This trial demonstrated the technological proof of concept of the Eye-Net solution on a large scale, marking an important milestone for the company as it transitions from technology to product and commercialization.

During the six-day trial, the Eye-Net system provided real-time alerts to users about five events which were considered potentially unsafe by the system.

The Eye-Net system operated on a variety of iOS and Android-based cellular phones and was fully functional during the trial. Thousands of users from Israel and around the globe participated in the trial, having travelled for more than an aggregate of 750,000 kilometers and 35,000 hours. The following components of the Eye-Net solution were tested during the trial: client side, server side, algorithms, system architecture and tools.

The system demonstrated stability and the ability to handle data transfer, supported a wide geographic distribution of users, optimized low latency times, and demonstrated compatibility with a variety of smartphones and operation systems, thus meeting the pre-defined objectives of the trial.

All real-time data collected from thousands of users during the trial by a monitoring and control infrastructure will assist in the completion of Eye-Net’s software development kit (SDK) configuration. An SDK configuration will allow Eye-Net Mobile to integrate its solution and functions with leading location-based applications, such as navigation, ridesharing, parking and fitness applications, and will enable rapid market penetration and commercialization. Eye-Net’s SDK configuration will be ready to serve hundreds of thousands of users by early 2020, and millions of users by the end of 2020.

C-V2X serves as the foundation for vehicles to communicate with each other and everything around them. Long-term evolution-vehicle to everything (LTE-V2X), a C-V2X technology defined by the third-generation partnership project (3GPP) in its release 14 standard, supports side-link and vehicle-to-vehicle (V2V) communications using PC5, LTE’s direct interface.

GOHIGH successfully used Keysight’s C-V2X measurement solutions, including N7626C Signal Studio for V2X and N9080EM4E X-Series Measurement Application for LTE V2X, to validate the radio frequency (RF) performance of the company’s DMD31 LTE-V module. This enabled GOHIGH to accelerate commercial readiness of connected car applications.

The collaboration between Keysight and GOHIGH enables manufacturers of LTE-V standard-based chipsets, devices, as well as on-board units (communication devices mounted on vehicles) and roadside units (communication infrastructure located on the roads), to validate the radio frequency (RF) performance of the PC5 interface. This ensures reliable deployment of C-V2X technology. Users of Keysight’s software-rich and integrated C-V2X solutions can quickly validate LTE-V RF measurements from early R&D to design verification test (DVT) and manufacturing.

Keysight’s E6953ADSRCV2X Test Solution enables full test automation of OmniAir Consortium WAVE-DSRC test cases based upon standards SAE J2945/1, IEEE 802.11p, IEEE 1609.2, IEEE 1609.3, and IEEE 1609.4.

Roadside units along the highway will feature GNSS receivers acting as reference stations, sending out continuous positioning corrections. Onboard GNSS units will use these corrections together with built-in quality indicators to calculate trustworthy, sub-decimeter positioning. They will also provide precise timing for syncing the multitude of sensors onboard these “smart vehicles”.

The Advanced Interference Mitigation (AIM+) technology shields Septentrio receivers from interference. On a highway, an increasing number of trucks are equipped with illegal jamming devices to avoid road tolling. These jamming devices can interfere with GPS signals used by other vehicles and infrastructure.

Smart Highway is a project of the Flemish government which is coordinated by imec, a world-renowned research and innovation hub of nano-electronics and digital technology. Septentrio, Toyota, Ericsson and Telenet are contributing industry partners for the project, while UAntwerpen, UGent, among others are research partners. On the European level the CONCORDA project supports research and development of automated vehicle technology and infrastructure in Germany, Spain, France, Netherlands and Belgium.

C-V2X technology can help make streets safer with vehicles that will be able to “talk” and “listen” to each other, pedestrians, cyclists and traffic lights, and supports the development of autonomous driving.

This commitment demonstrates Ford’s drive to accelerate the commercial deployment of C-V2X wireless communication technology and follows the company’s plan to deploy C-V2X technology in all new Ford models in the United States beginning in 2022.

This month, Ford began testing its C-V2X-based driver-assist technology combined with Multi-access Edge Computing (MEC) technology in Shanghai. MEC technology moves to cloud computing to the roadside infrastructure to enhance latency and reliability. During the tests, Ford vehicles equipped with C-V2X will be able to interact with a variety of road users – including pedestrians and vehicles without C-V2X capability – via cameras from roadside infrastructure. This will provide Ford vehicles equipped with C-V2X with more comprehensive safety measures even before C-V2X is widely utilized.

This project will be the latest in a series of tests Ford has conducted in China to assess the performance of C-V2X technology operating in vehicles, with the goal of seeing it adopted.

