Source: Traffic Technology Today

Michigan-based developer of connected car and automotive electronics systems Danlaw Inc. has revealed its role in New York City’s Connected Vehicle Pilot project; one of the US Department of Transportation’s (USDOT) three CV Pilot Deployment Sites.

The rapid rise of urbanization is compelling many municipalities worldwide to reevaluate transportation initiatives and seek out ways to ease congestion and improve pedestrian safety by integrating modern technology with existing infrastructure to create a city-wide ecosystem of sensors, vehicles, and people to improve mobility and safety for all road users. Danlaw is developing new connected city solutions where communication technology and sensor data converge to enable new traffic management and safety applications. The company’s technologies make it possible to implement in-vehicle warning systems, traffic signal prioritization, and other road management initiatives that create safer and more connected cities.

New York City (NYC) is one of the most recent municipalities in the USA to begin driving ‘Vision Zero’ connected city initiatives. In 2015, the NYC Department of Transportation (NYCDOT) began developing its vision for a safer and more intelligent traffic environment by establishing the Connected Vehicle Project in partnership with USDOT. The project seeks to manage vehicle speeds and reduce crash frequencies and severity by deploying V2X (vehicle-to-everything) technology, including vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) communication networks. The busy intersections and highly-populated sidewalks of NYC pose a significant challenge to maintaining safe and efficient roadways.

In order to provide drivers with critical safety information and driving advice, such as Forward Collision Warning and Left Turn Assist, the NYCDOT CV Project team chose Danlaw to supply its AutoLink Aftermarket Safety Devices (ASDs), which use Dedicated Short-Range Communications (DSRC), a secure variant of wifi technology, to reliably transmit safety messages between vehicles and roadside infrastructure. The AutoLink ASD on-board unit (OBU) was selected for the project based on its interoperability with all vehicle types and existing infrastructure, as well as the company’s ability to accelerate the project’s deployment by providing on-site technical support.

The AutoLink ASD is also uniquely capable of managing NYC’s ‘urban canyon’ environment, in which GPS accuracy is hindered by tall, densely packed buildings. AutoLink is integrated with the Cohda Wireless V2X stack and applications, including their V2X-Locate technology, to enable lane-level positioning accuracy in urban canyons where GPS alone is insufficient. AutoLink is currently installed inside participating taxis, Metropolitan Transportation Authority (MTA) buses, NYCDOT fleet vehicles, and other NYC service vehicles. After successfully completing the NYCDOT’s Operational Readiness Demonstration and supplying an initial quantity of 4,100 AutoLink ASDs, Danlaw is poised to quickly scale-up to high volume production. The AutoLink ASD was awarded OmniAir Consortium Certification earlier this year, ensuring that it is compatible with the 8,000 vehicles and 400 roadside units (RSUs) involved in the NYC pilot.

“We look forward to the Connected Vehicle deployment in New York City, which will be a driving factor in creating a safer transportation environment,” said Mohamad Talas, director of ITS management for NYC’s CV Pilot Project. “Our participation in developing the CV model for such a complex urban environment has provided us with the opportunity to be at the forefront of this technology.”


There’s mounting pressure in the automotive industry to transform from mechanical-centric into software-defined vehicles. Manufacturers and suppliers will have to implement innovative software-based solutions to stay relevant and to keep up with consumers’ expectations.

From the advent of the Model-T to the promise of self-driving cars, the automotive industry has changed drastically in the past century. As technology continues to become more sophisticated and consumers expect vehicle digitalization, there’s mounting pressure to transform from mechanical-centric to software-defined vehicles. To stay relevant, manufacturers and suppliers will have to implement innovative, software-based solutions.

Internet of Vehicles: Connected, Autonomous, Shared, and Electric Mobility Services

How exactly companies will approach the delicate balance between quick adoption and successful execution remains cloudy as several factors will affect the outcome, including regulatory software development and social acceptance of several emerging trends. But one thing is certain: the automotive industry is facing another monumental wave of change. Looking ahead to 2030, connected, autonomous, shared and electric (C.A.S.E.) mobility services will dominate the automotive market, offering quicker, safer, more efficient, more cost-effective and more customized transportation opportunities. 

It’s predicted that around 98 percent of new cars will be connected in the next year, enhancing the driving experience with driver-assistance, real-time vehicle information, and entertainment services. In the next decade, the industry will have no choice but to implement a customer-centric business model, leading companies to take a software-first approach by enabling vehicle-as-a-software platforms.

The applications for entirely connected vehicles are vast, and the connected car of the future will be able to efficiently execute services for usage-based insurance (UBI), driver wellbeing monitoring, predictive maintenance and so much more. Soon, advances in connectivity, like 5G, and the proliferation of cloud edge capabilities will enable an easy and seamless way of using the vehicle as an integrated part of cloud-based services.

When autonomous vehicles become mainstream, taxi drivers, truck drivers, and transportation services will be significantly impacted. Instead of overseeing a single vehicle, drivers may transform into owners and operators of autonomous fleets. For example, a taxi driver could lease or buy several robotaxis and would need to be capable of using a software-defined vehicle to successfully run their business.

Even without autonomous vehicles in the mainstream, consumers are already shifting from a private model toward shared mobility as they look for more sustainable, cost-effective and convenient transportation options. Taking connectivity and software-defined vehicles into account, service companies can more easily integrate and aggregate shared car fleets so customers can plan, book, and pay for their journeys entirely on their mobile device.

