Source: Pirelli

Turin, 14 November 2019 – Pirelli is the first tyre company in the world to transmit information detected by intelligent tyres regarding the road surface via the 5G network. In Turin today, the company presented the “World-first 5G enhanced ADAS (Advanced Driver Assistance Systems) services” use case. The demonstration took place during “The 5G Path of Vehicle-to-Everything Communication” event organized by 5GAA – Automotive Association, of which Pirelli is a member.

Pirelli, Ericsson, Audi, Tim, Italdesign and KTH together staged a demonstration that took place on the roof of the Lingotto building showing how a vehicle equipped with the sensor-fitted Pirelli Cyber Tyre and connected to the 5G network was able to transmit the risk of aquaplaning detected by the tyres to a following car. This was thanks to 5G’s ultra-high band and low latency.

The tyre is the only point of contact between the vehicle and road and, thanks to the technology which Pirelli is perfecting, it communicated with the vehicle, driver and, thanks to the potential of 5G, with the entire roadway infrastructure. The Pirelli Cyber Tyre, equipped with an internal sensor, will in future supply the car with data relative to the tyre model, kilometers clocked, dynamic load and, for the first time, situations of potential danger on road surfaces, from the presence of water to poor grip. This information will enable the car to adapt its control and driving assistance systems, greatly improving the level of safety, comfort and performance. In addition, it will provide the same information to other cars and the infrastructure. Thanks to the potential of 5G, Pirelli is able to place the tyre inside a wider communication context which involves the enter ecosystem of on-road transportation, actively contributing to the development of solutions and services for future mobility and systems of autonomous driving.

This year Pirelli also presented its Italia Track Adrenaline, a product for lovers of track days, which includes a line of sensor-fitted P Zero Trofeo tyres. Track Adrenaline is a true track engineer in virtual form, which monitors tyre pressure and temperature in real time and combines this information with telemetric data to provide the driver indications and suggestions on how to improve his or her on-track performance.

The “sensoring” of tyres is an integral part of Pirelli’s “Perfect Fit” strategy, focused on the development of “tailor made” products and services to meet the needs of carmakers, fleets and drivers in general, with a view to the future and the changes underway in mobility.

Read Original Article on CIOReview.comm

Vishnu Sundaram, VP, Telematics Business Unit HARMAN Connected Car (A Samsung Company)

There seems to be a lot of hype these days about vehicle-to-vehicle (V2V) and vehicle-to-everything (V2X) technology and the promise this interoperability holds for safer roadways and more efficient travel. However, while the possibilities, such as cars that can detect pedestrians from the smartphones in their pockets or anticipate changing traffic signals miles ahead, certainly warrant further discussion, the technology that will make these developments possible doesn’t seem to be getting the attention it deeply deserves. This needs to be addressed not just by automotive technology suppliers, but by the entire transportation industry.

Two paths to connectivity

Right now, there are two options for achieving more widespread V2V/X communications: dedicated short-range communications (DSRC) or cellular technology, mainly 5G. The average driver may not realize this, but V2X technology is already in use today through DSRC. This and its European counterpart, ITS-G5, are based on the IEEE 802.11p wireless standard, an amended version of the specifications likely governing your office Wi-Fi. However, DSRC is actively being used today by electronic tolling systems, e.g. toll tags. That said, it is a challenge for DSRC to match the wide-reaching communications capabilities that cellular can provide between cars and other networked devices – such as the smartphones in the pockets of drivers, cyclists and pedestrians.

 The bandwidth, low latency, and reliability strengths of 5G make it much better suited to automotive rollout applications 

DSRC technology is rooted in nearly 20-year-old standards and even though the work put forth by IEEE/ SAE to create security protocols, basic safety messages, cooperative awareness messages and event notifications specific to the automotive and intelligent transportation systems (ITS) communities has been great, V2V/X success needs even more capabilities than DSRC is able to provide. 5G-fueled cellular vehicle-to-everything (C-V2X) technology provides data rates up to 20 Gbps and ultra-reliable, low latency communications with only 1 ms delays, making it more suitable for the vast data transfer needs of a connected car. The 802.11p standard was innovative at the time it was introduced, but cars now have numerous active sensors including cameras, radar and LiDAR and the list will only grow as we move up the SAE Level of Autonomy ladder. All of this will only force the V2X wireless sensor to deliver additional value, including longer range and greater reliability – something DSRC technology will have a challenge addressing.