V2X-Locate was developed by Cohda Wireless to solve the problem of accurate vehicle positioning where GNSS (GPS) systems usually perform poorly, for example in urban canyons, underground carparks and tunnels. Four of Cohda’s Road-Side Units (RSU’s) were positioned at intervals inside the tunnel and following a range of tests, Cohda’s V2X-Locate solution was proven to be able to locate a vehicle moving through the tunnel with a high degree of accuracy.

The trial paves the way for the introduction of reliable Cooperative Connected Automated & Automated Mobility (CCAM) and Cooperative Intelligent Transport System (C-ITS) technology services in tunnels which make up 1400 kilometres of Norway’s roads.

Unex’s 2nd generation product architecture is completely modular and can be implemented either as a standalone global V2X communication unit, or into a complete telematics unit. Unex’s V2X SOM is a physically isolated global V2X solution that ensures domain separation between safety (V2X) and telematics (V2N) domains. The physical isolation of the V2X subsystem from the cellular NAD is instrumental for ensuring reliable and secure operation of the safety system. Unex’s V2X SOM is aimed to enable V2X on various telematics platforms, and implements the isolated global V2X subsystem as in Autotalks-MediaTek joint reference design announced by the companies in Mobile World Congress (MWC) 2019.

In addition to hardware modularity, Unex’s 2nd generation enables ease of V2X software development through its homegrown V2Xcast technology. Previously, V2X protocol software had to be built and verified per platform per project, resulting in a duplicated effort, risk and cost. With Unex intuitive V2Xcast solution, V2Xcast provides a ready-to-use V2X communication services for V2X applications. By utilizing V2Xcast, application developers can merely focus on the application development without worrying the underlying communication technology. Customers can significantly cut time-to-market with less development and testing cost. With single software development effort, customers will be able to deploy Unex’ systems anywhere in the world.

C-V2X is set to become a central force for innovation in the automotive market, providing the platform which will enable vehicles to communicate with each other and with everything around them. Originally defined as LTE V2X in 3GPP Release 14, which was completed in June 2017, C-V2X provides one solution for integrated V2V, V2I and V2P, and V2N operation. The shorter-range V2V, V2I, and V2P modes support direct communication without necessarily relying on network involvement for scheduling, whilst the longer range V2N mode will deliver network assistance and commercial services requiring the involvement of a Mobile Network Operator (MNO). The data throughput and latencies provided by 5G are critical to the performance of autonomous vehicle applications and hence C-V2X is designed to be fully compatible with 5G technologies.

Keysight and Nordsys have signed a license agreement at the Mobile World Congress in Barcelona that enables Keysight’s test solutions to include central software components from Nordsys for testing V2X systems. The partnership includes test solutions for long-term evolution-vehicle (LTE-V), as well as 5G in the future.

OEMs and suppliers will receive a V2X test platform that meets all the requirements of the automotive industry for comprehensive testing. Combining Keysight’s C-V2X Test Solution with the modular and proven waveBEE stack equips customers for future applications and transmission technologies, such as hybrid communication.

Keysight’s C-V2X Test Solution addresses the protocol test and functional test of both key interfaces: Uu and PC5. The foundation of the solution is the proven Keysight UXM 5G platform which supports R14 LTE-A C-V2X end-to-end design and test enabling the automotive industry to accelerate C-V2X product design development from the physical layer to the application layer and across the entire workflow from simulation, design, and verification.

Geely presented its four steps G-Pilot strategy for autonomous driving in 2018. Currently, its autonomous driving is at L2 and will now provide L3 services with 5G and C-V2X technologies in 2021 for selected brands.

Geely has accumulated a considerable amount of experience in intelligent systems, including front camera, front millimeter wave radar, 12 ultrasonic radars, and two 24G rear millimeter-wave radars. It is also at the forefront in forward-looking systems such as collision reduction system, ACC self-adaptive cruise system for reducing driving intensity, AEB system for avoiding accidents, as well as monitoring and reminding system with limited speed identification and fatigue detection.

Geely anticipates that future models released in 2021 will increase the demand for 5G and C-V2X on the basis of L2 and be equipped with L3 autonomous driving technology.

The Snapdragon Automotive 5G Platform with integrated C-V2X direct communication technology is designed to provide the low latency, high data speed, and reliable cellular connection coverage required for next-generation connected cars and autonomous driving.

Micron created a portfolio of ultra-small 8×9.5mm, 149 ball count multichip package (MCP) solutions with SLC NAND plus LPDDR4 rated at automotive temperature grade to pair with the Snapdragon Automotive 5G Platform, creating opportunities for immersive in-vehicle experiences and automotive safety.