Cloud and Edge Computing

The answer to automotive’s long-standing stall in innovation has, of course, been to adopt a software-defined vehicle. Today, designing, building and managing new types of business solutions and experiences for connected vehicles is largely enabled by modern cloud technologies.

Cloud has become a huge part of everyday life. From the virtual cloud, where people can access photos and music via their smart device, to IoT, where people can connect to a range of devices, mobility companies now have the tools to create connected services and, by extension, a new way of running businesses. When looking at the software-defined vehicle and the many services that can stem from it, such as shared mobility, it’s critical to look at the entire picture.

So far, the cloud has already played an integral role in transforming vehicles from stand-alone, transportation-centric machines to sophisticated, connected vehicles. However, given the massive amount of data that connected vehicles produce, the cloud-centric approach is becoming an inefficient method to support connectivity channel stability (presence, bandwidth), and instantaneously process, analyze data, and execute services for connected vehicles.

The caveat with cloud for connected services in automotive is that, by exclusively using the cloud-centric approach, there’s a greater likelihood of outages caused by the connectivity between vehicle and cloud. For the automotive industry, connectivity absence or interruption impacts the entire connected service functionality. 

Today, vehicles produce approximately 25GB of data per hour. The data is used by onboard systems to operate the vehicle, to interact with drivers and passengers and, most importantly, to help operate safety systems. As connectivity becomes more ubiquitous and vehicles produce more data, companies will need to consider an alternative approach. The next great leap for automotive is edge computing, which enables data processing closer to its origin, as well as connected service business logic execution on the vehicle’s onboard computer.

For example, vehicle sensors provide the engine status. With edge computing, the sensor data wouldn’t have to go to a data center to determine whether or not something is impacting the engine’s operations. Localizing data processing and connected service business logic execution on the edge enables services to be functional even if connectivity between the vehicle and cloud is absent. Even with the advent of 5G and its edge capabilities, a comprehensive rollout will take close to a decade and is unlikely to deliver ubiquitous connectivity, especially outside metropolitan areas. When automotive manufacturers build vehicles as an edge for connected services, they can be transformed into an entirely new offering and open new revenue streams, similar to how existing cloud vendors provide computing power, storage space, and APIs to cloud-based services.

Software-Defined Vehicles

It’s time for automotive companies to think beyond their traditional service offerings; not being part of the Internet of Vehicles is no longer an option. After-market startups are creating true automotive IoT programs impacting many use cases, including breakdown assistance, car locator, advanced diagnostic alerts, auto insurance shopping, access to repair shops, job dispatching, expense creation apps and more. Given automotive’s complex development environment, it’s not currently possible to use vehicles as part of the connected-services ecosystem.

Before apps, before interfaces, before code, manufacturers must think about how the vehicle interacts with other software and platforms. The point is to open the vehicle to the shared economy, which means providing generalized access to the vehicle via software. This, in turn, enables new business concepts and capabilities that may include many types of user and business experiences. 

This is why the basic thinking and architecture of a fully connected vehicle needs to be structured around connected services rather than just driver-facing applications or data aggregation. Connected services are computer programs that run invisibly for a driver or passenger. There are many connected services behind virtually every mobility business with any kind of online presence. 

Connected services use data, pre-process data, handle eCommerce payments, ensure compliance with policies and laws, track advertising, deliver messages, and much more. With connected services, mobility companies can run complex software on the vehicle itself with no automotive software development expertise required.

For example, both a UBI service that tracks driving behavior and a predictive maintenance monitoring system can run purely as a service on the vehicle’s onboard computer. These services can start and run silently in the vehicle, providing useful data to other cloud systems, and executing service-specific logic on the vehicle’s onboard computer. With this approach, the vehicle effectively becomes a software platform, significantly simplifying service development, integration, and deployment. When the vehicle is software-defined, the service is always upgraded, always relevant, and always controlled by the service producer without compromising the vehicle safety and security.

Future of the Internet of Vehicles

In the age of C.A.S.E., the automotive industry needs to overcome the obstacles standing in the way of quick adoption and successful execution of innovations that will open new revenue streams and deliver more efficient, cost-effective, customized transportation opportunities. 

Implementing these innovative systems in automotive will allow the industry to replicate the same approach as mobile services and application development. When the vehicle is an open software platform, this unlocks many different types of future mobility services and enables automotive companies to develop new revenue models, similar to existing cloud vendors.

Source: Access Co.

Oberhausen, 19 September 2019 − ACCESS CO., LTD today announced that an integration of its ACCESS Twine™ for Car (Twine4Car) automotive infotainment service platform will be available for Bosch’s Android-based in-vehicle infotainment-system (IVI). The collaboration helps Bosch extend its core platform with a flexible app solution, which also includes an app store, a fully OEM brandable HMI, media sharing and multi-device synchronised content playback. The joint solution will debut and be demonstrated at IAA (Frankfurt, 12 – 22 September 2019).

“In-vehicle infotainment systems are an increasingly important factor in car purchasing decisions, so it’s important that companies like ACCESS and Bosch are working together to show just how exciting and personalized today’s infotainment solutions can be,” said Dr. Neale Foster, CEO at ACCESS Europe, “By combining our app store, content portfolio and media solutions, Bosch can offer an even more sophisticated infotainment system that will enable car OEMs to offer engaging in-car experiences that will drive future consumer car buying choices.”