Cellular misconceptions

Although my work in automotive telematics has led me to believe that 5G is the way forward for V2X technology, there are some that would argue DSRC is more realistic, proven and already established, thus advocating for investments into both to create complementary technologies. While it is possible for both 5G and DSRC to complement each other, the transportation industry would essentially double the investment needed to enable the same level of capabilities of 5G. A single network is more efficient and allows for greater innovation as companies and road operators build for a single network. Investing in both 5G and DSRC would be the infrastructure equivalent of having two styles of electrical power piped into your home: one for low amperage appliances and another for higher load systems such as HVAC.

One of the main arguments against C-V2X is the misconception that all applications would require a network connection. That simply isn’t true, as many V2V, vehicle-to-people (V2P) and other short-range solutions will work without reliance on network connectivity because of the LTE-PC5 capabilities. This allows direct-mode communications between vehicles, road users, and infrastructure operating in intelligent transportation system (ITS) bands independent of the cellular network – similar to what is being done now through 802.11p DSRC. When you combine this with 5G’s true power capabilities through a network connection, the flexible and scalable nature of cellular technology shows too much promise not to be the backbone of future mobility.

Looking forward: The future of the driving experience

Ultimately, our work with vehicle telematics isn’t meant to sell one piece of technology rather than the other but instead, promote greater roadway safety and expand the user experiences available to motorists across the globe. Getting to a point where vehicles can take early safety warnings and match them with incidents that are happening further along a roadway to avoid potential hazards and protect their passengers, or upload/download high volumes of 3D mapping and sensor data to further develop autonomous A.I., will save lives and make commuting more efficient, and this really can’t happen without cellular technology. The bandwidth, low latency, and reliability strengths of 5G make it much better suited to automotive rollout applications, and it could therefore become ubiquitous and essential to consumers’ lives.

Communications capability is the key to future success in the automotive industry, and vehicle-to-everything technology could very well be the linchpin.

Jeff Phillips | Dec 06, 2018
Original Article appears on Electronic Design

“Can you hear me now?” I think many of us can remember Verizon’s well-known advertising campaign from a few years ago. While communication is fundamental to nearly every professional interaction, it has also become increasingly vital to nearly every technological evolution currently in motion—5G, autonomous vehicles, smart cities, and some that haven’t even been identified as of yet.

But for the sake of this blog, let’s focus on how communication is impacting the automotive industry. Most experts agree that the connected car isn’t required to achieve autonomous driving, but the potential benefits are undeniable. With CES 2019 just around the corner, let’s recap the progress that we’ve seen in the V2X space this year and look forward to what treasures January might bring.

When I think about early progress in the wireless-communications space, I typically think about it in two categories: Defining the standards, and the research demonstrations and field trials based on these evolving standards.

Defining the Standards

The 3rd Generation Partnership Project (3GPP) is a collection of members that meet regularly to collaborate and create cellular communications standards. Currently, their focus is on defining the 5G standard, which needs to meet the following technical requirements, as defined by the International Telecommunication Union:

>10-Gb/s peak data rates for the enhanced mobile broadband (eMBB)
>1 M/km2 connections for massive machine-type communications (MMTC)
<1-ms latency for ultra-reliable low-latency communication (URLLC).

The 5G standard will be defined in two subsequent releases – Release 15 and Release 16.

Release 15 was accelerated to be released earlier this year at a June meeting. The work for Release 16 is already underway, and vehicle-to-everything (V2X) communications is one of the trends emerging. A further study has been proposed for dynamic support for sidelink (PC5) as well as access network interfaces. There’s also a new evaluation methodology being defined for V2X use cases including vehicle platooning, advanced driving to enable semi-autonomous or fully-autonomous driving, and remote driving. Other areas of open explorations are sure to emerge as well. For more information, check out this white paper that a colleague of mine wrote.

As the 3GPP works toward defining the 5G standard, several organizations have in parallel been working to progress the applicability of the standard for automotive applications. Two such organizations, the 5G Automotive Association (5GAA) and the VDT Alliance, signed a memorandum of cooperation earlier this year.

The 5GAA is a cross-industry association of telecoms and automotive firms looking take the cellular Internet of Things on the road. It was established in 2016 by Audi, BMW Group, Daimler, Ericsson, Huawei, Intel, Nokia, and Qualcomm. The VDT Alliance is a forum in which industrial and academic partners work on virtual drive test scenarios and implementation. The goal is to identify use and business cases and access novel applications around the “connected vehicle.”