Automotive companies face many challenges when deploying connected car solutions across countries. Each market has unique requirements and regulations, and it can be complicated for automakers to work across multiple network operators and vendors.

AT&T and Vodafone Business understand the complexity of global deployments and aim to address these challenges. The goal is to simplify the deployment process, improve operations, deliver innovative solutions, and make the network certification process easier.

The companies will prioritize projects to enhance safety, security and entertainment capabilities. Key areas of focus will be:

• 5G and autonomous vehicle technology
• V2X capabilities (vehicle-to-everything)
• In-vehicle entertainment
• Connected car applications and services
• Global service quality models
• Connected car/ smart cities intersection

AT&T and Vodafone Business each provide connected car services and products for the automotive, fleet and insurance industries. They integrate electronic and telematics systems into complex vehicles, both at the point of manufacture and beyond. Together, the companies bring more than 50 years of experience in the automotive industry. And they collectively work with nearly 50 global automotive brands and connect more than 43 million cars and trucks on the road today.

AT&T and Vodafone also are pioneering the future of transportation and autonomous driving:

Alliances: AT&T and Vodafone are board members of the 5GAA, a global, cross-industry organisation of companies from the automotive, technology and telecoms industries, working together to develop end-to-end solutions for future vehicular mobility and transportation services.

V2X: Vodafone has been testing C-V2X (Cellular-vehicle-to-everything) in Germany for the past two years, integrating C-V2X with adaptive cruise control, a driver assistance system that warns the driver about something happening on the road, and also automatically accelerates or brakes in response. These trials pave the way for autonomous driving.

Testing Facilities: In Germany, Vodafone has opened a 5G lab and test track to work with automotive companies to develop new transport innovations utilizing 5G. AT&T is a founding member and exclusive connectivity provider of the American Center for Mobility, an advanced automotive development proving ground near Detroit, Michigan.

Safety: AT&T is a founding member of Together for Safer Roads – a coalition of global, private sector companies focused on improving road safety and reducing deaths and injuries from car accidents.

Cellular Vehicle-to-Everything (C-V2X) Software System with Roadside Video Analytics for Road Safety and Traffic Management

ASTRI will demonstrate its C-V2X Software System that leverages capabilities such as rapid object recognition (e.g. pedestrians) and traffic situation detection. Using C-V2X technology, the system can detect imminent danger on roads, and issue real-time alerts like pedestrian crossing to drivers.  To minimize the latency, the video analysis algorithm is executed on ASTRI’s C-V2X Edge system, and the results are communicated between multiple C-V2X Road Side Units (RSUs) through direct Vehicle-to-Infrastructure (V2I) communications. This technology enhances road safety and traffic management and brings significant benefits to road users and ordinary residents.

The automotive industry is evolving toward connected and autonomous vehicles that offer many benefits, such as improved safety, less traffic congestion, reduced environmental impact, and lower capital expenditure. All vehicles share location, speed, and trajectory, enabling warnings regarding on-road dangers to be shared between drivers. Applications cover use cases such as vehicle-to-vehicle (V2V) communication, data exchange with roadway infrastructure (V2I), and interaction with vulnerable road users such as pedestrians (V2P). Data communication is implemented in the 5.8 GHz and 5.9 GHz intelligent transportation system (ITS) spectrum bands.

Rohde & Schwarz and Vector have announced the successful demonstration of a solution designed to configure and run traffic scenarios to comprehensively test the physical layer 3GPP Rel. 14 up to the application layer of C-V2X ECUs in a lab environment.

It was in the year 1868 that an English engineer named John Peake Knight invented the world’s first traffic light to help people move through a packed London junction that had become quite threatening for pedestrians because of the numerous horse-drawn carriages that were popular in those times. Moving forward 150 years to the present day at Ford, the company has issued a statement regarding its commitment to deploy C-V2X technology in their future vehicles.

C-V2X serves as a foundation for vehicles to communicate with each other and everything around them to ensure road safety along with plenty of other applications. C-V2X technology uses wireless signals to share a variety of road data with other vehicles in the surrounding such as the vehicle’s location, color of the traffic light, etc,. With this technology the driver will have a head’s up of what is ahead of them before they face it. C-V2X can also complement driver-assist technologies and the autonomous vehicles of the future which utilize on-board sensors. When vehicles are connected together, collisions, bottlenecks, lane change accidents and traffic jams can be avoided.

Ford’s move to deploy this technology builds on their earlier commitment to equip every model they release in the United States with traditional cellular connectivity by the end of 2019. C-V2X will work with Ford Co-Pilot360, their advanced suite of driver-assist and safety features standard across North America on new passenger cars, SUVs and trucks, including F-150, going forward.