Visitors to the Bosch stand at IAA, will see demos that include the following ACCESS solutions:

  • ACCESS Twine™ for Car 2.0 – a unique solution that combines a white-labelled content streaming service with an infotainment services platform.
  • ACCESS Twine for Car™ App Store – an automotive app store that enables OEMs to deliver extended functionality over the vehicle lifetime without the need for costly Over The Air (OTA) vehicle updates.
  • ACCESS Twine™ for Car HMI – A custom human machine interface (HMI) created for IAA to show how OEMs can provide a branded experience for their customers. Features include local media and app playback on Bosch IVI devices

ACCESS’ solutions have been shipped in over 1.5 billion devices worldwide to provide connected entertainment in cars, smartphones, tablets, game consoles and more. ACCESS works with Tier 1s, studios, broadcasters, content rights owners, consultants, the legal profession, licensing and collecting societies, Digital Rights Management (DRM) technology and infrastructure providers to enable the integration and provisioning of state-of-the-art content and streaming services.

Note to editors: for more information or to arrange a briefing with an ACCESS spokesperson please contact Platform Communications:, or +44 (0) 207 486 4900.

Since 1984, ACCESS CO., LTD. (Tokyo Stock Exchange Mothers Index, 4813) has provided advanced IT solutions centered around mobile and network software technologies to telecom carriers, consumer electronics manufacturers, broadcasting and publishing companies, the automotive industry and energy infrastructure providers around the world. The company develops mobile software solutions that have been installed on over 1.5 billion devices, and network software solutions that have been used by over 300 telecommunication equipment manufacturers. Utilizing its network virtualization technology skills and knowledge, the company is currently focusing on the development and commercialization of Internet of Things (IoT) and media solutions that combine embedded and cloud technology. Headquartered in Tokyo, Japan, the company operates subsidiaries and affiliates in Asia, Europe and the United States to support and expand its business globally. Learn more about ACCESS at

September 12, 2019

CHICAGO, IL – Sept. 12, 2019 – HAAS Alert, a Chicago-based startup whose mission is to make roads safer by alerting drivers of emergency vehicles, recently completed the first pilot of fleet cellular vehicle-to-everything (C-V2X) tests on Sprint’s 5G network in Chicago. The tests by the fleet collision prevention company achieved a 40 percent faster transmission time for alerts due to increased speeds and lower latency, with a decrease in variance of 72 percent on Sprint’s 5G network compared to LTE, demonstrating promising results for the network’s potential to enhance public safety nationwide.1

Chicago is one of nine metropolitan areas where Sprint has launched True Mobile 5G, delivering coverage and mobility with blazing-fast download speeds. Experts predict that the deployment of 5G networks will enhance public safety applications by enabling the real-time rapid transmission of large amounts of data between first responders in the field. From vehicle-to-vehicle communication to situational awareness for critical public locations and buildings, a wide spectrum of advanced technologies stand to benefit from the nationwide rollout of the advanced cellular network.

HAAS Alert’s tests compared the transmission and reception times on the 5G network to a standard LTE network to determine how new 5G technology can directly impact first responders and public safety. The company outfitted a vehicle with a device that included both cellular chipsets, then tested the time difference between when a device alerted the HAAS Alert’s cloud-based public safety platform (Safety Cloud®) and when the Safety Cloud® received the alert and the reciprocal.

The 5G network demonstrated positive results, and a significant difference in faster delivery of alerts and critical additional moments for drivers to properly react and comply with Move Over laws. The first LTE control test took 0.796 seconds on average to transmit from the device with a standard deviation of 0.388; using 5G, the transmission took 0.549 seconds on average with a standard deviation of 0.107. These improvements are equivalent to a 30 percent reduction in time and a 72 percent reduction in variance. In a second set of tests, the LTE control took an average of 0.387 seconds with a standard deviation of 0.388, compared to 0.232 seconds with a deviation of 0.082 for 5G. These results demonstrated a 40 percent reduction of time as well as a 40 percent reduction in variance.

HAAS Alert provides collision prevention for first responders by alerting drivers when fleet vehicles are en-route and on-scene. Digital alerts are delivered via cellular networks to drivers through navigation apps and in-dash systems, providing advance warning so that they can safely identify and avoid first responders in time. The service is utilized by fire departments, police departments, municipal, maintenance and DOT fleets across the country.

Traffic collisions and struck-by incidents are the deadliest threats facing emergency responders and roadside workers. These collisions cause one law enforcement officer and 23 highway workers deaths every month, six fire fighters deaths every year, and one tow truck driver death every six days.2 In Illinois alone, 22 state troopers have been struck just this year, leading to three deaths.

While Move Over laws are designed to protect first responders from drivers coming too close, studies show that drivers have only 2.7 seconds on average to react to avoid collisions.3 Lower latency on 5G networks is expected to improve driver reaction times, which can contribute to preventing avoidable collisions with first responders using digital alerting like the HAAS Alert system.

Cory Hohs, CEO of HAAS Alert, said “We’re excited for the opportunity to work with Sprint to demonstrate how 5G technology can directly impact public safety. 2019 is one of the deadliest years on record for first responders and roadway workers, and we’re committed to doing our part to solve this problem. Our recent tests with Sprint confirm that 5G networks will make communities and first responders safer, and we look forward to offering 5G compatibility to the departments and fleets we serve nationwide.”

“With the launch of Sprint 5G in Chicago, first responders and the public safety community, transportation, logistics and other industries now have the opportunity to tap into the potential of what 5G can bring,” said Lori Ames, Sprint Central Region Network Vice President.”5G isn’t just significantly faster than current LTE networks, it will be capable of delivering more capacity, higher reliability, greater network flexibilities and lower latencies, all of which will empower new technologies and services like HAAS Alert.”


