Vehicle-to-everything (V2X) technology connects all road users to enhance road safety and improve traffic efficiency through direct communication. Network-based communication, or vehicle-to-network-to-everything (V2N2X), aims to support some V2X use cases by transmitting data through the cellular network to multiple cloud servers.

Examining the ethical aspects of both V2X and V2N2X provides new insights into their respective characteristics.

Privacy

Ethical implementation of these technologies necessitates strong measures to anonymize data and prevent unauthorized access, ensuring that data is solely used for safety and efficiency and not for surveillance or commercial purposes without consent.

V2X is designed with these requirements in mind, using random and frequently changing identifiers for road users. Data is not stored and cannot be accessed from the internet. In contrast, V2N2X has inherent privacy challenges, as it involves linking personal identities and exchanging data through multiple cloud servers.

Cybersecurity

Vehicular communication must protect against cyberattacks that could lead to malicious vehicle control, traffic disruptions, or accidents. V2X incorporates robust cybersecurity measures, but proving security is essential. Every V2X device should comply with stringent global certification standards, such as the Common Criteria, which ensure rigorous testing against cyber threats and adherence to secure development protocols.

V2N2X, however, lacks defined certification schemes, largely due to the impracticality of certifying its complex design and, thus, the inability to prove the security.

Safety

Vehicular safety systems need to be highly reliable to prevent malfunctions that could lead to accidents. Initially, V2X operations are limited to issuing warnings. By the end of the decade, V2X is expected to be capable of applying brakes automatically, improving safety as the system learns from other sensors.

V2X systems must undergo stringent safety certification, ISO 26262, to minimize failure rates and ensure early detection of potential issues. V2N2X, lacking the ability to obtain ISO 26262 certification, will not be authorized for automatic braking, thus limiting its full potential compared to V2X. 

Equity

The technology should be affordable for everyone. The total cost of technology includes both initial equipment costs and ongoing expenses. V2X data transmission is free, allowing vehicles to benefit from it throughout their lifespan.

Vehicles cannot use drivers’ cellular phones for safety applications due to technical and liability concerns, so V2N2X would require subsidizing the vehicle’s cellular communication. Currently, car manufacturers cover connectivity costs for new vehicles, but there is no sustainable business model for maintaining vehicle connectivity throughout its entire life. Equity considerations require that older vehicles should support safety technology, but V2N2X cannot guarantee this.

Access

The technology should be universally accessible, regardless of the road user’s location. People in rural areas deserve the same safety standards as those in urban areas. V2X operates consistently, anywhere, and at any time. However, V2N2X relies on mobile network deployment, and unfortunately, coverage in rural areas is often limited, resulting in unequal access to safety features.

Regulatory frameworks

A clear and comprehensive regulatory framework should govern the development, deployment and use of V2X technology. Established standards facilitate a fair market and foster a diverse ecosystem of suppliers. Car manufacturers cannot initiate a widespread deployment without a long-term, reliable framework.

V2X standards are mature after a decade of development, with multiple suppliers demonstrating interoperability at industry events. Certification programs are in place, and regulatory frameworks are well-established. In contrast, V2N2X is still in its early stages, and these standards and frameworks are not yet developed.

In conclusion, evaluating these ethical aspects helps align the technologies with societal values, maximizing benefits while minimizing potential risks and harms. V2X meets ethical requirements effectively, whereas V2N2X falls short in key areas.

The post Navigating the Ethical Dilemmas of Vehicular Communication for Transportation Safety first appeared on Autotalks.

Vehicle-to-everything (V2X) communication is a vehicular sensor that collects data from nearby road users by exchanging wireless information to prevent accidents that no other sensor can detect, specifically risks from hidden road users located around the corner or behind another vehicle. V2X is designed for real-time safety by ensuring the integrity of the wireless connectivity, the authenticity of the messages and the accuracy and freshness of the information.

The V2X system is illustrated with the relevant elements in the vehicle architecture. Although there are slight variations, the core concept of a V2X system remains the same for all road users, including trucks, cars, motorcycles and eBikes.

The V2X system consists of three primary subsystems: wireless, security and processing. These subsystems interact with four key systems within the vehicle: ADAS, which receives data on detected road users from V2X; the head unit, which receives warnings from V2X; vehicle data, which is transmitted via V2X; and positioning.