Collectively, they’re working to ensure the successful development and commercialization of connected vehicle technology. These types of partnerships will be critical for the 5G standard, and its associated applications, to effectively serve the needs of the connected vehicle.

Research Demonstrations

One of the best parts of working in the automotive market is the sheer volume and pace of novel demonstrations. This year has had its fair share of these.

Researchers at the University of Warwick’s Warwick Manufacturing Group (WMG) demonstrated a new 5G communications speed record for a Level 4, low-speed autonomous vehicle in the pioneer 28-GHz millimeter-wave band. Demonstrating 2.867 Gb/s in over-the-air transmissions, it’s nearly 40 times faster than current fixed-line broadband speeds. In addition to enabling the future delivery of HD content to infotainment systems, the researchers claim this technology will allow autonomous vehicles to share large quantities of data with each other, including 3D LiDAR road maps and high-definition video of the car’s surroundings. You can find more information here.

TU Wien Vienna has been exploring methodologies for testing the 5G standard, an obviously necessary step in the process to deployment. This challenge is more extensive than “traditional” mobile applications because of the environment, vehicle speeds, and lack of practicality in testing on existing roads. They’re bringing this challenge to lab and emulating the vehicle channel itself.

They’ve developed a channel emulator with a 10-tap delay line with an update rate for the parameters of 10 kHz, which relates to a movement of less than 2 inches (5 cm) for a vehicle traveling at 100 mph (161 km/h). Their end game is actually a bit more ambitious. They designed this solution using a software-defined approach, which means easily switch the frequency or communications standard to conduct similar tests on different protocols with minor changes.

Looking Forward to CES 2019

It’s clear that much work lies ahead to enable the connected car, but in my opinion, the journey is going to be just as fun as the destination. In January, CES 2019 will be an interesting measuring stick of sorts to see how far we’ve come since last January. With the Audi A8 Level 3 autonomous car about to hit the market, and so much progress made on the 5G front, it’s a can’t-miss event.

In-vehicle infotainment was a big focus at the show last year, demonstrating practical applications of multimedia streaming, integrating biometric information, and assisting the driving in standard decisions (e.g., automatically determining the optimal directions to get to the next meeting on your calendar). Infotainment is no longer just a screen in the dashboard, it’s becoming an immersive experience that can anticipate your needs and provide recommended solutions.

This year, in addition to the car helping you make decisions as a partial driver, I expect to see these demonstrations evolve more toward keeping the now-passenger busy during the drive. I’m particularly interested to see what multimedia companies like Apple and Google will be highlighting at CES as they work to take advantage of the first release of 5G.

I hope to see you there.

Jeff Phillips is Head of Automotive Marketing at National Instruments.

Samsung is collaborating with the Korea Transportation Safety Authority (KOTSA) to develop mobile network infrastructure for autonomous vehicles at the recently opened K-City test facility.

From Samsung Newsroom

Samsung Electronics today announced that it has signed a Memorandum of Understanding (MoU) with the Korea Transportation Safety Authority (KOTSA) to collaborate on next-generation telecommunication technology which will enable autonomous driving innovation across the country. Through the partnership, both entities will build 4G LTE, 5G and Vehicle-to-Everything (V2X) telecommunication networks and related IT infrastructures at K-City, a test bed for autonomous driving technology in Korea.

“By building various telecommunication networks including 5G, 4G and V2X in one place, K-City will provide real-world experiences of autonomous driving for people and businesses across the industry,” said Byung Yoon Kwon, Director of KOTSA. “This open environment is expected to be served as a unique innovation lab for industry partners that will ultimately enable to accelerate the availability of autonomous driving era.”

“The prominence of autonomous vehicles and connected cars is growing rapidly in the 5G era, and Samsung’s commitment to collaborative innovation in this area is stronger than ever,” said Jaeho Jeon, Executive Vice President and Head of Global Technology Service, Networks Business at Samsung Electronics. “With our technical expertise in 5G technologies, we are uniquely positioned to establish the foundation of a new industrial ecosystem that will allow the autonomous driving industry to flourish.”

K-City consists of five real-life simulated cases, urban and rural areas, local communities, highways and parking lots, spread across a 360,000m2 field. Using advanced vehicle communication technologies, the test bed will create an environment for autonomous vehicles and connected cars to experience real-life road conditions, crossings and tunnels. It will also enable the testing of accident risk situations that can be recreated and repeated, contributing to enhanced safety for both drivers and pedestrians.