HAAS Alert delivers awareness of responding emergency vehicles and other municipal fleets to connected and autonomous cars aiding motorists and vehicles to make safer, smarter driving decisions. The company streams vital safety information in the form of real-time digital alerts to drivers and connected cars via in-vehicle systems and smartphone apps when emergency vehicles are approaching and on-scene. Visit or contact

A blend of in-vehicle and cloud computing, more powerful antennas, automotive Ethernet, and high-performance 5G network communications will be essential ingredients in the evolution of autonomous vehicles.

Guido DornbuschAlex BormuthDr. Ayman Duzdar | Sep 12, 2019

Source: Electronic Design

Projections show that by 2020 the power and electrical components, sensors, cameras, radar, GPS and other systems in new model vehicles will generate four terabytes of data in an hour and a half—the average time most people spend behind the wheel each day. Vehicle-to-vehicle (V2V) and vehicle-to-everything (V2X) communication with infrastructure and other cars on the road will drive up that number substantially—and compound the projected data deluge.

Connected and autonomous vehicles share many attributes similar to the human body. They are highly complex structures designed to transmit messages over a multitude of pathways. The human brain contains about 100 billion neurons constantly transmitting electrochemical signals to muscles and organs. Concurrently, impulses perceived through sensory receptors are being transmitted rapid-fire back to the brain, enabling the body to communicate, act, and react.

In much the same manner, autonomous driving requires powerful technologies to anticipate and react in real-time to internal and external stimuli. Powerful computers comprise the brain of the self-driving car, while automotive sensors serve as the sensory system vigilantly detecting dynamic conditions on the road. In the not-so-distant future, automotive Ethernet and high-performance 5G communication systems transmitted via multiple powerful antennae will form the nervous system of connected and autonomous vehicles.

Automotive Ethernet Ramps Up In-Vehicle Bandwidth

On the path to commercially available 5G network communications and fully autonomous roadways, auto manufacturers and suppliers must tackle myriad safety and technical challenges. Overcoming data latency is one of the most critical steps to assure rapid vehicular response time to internal and external stimuli.

The human brain and body have evolved to assure survival under an extraordinary range of conditions. Connected automotive design must continue evolving to assure the utmost safety of the driver and others on the road. Intelligent and autonomous vehicles must be able to independently manage safety issues and navigate the roads without relying on data produced by other vehicles or the infrastructure. That relies on data from hundreds of sensors and an agile nervous system communicating with computing units throughout the vehicle.

Automotive Ethernet will help usher in the high speeds needed for autonomous-vehicle data processing.

Ethernet brings a track record of success in multiple industry sectors, making it a solid choice to serve as the nervous system for next-generation cars. Automotive Ethernet is well-positioned to meet industry demand for transmission speeds, fault tolerance and, above all, safety. Furthermore, the Ethernet is widely considered to be future-proof, a feature that’s vital to autonomous driving.

Automotive Ethernet will make it possible to achieve in-vehicle high data speeds. Currently, automobile data networks have speeds of up to 10 Gb/s. Scalable automotive Ethernet can enable higher bandwidth and faster signal processing essential to autonomous driving. In addition, the Ethernet must be fail-safe and reliable. A multi-layered security approach should include hypervisor capabilities so that the platform can run multiple virtual machines and applications simultaneously, with safety enhancements such as multi-zone, fail-functional, and redundancy capabilities.

Equipping vehicles with redundant wiring harnesses can help protect against a partial failure by facilitating the continued operation of the entire system. A ring-shape arrangement of cables is another method to boost Ethernet reliability, allowing individual components to continue communicating with one another even if a failure occurs at one point in the ring.

Another critically important job of automotive Ethernet is to quickly and reliably supply safety-related data collected by vehicle sensors to the computing units. This will help enable the vehicle to autonomously operate, particularly in high-traffic areas. Data is communicated to the vehicle via antennae that meet certain requirements to quickly feed external data to the vehicle’s computer.

Capturing data and communicating with the surrounding environment are essential functions to achieve the full potential of driverless cars. In addition to facilitating in-vehicle communications, antennae are already used to supply signals received from other vehicles or infrastructure. They serve as the voice and ears of the vehicle to the outside world, sending and receiving signals to communicate with its environment.

One such scenario, for example, might occur when the vehicle applies the brakes earlier and more gently, because the vehicle ahead has wirelessly reported a braking maneuver. Another example might be an ambulance reporting its presence wirelessly to vehicles ahead in order to alert drivers to open a corridor.

5G Infrastructure and Communication Key to Adoption

Meeting the rising demand for automotive data bandwidth will require more powerful connected infrastructure and networks to keep pace as autonomous vehicles make the transition to full-scale adoption. Existing 4G networks lack the bandwidth and speed needed to meet data volume requirements of autonomous driving. Radio waves from 4G communications must be relayed to a cell tower before transmitting back to the vehicle, which results in unacceptable data latency.

Due to a current lack of bandwidth, sensor data in today’s vehicles is being transmitted in a heavily preprocessed state. The currently available bandwidth per vehicle generally amounts to about a few hundred kilobits. This suffices for today’s connected vehicle. However, fully autonomous driving will require cars to be able to receive more sensor data, both processed and unprocessed, making higher bandwidth essential.

McKinsey predicts that operators globally will continue investing in infrastructure upgrades to meet the projected 20% to 50% annual increase in data traffic. Designed to supplement 4G networks, 5G technology is projected to accelerate data-transfer speeds from 100 Mb/s to 10 Gb/s or more, and significantly improve bandwidth, capacity, and reliability.