Wireless subsystem

Many people consider the wireless subsystem to be the entirety of the V2X system, but this is a limited perspective. The wireless subsystem converts signals from the antennas into data. Due to the popularity of full glass roofs, two 5.9-GHz V2X antennas, typically placed at the front and rear of the roof, are required to ensure consistent, 360° wireless coverage. These antennas are connected to an RF front-end module (FEM). In cases where the cable between the antenna and FEM exceeds 4 meters, an additional FEM is needed at the antenna to compensate for cable attenuation. The FEM is a monolithic device that includes a power amplifier for amplifying the transmitted signal and a low-noise amplifier for amplifying the received signal.

The FEM is connected to the RF transceiver, which down-converts the received signal to a baseband signal and up-converts the transmitted signal by adding a 5.9-GHz carrier. The RF transceiver has two independent paths, one for each antenna. The modem controls the gain and functionality (transmit or receive) of both the FEM and the RF transceiver.

The modem receives the baseband signals from both antennas and demodulates the incoming bits. For optimal receiver performance, the signals from the two antennas need to be combined. The receiver tracks the wireless channel to compensate for the rapid movements of the transmitting and receiving vehicles, as well as reflections from metal objects between them (i.e., multipath). The quality of this equalization determines the practical communication range. High-quality implementations can consistently achieve ranges exceeding 1 km on highways and 400 meters at obstructed urban intersections in real-world measurements.

The modem must support all V2X wireless technologies. DSRC (IEEE802.11p) is based on Wi-Fi and is deployed in European road infrastructure and Volkswagen vehicles, continuing to be used as a legacy system. LTE-V2X (3GPP Rel. 14/15) is used in the U.S. and China. The latest technology, 5G-V2X (3GPP Rel. 16/17), is aimed at enabling new services in Europe. Unfortunately, these technologies are neither backward-compatible nor capable of coexisting with each other, necessitating a full implementation of all. Integrating all technologies into a single chip complicates the design but enhances system performance and cost efficiency. This integration is particularly beneficial when multiple technologies need to operate concurrently, as planned in Europe for DSRC and 5G-V2X.

Security subsystem

The security subsystem consists of the security stack within the processing system along with dedicated hardware components. The hardware-secure module (HSM) stores the private keys used to sign messages. Protecting the HSM is crucial, as the integrity of these keys underpins the trustworthiness of the messages. The signature algorithm used in Europe and the U.S. is based on the elliptic-curve digital-signature algorithm, whereas China employs local algorithms. Additionally, security certification is region-specific, necessitating the HSM to pass three certifications: the Federal Information Processing Standard in the U.S., Common Criteria in Europe and the Office of State Commercial Cryptography Administration in China. Another key hardware component in the security subsystem is the verification engine. Because verifying signatures is computationally intensive and thousands of messages need to be verified per second, a dedicated hardware engine is necessary. For enhanced protection of information exchange, it is preferable to integrate the security subsystem with the processing subsystem.

Processing subsystem

The processing subsystem can operate on a dedicated CPU for maximum isolation and security or share a CPU with other functions. The more vehicle safety decisions rely on V2X, the greater the need for isolation, particularly from the telematics processor, which also communicates with the cloud and is exposed to more attack vectors. The V2X stack is responsible for composing transmitted messages and decomposing received ones. The format of these messages varies by region, requiring interoperability tests for each specific region.

The transmitted message embeds the latest positioning information from the positioning system and relevant vehicle data, such as speed, heading and acceleration. Accurate positioning is crucial for reliable warnings, as it reduces the probability of false warnings and missed true warnings. Therefore, the most accurate positioning technology should be used, such as an L1/L5 dual-band GNSS receiver, augmented by visual cues or other algorithms. The vehicle data is obtained from the vehicle bus.

V2X applications are responsible for issuing safety warnings related to infrastructure information, such as road work ahead or traffic light timing, as well as warnings about other road users, such as a bicycle crossing an intersection or a vehicle stopped in the lane. Currently, a single CPU handles both the V2X stack and applications, with warnings forwarded to the head unit. In the future, ADAS will process V2X data like any other vehicle sensor data, receiving information about road users from the V2X stack and fusing it with detected objects from other vehicle sensors.