For C-V2X to be completely functional, there must be a conductive regulatory environment in place due to which Ford has been working and coordinating with industry and government organizations to create such a technology-neutral environment. Ford is also inviting other automakers, infrastructure and road operators and other key players to work alongside and advance the momentum for C-V2X.

Kapsch extends communication capabilities of its RIS-9×60 roadside ITS station platform with C-V2X technology capabilities utilizing the Qualcomm 9150 C-V2X chipset solution since road operators rely on the data transmitted by the vehicles and automakers using different vehicle communication technologies, hence implementation of different roadside ITS station platforms is needed.

The superior linear output power and thermal management of the Qorvo FEM are essential to supporting the direct, real-time wireless safety communication system between vehicles, bicycles, pedestrians and infrastructure.

Qorvo’s QPF1002Q is designed specifically to work with the Qualcomm 9150 chipset, providing higher linear output power and improved efficiency for lower temperature operation in automotive applications. This higher power operation results in enhanced range, improved accuracy and higher reliability essential to intelligent, onboard communication systems needed for the connected car and autonomous driving. Qorvo’s FEM includes an HBT PA, PHEMT LNA and PHEMT switch, which combine to enable superior performance over competing technologies.

The QPF1002Q meets the stringent requirements of C-V2X, including 3GPP Release 14 specifications for PC5-based direct communications. Qorvo offers this part with full AEC-Q100 automotive qualification at grade 2 from -40°C to +105°C.

Instead, vehicles will in future communicate using the wide variety of different standards implemented by countries and vehicle manufacturers around the world.

Bosch has combined connectivity units and telematics units, which – individually – are only capable of a single transmission technology, to create an all-in-one central control unit for V2X data communication. Cars can then use the Wi-Fi networks available in cities, while elsewhere they can communicate using, for instance, cellular networks. The complex task of managing these diverse communication options is handled by a software solution from  Veniam. It continuously searches for the best transmission technology that suits the particular requirements and switches automatically between the available alternatives. The software therefore maintains continuous and seamless vehicle connectivity, ensuring cars can, for example, reliably alert one another to accidents and passengers can enjoy uninterrupted music streaming.

The software from Veniam is the connection enhancer for the connectivity unit from Bosch. As well as keeping an eye on which V2X communication technologies are currently available for use, the software also closely monitors the costs and data transmission latency of each alternative connection option, since not every technology is suitable in every situation. For example, when it comes to alerting a driver to another vehicle that is about to pull out in front of them from a side street, every millisecond counts. This kind of critical information must be communicated in real time using highly reliable technology that is always ready for use – even if that means the resulting data transmission costs are greater. Software updates from the cloud or a navigation system map update, on the other hand, can be put on hold in that sort of situation until a low-cost stationary Wi-Fi network becomes available. Large volumes of data can be transmitted via Wi-Fi in a short space of time, though a downside is that public or home Wi-Fi hotspots are not always available.

Widespread adoption of the V2X technology will prevent drivers from racing to beat the lights and improve air quality by reducing harsh acceleration or braking near lights. The goal is for the V2X revolution to create free-flowing cities with fewer delays and less commuter stress.

The connected technology is currently being trialled on a Jaguar F-PACE, as part of a £20M collaborative research project. Like all Jaguar or Land Rover vehicles today, the F-PACE already boasts a wide range of sophisticated Advanced Driver Assistance (ADAS) features. The connected technology trials are enhancing existing ADAS features by increasing the line of sight of a vehicle when it is connected via the internet to other vehicles and infrastructure. GLOSA is being tested alongside a host of other measures to slash the time commuters spend in traffic.

The advanced technology builds on the connected systems already available on the Jaguar F-PACE such as Adaptive Cruise Control.

The test results show that Cellular Vehicle-to-everything (C-V2X) direct communications technology outperforms 802.11p/DSRC. With a natural evolution path towards the low latency and high bandwidth benefits of 5G NR, C-V2X also demonstrated superior performance in several dimensions, including the following:

• Enhanced reliability over extended communications range
• Better non-line-of-sight performance
• Greater resiliency to interference (e.g. arising from other devices)

These performance advantages are particularly important in the most difficult environments such as non-line-of-sight scenarios (e.g., around a corner, highway queue forming etc.), where resident onboard sensors and radars have certain limitations.

The design and execution of each experiment were set up to ensure that environmental conditions, radio frequency parameters, system integration details and physical structures were consistent when comparing 802.11p/DSRC and C-V2X direct communications.