In addition to improving bandwidth (the amount of data that’s transferred), 5G can improve the latency (the delay in data being transferred).  A long latency interferes with seamless collaboration between two devices. If you’re designing a transportation system, a long latency means the network can’t help a vehicle deal with a quickly changing environment, which has safety implications. In some situations, 5G is expected to improve latency by a factor of 50.

In the next several years, the expansion of 5G network infrastructure will ultimately enable ubiquitous driverless cars and allow data to be aggregated and shared between vehicles to improve visibility as well as let the network contribute to vehicle safety. Ideally, the autonomous vehicle would be capable of receiving raw sensor data from within the vehicle, as well as from other vehicles and infrastructure, in an amount equal to the bandwidth capacity within the vehicle.

It’s anticipated that each OEM will implement its own brand-shaping algorithms for processing that data, something that can function only if it’s able to access raw sensor data from the environment. This will require significantly higher data streams extending to the gigabit level. Other scenarios involving the transfer of tremendous amounts of data are also important to autonomous driving. This includes downloading of up-to-date high-resolution maps showing construction sites, accidents, and other obstacles potentially requiring the vehicle to react.

Industry-Led Efforts to Develop a 5G V2X Standard

To leverage required levels of bandwidth, the automotive antennae will need to cover a larger frequency range. A number of industry groups are currently developing a new standard for the automotive antennae. The 5G V2X standard is expected to facilitate several hundred megabits/s, with several gigabits/s of bandwidth. At this level, vehicles would be able to receive and send the relevant data quantities for increased safety and comfort. Because standardization groups are currently meeting and defining automotive application cases, experts forecast the first 5G V2X-enabled products will appear on the market soon and fully support highly autonomous driving by 2025.

The frequency range for 5G V2X poses another important technical challenge. Radio spectrum has been a prized commodity since the beginning of the 20th century, and there’s no available, and gratis, frequency range below 60 GHz around the world that could carry the required amount of data.

Standardization groups are hammering out details for a 5G V2X standard, including the antennae to handle the high frequencies.

Higher frequencies, i.e.  60 GHz, are more available because the technical challenges with using them have limited their commercial appeal. The higher the frequency, the greater the losses in transmission and processing. Circuits become smaller and require expensive components. Test equipment becomes more expensive. Even air (specifically oxygen) becomes a problem because O2 oscillates at 60 GHz and absorbs energy.  

However, antenna technology offers a way to overcome these problems. Rather than “waste” energy by sending out an omnidirectional (ring-shaped) signal, an antenna array can direct the energy in a specific direction to the other device. This direction can change as the two devices move relative to each other. The directed antennae would need to both receive and send signals, so they’d be connected to each other and to the vehicle’s computers using automotive Ethernet for in-vehicle data transmissions.

Preparations Underway for Driverless Cars and Roadways

Numerous automotive manufacturers have already launched prototype autonomous vehicles with others planning to do so soon. Volvo is already testing self-driving cars on Swedish roadways. Daimler obtained authorization to test autonomous cars on urban streets in Beijing. Daimler and Bosch are planning to pilot highly autonomous ride-hailing vehicles in San Francisco. In 2018, General Motors announced an investment to develop a level-five autonomous vehicle (with no steering wheel, gas, or brake pedal). In 2021, Ford intends to launch a fleet of self-driving cars. These are just a handful of the initiatives in the works.

The connected car of the future has arrived—and will continue to evolve. In 2018, automobiles with connected capabilities represented almost 39% of the US market. An estimated 250 million connected vehicles will be on the road by 2020—and market penetration of connected vehicles will reach over 80% by 2022. ABI projects as many as 8 million driverless cars will be added in 2025.

However, technology leaders and automakers will need to address challenges to bring safe and reliable vehicles to market, and bring drivers on board. According to a recent survey by the American Automobile Association (AAA), over 70% of U.S. drivers expressed fear of riding in a driverless vehicle. It’s absolutely imperative that driverless cars translate the need for a safe, secure, reliable, and connected vehicle foundation into a high-performance computing network on wheels.

The evolution of driverless cars requires integrated high-speed and bandwidth signal integrity, network traffic prioritization, system scalability, and security—all of which demand in-vehicle and cloud computing, an ever-increasing number of powerful antennae, automotive Ethernet, and high-performance 5G network communications.

Guido Dornbusch is Vice President of Product Management, Connected Vehicle Solutions; Alex Bormuth is the Director of Business Development, Connected Mobility Solutions; and Dr. Ayman Dezdar is VP of Technology at Molex.

Source: Telematics Wire

Avis Budget Group has announced an agreement with Ford Commercial Solutions to connect approximately 14,000 Ford Motor Company vehicles in Avis Budget Group’s European fleet.

The connected vehicles will provide many advantages, like it will allow Avis customers to manage their entire rental experience through the Avis mobile app, including choosing the type of vehicle they want to rent, upgrading and extending the duration of their rental from their phones. It allows customers to drop off their vehicles through a simple tap in the Avis app.

Additionally, these connected Ford vehicles will provide valuable telemetry data in real time, including mileage, fuel level and vehicle condition updates. This allows a faster turnaround for customers, as Avis Budget Group fleet managers can process information they need more quickly.

To connect its embedded telematics solution, Ford Commercial Solutions is using the Transportation Mobility Cloud (TMC) from Autonomic, an open platform that securely manages information flow to and from vehicles’ embedded modems.

Through this partnership, Ford Data Services takes advantage of Ford vehicles’ built-in connectivity and transfers data directly from vehicles to the TMC without the need for additional third-party hardware, management or installation downtime. The data is then relayed to the fleet owner’s internal IT system or telematics service via the TMC — giving businesses easy access to valuable information that can improve their operations and the overall customer experience.