Alongside the implementation of network equipment, Samsung will begin building key IT infrastructures to guarantee minimal latency and information security at K-City. Mobile Edge Computing (MEC) near base stations is critical in supporting instant communication between fast-moving vehicles, and enables cars to react to unanticipated events.

Designed as a multi-purpose open innovation lab to serve various industries, the network solution in K-City supported by Samsung and KOTSA will be available to professionals and businesses of all sizes. The site will eventually become the center of research for autonomous driving and connected cars, which will spearhead the future growth of 5G industries.

Friday, November 30, 2018
Author: Rebecca Yergin, Associate, Covington & Burling LLP

Read Original Article at the National Review

The Federal Communications Commission (“FCC”) has a key role to play in driving the development of connected and automated vehicles (“CAV”) technology. As we explained in a recent CAV IoT Update, the FCC has been studying the risks associated with specific CAV technologies that could provide unique channels for potential cyberattacks. This post examines the debate over spectrum allocation for CAV technologies.

Why the FCC Matters to Connected and Autonomous Vehicle Technology
The FCC makes critical decisions about what portions of the radio spectrum will be available for various fifth-generation (“5G”) and other new wireless services, including CAV technologies. Those decisions are part of the FCC’s authority to administer spectrum for use by states, local governments, commercial businesses, and consumers. While the FCC at one time had designated a specific band of spectrum, the 5.9 GHz band for vehicle-to-vehicle (“V2V”) communications, a debate recently was reignited over the future of that band and the best way of enabling spectrum for CAV technologies and for the broader range of next-generation technologies that will be available with deployment of 5G. Although the 5.9 GHz band is not the only portion of the spectrum that enables CAV technologies, it has attracted significant interest from, and debate among, automakers, wireless providers, chip manufacturers, WiFi advocates and others. These stakeholders are debating whether having one band dedicated to CAV is the most efficient and effective means of meeting demands in this country for spectrum access—demands that the recent Presidential Memorandum on national spectrum policy described as “never . . . greater than today, with the advent of autonomous vehicles and precision agriculture, the expansion of commercial space operations, and the burgeoning Internet of Things.”

The Debate: FCC’s Allocation of the 5.9 GHz Band for Dedicated Short Range Communications
In 1999 the FCC first allocated the 5.9 GHz band for a type of wireless communication technology, known as Dedicated Short Range Communications (“DSRC”), which enables V2V and vehicle-to-infrastructure (“V2I”) information transfers. In 2004, when the FCC adopted licensing and service rules for DSRC services in the 5.850 to 5.925 GHz band of the spectrum, its Report and Order explained that DSRC, “provides the critical communications link for intelligent transportation systems,” which are designed to “reduc[e] highway fatalities” and “save lives by warning drivers of an impending dangerous condition or event in time to take corrective or evasive actions.”

Today, the 5.850 to 5.925 GHz band is still allocated for DSRC-based technologies, although an FCC proceeding to consider reallocation of the band has been open for more than five years. At issue are the extent to which: (i) the band should continue to be allocated solely for DSRC and whether that exclusive allocation was necessary; (ii) the band should be preserved for additional automotive technologies; and (iii) the band should be repurposed, partially or entirely, to meet increasing demands for additional unlicensed spectrum and whether CAV technologies could make use of other bands.

Renewed Focus: Questions over Use of the 5.9 GHz Band are Revisited this Fall
The FCC proceeding has received renewed attention this fall. First, NCTA—the Internet & Television Association, which represents the cable industry, issued a letter in October, arguing that the FCC should “conclude its 5.9 GHz proceeding” by issuing “a Further Notice of Proposed Rulemaking or other appropriate vehicle that: (1) recognizes that the heavy-handed, technology-specific rules of the past have failed, (2) proposes to open all or a sufficient portion of the band to promote unlicensed innovation and investment, and (3) considers how to more flexibly address the need for low-power, point-to-point connectivity in the automotive sector using one or more alternative spectrum bands.”