System variation

The partitioning of V2X subsystems can differ across various system designs. For instance, a system designed for a specific region with a single radio may differ from a global system that integrates multiple radios. Another example is a system intended to support ADAS, where V2X would be separated from other non-safety elements, including processing. System integration and testing efforts, as well as risk considerations, can also influence the partitioning. Therefore, maximum flexibility is required to meet diverse system and regional demands.

The post The Essentials of a V2X System first appeared on Autotalks.

Keysight delivers combined security and functional testing expertise

Keysight’s ongoing collaboration with innovative automotive vendors paves the way for future security standards compliance

SANTA ROSA, Calif., September 13, 2024–(BUSINESS WIRE)–Keysight Technologies, Inc. (NYSE: KEYS) announces that its device security research lab, Riscure Security Solutions, has successfully worked with Autotalks to test the security of a vehicle-to-everything (V2X) communication solution under the Common Criteria certification program. This achievement marks the first V2X chipset with an embedded hardware security module to receive Common Criteria certification.

Read more on Yahoo Finance

The post Keysight and Autotalks Advance Vehicle-to-Everything Automotive Security with Standard-Influencing Security Evaluation first appeared on Autotalks.

V2X is designed for real-time safety by ensuring the integrity of the wireless connectivity, the authenticity of the messages and the accuracy and freshness of the information.

Vehicle-to-everything (V2X) communication is a vehicular sensor that collects data from nearby road users by exchanging wireless information to prevent accidents that no other sensor can detect, specifically risks from hidden road users located around the corner or behind another vehicle. V2X is designed for real-time safety by ensuring the integrity of the wireless connectivity, the authenticity of the messages and the accuracy and freshness of the information.

The V2X system is illustrated with the relevant elements in the vehicle architecture. Although there are slight variations, the core concept of a V2X system remains the same for all road users, including trucks, cars, motorcycles and eBikes.

Read more on EE Times Europe

The post The Essentials of a V2X System first appeared on Autotalks.

Keysight vehicle-to-everything test solution enabled rigorous physical layer testing ensuring reliable, interference-free communications

SANTA ROSA, Calif., August 06, 2024–(BUSINESS WIRE)–Keysight Technologies, Inc. (NYSE: KEYS) enabled the first 3rd Generation Partnership Project (3GPP) Release 16 (Rel-16) sidelink radio interoperability test between the Ettifos SIRIUS 5G-V2X sidelink platform and the Autotalks SECTON3 5G-V2X chipset through the Keysight PathWave Signal Generation for NR-V2X and X-app for 5G NR V2X Modulation Analysis Measurement Application.

Read more on Yahoo Finance

The post Keysight, Ettifos, and Autotalks Make First 3GPP Release 16 Sidelink Radio Interoperability Connection first appeared on Autotalks.

Vehicle communication with V2X holds the promise to improve driver safety and comfort. There are two main approaches: Vehicle-to-everything communication (V2X), which uses a dedicated channel to directly exchange information between nearby road users, without involving the cellular network, and network communication, also known as V2N2X, which uses the cellular network to exchange information via multiple clouds. Hybrid communication combines both V2X and network communication.

Read more on EE News Automotive

The post What is the right vehicle communication technology for safety? first appeared on Autotalks.

Vehicle-to-everything (V2X) communication makes it possible for vehicles to communicate with one another and with the environment. This technology is revolutionizing road safety by enabling drivers to know about dangers ahead without visibility.

On this front, a draft USDOT (U.S. Dept. of Transportation) V2X deployment plan is focused on signalized intersection deployment. These intersections operate with the assistance of a traffic signal, and they cyclically assign the right-of-way to a movement or combination of movements. As suggested by the ITS America deployment plan, signalized intersections provide a foundation for V2X deployment, including poles, power, electronics cabinets, and, in many cases, backhaul communications.

Read the article on Electronic Design

The post Navigating the Road to Safer Intersections: What’s the Impact of V2X Infrastructure? first appeared on Autotalks.