A business unit of Ford Smart Mobility LLC, Ford Commercial Solutions has one goal — to help fleets improve their operational effectiveness by offering OEM-grade data verified by Ford engineers, such as fuel use and vehicle health alerts.

Roadside units that leverage 5G can create 3D models of the world around them, and transfer that data to nearby cars in a flash. By Freddie Holmes

September 5, 2019
Source: Automotive

There is much debate as to whether 5G is a vital jump in connectivity for future vehicles, or simply a means for automakers to spice up their offering. However, while existing 4G connectivity can make the driving experience more enjoyable, the introduction of 5G—and the services it facilitates—will make the journey safer.

5G is essentially the next step up from 3G and 4G, and allows more data to be processed, and faster. So much faster, in fact, that it has enabled cars to be raced around a track remotely, and is being considered by the healthcare industry to replace physical patient consultations with real-time video conferencing.

In the automotive space, 5G will be an enabler of cellular vehicle-to-everything (C-V2X) communication. C-V2X is gradually approaching commercial readiness, and the 3rd Generation Partnership Project (3GPP)—a global initiative that develops standards for mobile connectivity—is closely investigating how the technology can address next generation vehicle use cases. Release 14—better known as ‘Rel-14’— will mark the initial phase of C-V2X, and according to Shailesh Patil, Principal Engineer/Manager at Qualcomm, there is broad industry support for the standard. China should be the first market to see commercial deployment, with the US following in a year or so later.

Much focus is placed on the role of 5G and C-V2X in the vehicle itself, but there are other applications that also show significant promise. In order to achieve ambitions for smart cities, connectivity and sensing capabilities will need to be embedded within the infrastructure itself. So-called smart roadside units (RSUs) could provide wireless communication between vehicles and their surroundings.

Within an RSU will be a communications device, a high level of compute power and a software stack. As Patil explained in a recent Automotive World webinar, this could prove a real boost for road safety in particular. “The RSU will be able to detect humans that are about to cross the road, and advise approaching cars to be aware of that,” he advised.

Further out, there is even talk of smart infrastructure being able to create roadside models through sensor fusion. Just as autonomous vehicles are being equipped with various sensors to create 3D models of the world around them, there is no reason why infrastructure cannot perform the same task. That information could then be made available to nearby vehicles—all thanks to 5G and C-V2X. “The idea is that roadside units will be equipped with all these different sensors to generate a view of their environment. This can then be communicated to the vehicle,” he explained. “This way, an autonomous vehicle can obtain an accurate view of the world not only through its on-board sensors.”

In essence, this approach would provide an extra layer of redundancy. While autonomous vehicles may never be able to rely solely on the information provided by smart RSUs, the real-time data they offer is a welcome bonus. If the vehicle is unable to identify whether a human is crossing the road, for example, that RSU can offer an extra point of view to confirm either way.

In some ways, the idea follows a similar concept proposed for smart parking infrastructure. In February 2018, Bosch demonstrated how metal bollards could be outfitted with LiDAR sensors in order to guide vehicles into a parking spot as part of a ‘driverless valet’ service. Speaking at the event in Berlin, Bosch Chief Executive Volkmar Denner explained that it makes sense to “transfer the intelligence” into infrastructure, and not just the vehicle itself.

A 2-year-old technology called C-V2X could arrive in 5G-equipped cars in 2022, displacing a 20-year-old alternative that hasn’t caught on.

Source: CNET

Self-driving cars can already see and think for themselves. But a newer technology that will run on soon-to-launch 5G networks promises to give them another advanced skill: the ability to talk with one another. C-V2X, a communications technology using the same 5G networks coming to our phones, will allow vehicles to communicate wirelessly with each other, with traffic signals and with other roadside gear, improving both functionality and safety.

Cars won’t just broadcast their location, speed and direction — something some already do today with today’s 4G networks. They’ll also be able to negotiate taking turns at stop signs or merging into lanes, the digital equivalent of human drivers making eye contact. By chatting with traffic signals, your car will be able to synchronize a trip with green lights. Vehicles could also talk with each other to create a platoon to squeeze more cars on the road and improve fuel economy.

The technology initially should help conventionally driven cars — for example, warning you about collision risks or icy roads. But it’ll really shine by making autonomous vehicles more capable and thus more practical, advocates say. Smarter self-driving cars will be able to decide what to do on their own instead of handing control back to a human or slowing down to try to avoid a problem.

“C-V2X will unlock the full potential of self-driving technology by adding an additional sense,” said Maxime Flament, chief technology officer of the 5G Automotive Association.

C-V2X is set to overtake a two-decade-old effort called Dedicated Short-Range Communications (DSRC) that achieved only scattered success. V2X refers to vehicles communicating with everything — more than just vehicle to vehicle (V2V), vehicle to infrastructure (V2I) or vehicle to pedestrian (V2P). The C means the communication happens on the same cellular network technology our phones use.

Growing C-V2X alliance

The 5GAA, a consortium backing C-V2X, had eight founding members when it began in 2017. Now it has 120 members, Flament said, including major players that span several industries. 

Carmakers including Audi, BMW, Daimler, Ford Motor, GM, HondaHyundaiNissan, Volkswagen and Volvo are members. So are tech companies, such as Intel, Samsungand Qualcomm; auto electronics companies like Alpine, Continental and Bosch; network equipment makers  including Nokia and Ericsson; and carriers AT&TT-MobileVerizon and Vodafone.

