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.

Read the full PR on Yunex Traffic’s website

The post Yunex Traffic and Autotalks Announce Enhanced Privacy and Security Capabilities in V2X Roadside Units first appeared on Autotalks.

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.

Autotalks, a pioneer in V2X (Vehicle-to-Everything) communication solutions, is launching a new integration-ready micromobility product line, aimed at protecting Vulnerable Road Users (VRUs) by integrating them into the V2X safety network. This product range is set to significantly reduce bike and scooter accidents by fostering mutual awareness between drivers and cyclists, addressing the critical issue that 75% of bike and scooter accidents are caused by drivers not noticing cyclists.

TEKTON3-BIKE is a fully integrated 3rd generation System on Chip (SoC) meticulously crafted for e-bikes and e-scooters, tailored to address the unique challenges they face on the road. As a micromobility-specific adaptation of the company’s flagship TEKTON3-AUTO chipset, this comprehensive V2X solution is designed to bolster cyclist safety by mitigating the most prevalent accident scenarios, particularly at intersections and bustling urban environments.

The product offers a wide range of key features, catering to bike manufacturers seeking to outfit their bikes with the most advanced collision prevention technology while minimizing development effort and cost. These features include built-in V2X firmware, specifically dedicated to micromobility safety use cases, such as “Intersection Collision Warning” (ICW) and “Rear Collision Warning” (RCW), with customization and expansion capabilities, comprehensive security, and global compatibility.

Building on the foundation of the TEKTON3-BIKE chipset, Autotalks is introducing ZooZ3, a 3rd generation V2X bicycle safety device designed for effortless installation on handlebars. ZooZ3 functions as a reference platform for micromobility, targeting large-scale pilots, and promptly alerting cyclists when they are in danger. With easy installation, the device brings V2X capabilities to any bicycle or scooter. Furthermore, customers can make use of Autotalks’ ZooZ App for smartphones. Cyclists will be able to receive real-time alerts from the bike V2X system on their screens, enabling them to respond swiftly to potential road hazards. The app’s user-friendly interface can serve as a model for safety user interfaces for bike computers integrating V2X. The V2X functionality itself is not intended for smartphones, but rather for specialized cycling devices equipped with the necessary hardware and software.

“We are delighted to introduce our solutions for micromobility based on our 3rd generation chipset,” said Hagai Zyss, CEO of Autotalks. “The vision of zero accidents can only be achieved by safeguarding cyclists and other vulnerable road users. This is why we have dedicated ourselves to integrating them into the V2X network and developed this integration-ready product line, which meets all the needs of cyclists at an attractive price point, ensuring that every cyclist can benefit from this superior protection on the road.”

The post Autotalks Launches New V2X Product Line for Cyclists and E-Scooter Riders 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.