski and Tim Fingscheidt. 2020 IEEE Intelligent Vehicles Symposium (IV)

The post Want Reliable AV? Promote V2X first appeared on Autotalks.