C-V2X already works on today’s 4G networks. 3GPP, an industry group that develops wireless network standards, has incorporated some C-V2X technology allowing cars to broadcast basic driving information over 4G networks. 3GPP’s Release 15, an update to the 5G standard expected later this year, will support the downloading of videos and maps for cars, said Uwe Puetzschler, head of Nokia’s V2X work.

But Release 16, expected by mid-2020, will enable the more radical C-V2X abilities, such as letting multiple cars negotiate the best way to traverse an intersection, Puetzschler said. That will require 5G’s fast response, known as low latency in the industry. Release 16 should reduce latency from tens of milliseconds down as low as 10 milliseconds, he said. That snappiness also is required for unifying cars or trucksinto a platoon.

One car sees with another car’s eyes

5G can also transfer more data than 4G, letting cars share sensor data like input from video cameras and radar. “If you want to overtake a big truck, you would appreciate some sensor data from in front of the truck,” Puetzschler said.

The popularity of 5G could help automakers swallow the estimated $200 to $300 it will cost to add network hardware to a car, said IHS Markit analyst Christian Kim. Cars with built-in 5G get streaming video in the car, firmware updates and traffic accident information. C-V2X then comes along for the ride — an advantage not true for DSRC.

Some drivers might balk at the prospect of adding another monthly wireless network payment to their budget, so carmakers might offer several years’ free service to spur adoption. But C-V2X doesn’t need a connection to a network run by a carrier like Verizon or AT&T. C-V2X cars can communicate directly.

That direct communication link also is faster than one that has to take a detour through a carrier network. And it helps cope with the fact that 5G network coverage can be spotty and slow to arrive, even with mandates in countries like Germany to blanket every freeway.

Of course, C-V2X still has to win over some important constituencies. Self-driving car companies, like Waymo, from Google parent company Alphabet; General Motors-controlled Cruise; and electric vehicle maker Tesla are still skeptical and are conspicuously absent from 5GAA’s roster. 

Tesla didn’t respond to a request for comment. Waymo said that its cars are designed to drive on “roads as they are today” and that self-driving cars don’t need 5G, but offered no further comment. And Cruise had a similar stance: “Our all-electric self-driving cars are built to drive safely on today’s roads with today’s infrastructure,” said representative Milin Mehta.

Getting government on board

C-V2X advocates also must convince regulators, a process that takes time. In 1999, the US government carved off a valuable slice of the airwaves near the 5.9GHz frequency band for DSRC, the earlier standard. Backers of C-V2X now want about a quarter of that wireless spectrum.

The Federal Communications Commission is reviewing opinions about a waiver that could make room for C-V2X. Among those supporting the standard: GM, an early DSRC supporter.

 In July, European regulators signaled they were also interested in seeing how C-V2X develops. Some Chinese cities are active supporters, and indeed China could be where C-V2X first arrives.

The regulatory situation has hampered DSRC. Toyota, which remains a DSRC fan, “paused” its plan to build the earlier technology into cars starting in 2021 because it needs a commitment that the 5.9GHz spectrum will be preserved, said Nathan Kokes, a company spokesman. Chipmaker NXP is promoting DSRC and its European equivalent, pWLAN, saying it’s more mature than C-V2X. Neither Toyota nor NXP are 5GAA members.

Still, C-V2X is a powerful if less mature force. 5G will spread across billions of phones and thousands of mobile network access points, and the auto industry can piggyback off that breadth and power. 

IHS Markit’s Kim said the DSRC battle is lost. More companies are investing in C-V2X and the telecommunications industry has formidable lobbying clout. 

Last year, it wasn’t clear whether C-V2X would prevail over DSRC, Kim said. “Now, it’s very clear.”

Ford is a fan

Ford is among the companies that have already come to that conclusion. In 2022, Ford vehicles will get C-V2X, making the carmaker one of the standard’s most bullish advocates. After heavy DSRC investment, Ford concluded C-V2X is faster, more reliable and less expensive, according to Jovan Zagajac, manager of Ford’s Connected Vehicle Platform and Product team.

C-V2X even could eventually let cities eliminate traditional traffic signals, he added — though accommodating the millions of cars without C-V2X makes that a distant possibility, even if regulators start requiring C-V2X on new cars.

Zagajac says C-V2X will supplement a car’s sensors with more data about traffic signals, road construction and emergency vehicles, which can send a self-driving car an unambiguous signal to pull over when a fire truck or ambulance wants to pass. “C-V2X will help unlock the full potential of self-driving technology,” he said.


Whether in manufacturing operations or in the vehicles themselves, edge computing is conquering the IT infrastructure at every car company. Providers have taken note – and are already battling it out for air superiority.

Edge computing, the wide-ranging types of calculations and analyses at the extreme ends of an IT topology, has become a hot trend. According to TrendForce, a Taiwan-based market research company, the global market for edge computing is expected to grow at an annual rate of more than 30% between now and 2022. 

In 2025, market volume is expected to reach $3.24 billion. At the same time, edge computing is increasingly catching on in the auto industry. There are two distinct areas of application. One relates to all the in-vehicle computing operations, which are expanding rapidly with the rise of new generations of networked vehicles. And edge computing is making inroads into manufacturing operations, where growing concentrations of computing power are being moved as close to sensors as possible.

There are already major projects in the connected-car field. Premium car maker BMW is using Amazon Web Services (AWS) for new connected-car applications. The company’s new car-as-a-sensor-service (Carasso) was developed in just six months. It uses Amazon’s Simple Storage Service, Simple Queue Service, DynamoDB, Amazon’s Relational Database Service and the AWS Elastic Beanstalk. 