The Rolling Wireless RX135x is the first 5G V2X module based on the Autotalks Secton3 for customer programmes with Start of Production (SOP) in 2026.

Rolling Wireless is also actively developing a V2X module based on Autotalks’ next-generation Tekton3 chips for e-bike market needs in addition to the vehicle needs.

“We are thrilled to collaborate with Autotalks to bring the first complete 5G-V2X solution to market,” said Andreas Kohn, COO at Rolling Wireless. “Our combined strengths position us as the ideal partners for automotive, e-bike, and road infrastructure manufacturers seeking robust and future-proof V2X solutions.”

Yuval Lachman, Autotalks’ VP Business Development Europe and US, added, “Our joint efforts with Rolling Wireless help bring the next generation of V2X technology to the entire ecosystem. The RX135x module brilliantly demonstrates the capabilities of our SECTON3 chipset, and its availability represents a significant milestone on the path to safer and more efficient road transportation for everyone.”

The Secton3 and Tekton3 are the first to support all four V2X sidelink communication standards: LTE-V2X, IEEE 802.11p (DSRC), 5G-V2X, and 802.11bd. In addition to 5G-V2X operation, they enable the concurrent use of two radio technologies (such as DSRC + 5G-V2X). This allows the integration of 5G-V2X while preserving compatibility with legacy technologies in existing installed bases.

The Rolling Wireless RX135x is a dual-mode V2X module supporting both legacy (LTE-V2X/DSRC 802.11p) and next-generation technologies (NR-V2X/DSRC 802.11bd). It allows single-channel as well as concurrent dual-channel operation. The module can be connected either to a Rolling Wireless 5G Network Access Device (NAD), using the NAD’s application processor, or to any external host processor to run the V2X stack and applications.

Read on eeNews Europe

The post Rolling Wireless to use Autotalks 5G V2X chips first appeared on Autotalks.

Vehicle-to-everything communication (V2X) has a unique ability to prevent accidents between obstructed road users. While the safety benefits are undeniable, it fails to break the chicken-and-egg vicious cycle: Why add V2X if no one else has it?

Modern vehicles are very safe. Drivers have a strong sense of protection. This feeling of assurance can dissipate in two main cases: the fear of getting smashed by a truck, and the fear of hitting a two-wheeler or a pedestrian, collectively called vulnerable road users (VRUs).

VRUs are hardly physically protected, making them susceptible to serious injuries in the event of an accident. To elevate their protection level, bicyclists and motorcyclists are the road users most likely to purchase safety devices. However, it is hard to expect two-wheelers to lead the V2X adoption while automakers aren’t hurrying to deploy.

When a truck driver and a passenger car are involved in a fatal accident, the truck driver has an extremely low probability of dying, just 3 percent. Nevertheless, no truck driver wants to be involved in an accident. On top of the mental impact, an accident can cost the driver his job and the operator severe monetary damage. Considering the high truck cost, adding V2X is just a drop in the bucket.

Read the full article on Automotive News Europe

The post Are trucks the first domino piece in V2X deployment? first appeared on Autotalks.

What you’ll learn:

• How V2X technology can save lives.
• The various ways V2X can help reduce cost.

Vehicle-to-everything (V2X) communication enables vehicles and other road users to communicate with one another and their environment.

The technology complements the information coming from other sensors, specifically in non-line-of-sight scenarios, rough weather, or poor lighting conditions. It significantly improves overall road safety, effectively coordinating vehicles, self-driving cars, motorcyclists, cyclists, and pedestrians.

In 2016, the NHTSA published an analysis on the safety potential of vehicle-to-everything comms while proposing to mandate V2X in all new passenger cars. The proposal was recently withdrawn, but its insights still serve as a solid reference. It showed that V2X would save an estimated 987 to 1,366 lives and 305,000 to 418,000 injuries per year.

While these numbers are impressive and rarely achievable with other new safety features, people familiar with the potential of V2X must be puzzled as to why the estimated value was so low. The main reason is that only two intersection warnings were analyzed: Intersection Movement Assist (IMA) and Left Turn Assist (LTA) between two vehicles.

Read the full article on ElectronicDesign

The post What is the Economic Value of V2X in the U.S.? first appeared on Autotalks.