“Through the use of AWS, Carasso can adjust to very rapidly changing load requirements. In just 24 hours, they can go up or down two orders of magnitude,” said Dieter May, who until earlier this year was responsible for Digital Business Models at BMW. 

Volkswagen has entered into a strategic partnership with Microsoft in the connected-car area.  

In the medium term, the new Volkswagen automotive cloud is expected to cover all the future digital services and mobility offerings from the Wolfsburg-based automaker as one large industrial cloud, creating the biggest digital ecosystem in the auto sector. 

VW is building a new development center near Microsoft’s headquarters in Redmond in the state of Washington to support these plans. In the future, all the services in VW vehicles and the group-wide, cloud-based carrier architecture One Digital Platform (ODP) are due to be based on the Microsoft cloud platform Azure.

Automotive edge consortium founded

There is also movement in the telecommunications sector: During the summer of 2018, Ericsson initiated the Automotive Edge Computing Consortium (AECC). The cross-industry alliance, which includes AT&T, Denso, Intel, KDDI, NTT, Sumitomo Electric and Toyota, wants to “ensure that the new technologies and standards meet the future requirements of the value creation chain for networked cars,” an association press release said. 

The alliance assumes that “networked cars will be sharing 10,000 times the current quantities of data with one another by 2025.” This is a crucial issue, as developments in the production machinery and robotics fields have shown. Edge computing has been expanding there, mostly with systems from a variety of manufacturers and with proprietary protocols. This substantially increases complexity, and intermediate steps are needed to standardize data and processes. 

The Automotive Edge Computing Consortium (AECC) wants to “ensure that the new technologies and standards meet the future requirements of the value creation chain for networked cars”

Software AG already offers Cumulocity IoT, a tool to manage all tasks involving inter-device connections and data capture. Kepware from PTC is a similar product that uses a protocol conversion to connect various devices. PTC is especially well positioned here: With a new partnership and the participation of Rockwell Automation, a full array of products is now available – from the cloud all the way to the remotest sensor. 

“As IT and OT converge, there is a natural alignment between our companies. Together, we will offer the most comprehensive and flexible IoT offering in the industrial space,” said Rockwell CEO Blake Moret at the announcement of the new partnership in June 2018.

His new partner, PTC CEO Jim Heppelmann, sees things similarly. The combination of the two companies’ technological expertise ”enables industrial enterprises to capitalize on the promise of the Industrial IoT,” he said. 

The classic cloud providers naturally want to be key players. Amazon, in particular, is very active. The Seattle-based web giant recently announced four new services designed to simplify data capture in the IoT and edge computing fields. They are IoT SiteWise, IoT Events, IoT Things Graph and IoT Greengrass Connector. 

“Our customers told us it has to be easier to connect and use different devices quickly – and this is exactly what we’ve responded to,” said Dirk Didascalouof AWS, describing the rationale for the new services. ”Above all, they should reduce costs and complexity,” he said.

AWS services

IoT SiteWise is a managed service for data capture and cataloging. A preview version is now available and is currently being tested, mainly by energy suppliers and manufacturing companies. 

IoT Events supports responses to incidents generated by IOT sensors and applications. For example, if the temperature rises in a cold room, the change can be an indication that a door has not been properly closed. A text message is immediately sent to the responsible technician who can then look into the problem. The service is also only available as a preview version currently. 

The same applies to IoT Things Graph, which can be used to create IoT apps on a visual basis with a drag-and-drop feature. In addition, there is a library with predefined cloud and device models. Amazon believes they can be used to develop applications with very little coding or even none at all. 

The new IOT Greengrass Connector is available immediately. It helps app developers connect external application securely to Greengrass devices. Amazon is collaborating with various special providers in its IoT activities, including the American solution provider Klika Tech and the Berlin-based M2M firm EMnify. Both are deeply involved with machine control and automation.


American automotive giant Ford is building its own LTE/5G network to test connected cars in a private environment.

Ford’s network will be set up at its campus in Dearborn, Michigan. The network will operate in the 3.5GHz CBRS band and use equipment from Ericsson, Juniper, and Dell.

The company has filed a request with the FCC for permission to build a test network in the spectrum band. 

Little information about Ford’s plans can be extracted from the filing other than it’s been granted for 18 months and the network will be established in a parking lot.

We can only speculate at this point how Ford will use its private network, but the parking lot environment is unlikely a coincidence. Some form of parking technology is a likely candidate for the tests, though it could also be a location selected for testing in potentially troublesome network conditions.

Ford only says it wants to gain experience “with installation and operation of a private cellular network for connected vehicle services.”

The use of the CBRS band shows Ford is considering the use of a private network using cellular technology in licensed spectrum as an alternative to WiFi.

The debate over WiFi vs 5G for connected cars has been particularly strong in the EU where the bloc aims to establish a common approach. The EU Commission, along with Volkswagen, want to use WiFi for connected cars.

Earlier this month, European nations voted against the EU’s executive proposal for a WiFi-based connected car standard in favour of 5G technology. Industry backers for 5G include Ford, Daimler, PSA Group, Deutsche Telekom, Ericsson, Huawei, Intel, Qualcomm, Samsung, and, of course, mobile industry groups like the GSMA and 5GAA.

The EU has a tendency to make tweaks and put it back to a vote until it gets its own way, so the debate likely isn’t over. Getting the EU’s many parliaments, committees, councils, and more to agree a common position is a cumbersome process, so the debate could still be going on while the rest of the world has moved on.