According to the NCTA, “[t]he marketplace has rejected DSRC” because, first, automakers are “concerned about DSRC’s effectiveness,” second, market-driven alternatives, including cellular vehicle-to-everything technology (“C-V2X”) “are flourishing,” and, third, “conversations about the future of automobile safety have shifted to autonomous vehicles, which today rely on LIDAR [light detection and ranging], cameras, sensors, and radar, potentially supplemented by V2X communications as an additional sensor input.” NCTA also cited the Department of Transportation’s (“DOT”) recent guidance, which we previously covered in another IoT Update, for the proposition that DOT “has shifted focus from DSRC to technology-neutral standards.” DOT’s guidance caused some public confusion about the Department’s stance on repurposing the 5.9 GHz band, but DOT recently clarified in a press release that “[p]reserving the 5.9 GHz band for transportation communications is essential to public safety today and in the future.”

Even within the automotive industry, there is debate over the right course. Some automakers have emphasized DSRC as the right technology for CAV vehicles, while another group has suggested moving beyond DSRC in favor of C-V2X standards.

As companies are debating whether re-allocating the band will lead to interference with DSRC, the FCC’s Office of Engineering and Technology (“OET”) is studying the issue. At the end of October 2018, that office released a request for comment on a recent report of tests OET performed to evaluate potential sharing solutions between unlicensed devices and DSRC operations in the 5.9 GHz band. Through testing, OET found that prototype unlicensed devices, which provide short-range, high-speed unlicensed wireless connections for applications such as Wi-Fi-enabled radio local networks, cordless telephones, and fixed outdoor broadband transceivers used by wireless internet providers, are “reliably” able to detect DSRC communications. OET reported that the unlicensed devices could prevent interference by detecting DSRC signals and either vacating or sharing portions of the spectrum. The FCC sought comments, which were due by November 28, 2018, to address whether the test results, which suggest that DSRC-based technologies and unlicensed devices can co-exist, should impact the pending proceeding regarding use of the 5.9 GHz band. Notably, the FCC has adopted a similar “listen-before-talk” spectrum protocol in other bands. Outside of the proceedings, FCC Commissioner O’Rielly has stated that he “is confident that at least 45 megahertz” in the 5.9 GHz band “can be reallocated for unlicensed services without jeopardizing automobile safety.”

Broader Implications: CAV Technology and the Race Toward 5G Deployment
The extent to which the 5.9 GHz band should be used for unlicensed services (as opposed to just DSRC or other automotive technologies) exemplifies the larger debate over how and in which bands the FCC should allocate additional spectrum to facilitate 5G deployment. 5G wireless technologies, which are designed to enable wireless broadband services with faster speeds and low latency (i.e., minimal delay in processing data), have received much attention recently, including in this fall’s Presidential Memorandum on national spectrum policy, which announced “it is imperative that America be first in fifth-generation (5G) wireless technologies.”

As we have explained previously in an IoT Update, the rollout and success of 5G networks has significant implications for the future of the IoT ecosystem, which includes CAV technologies. Because 5G promises wireless broadband services with faster speeds and low latency, the deployment of 5G may, for instance, enable cars to collect and share greater amounts of data at a quicker pace, thereby improving driver experiences and equipping cars with more rapid reflexes.

To spur 5G deployment, the FCC has introduced the Facilitate America’s Superiority in 5G Technology strategy (“5G FAST Plan”) to make additional spectrum available for 5G services, including through spectrum auctions, which we also have discussed previously in another IoT Update. The first auction began November 14, 2018, for high-band spectrum in the 28 GHz and 24 GHz bands, but the FCC also is considering, inter alia, reallocation of mid-band spectrum, which could eventually include the 5.9 GHz band. Repurposing the 5.9 GHz band for 5G uses beyond DSRC and other automotive safety technologies would not only make a block of spectrum available for additional unlicensed wireless technologies, but it may also enable a larger speed way of spectrum to be available across bands to enhance the overall effectiveness of 5G deployment.

Next Steps: Looking Forward on the 5.9 GHz Band
As noted, the FCC sought comments on its recent OET tests this month, and replies are due by December 13, 2018. The OET report was part of Phase 1 of a three-phase test plan announced in 2016, and the current request for comments, in addition to asking commenters to address the report and the pending proceeding on unlicensed use in the 5.9 GHz band, also specifically asks commenters to weigh in on whether the report should impact the three-phase test plan.

Meanwhile, the FCC has issued a Notice of Proposed Rulemaking to “propose rules that will promote new opportunities for unlicensed use in portions of the” neighboring 6 GHz band, with comments due 60 days after publication in the Federal Register. Given that the 5.8 GHz band, the 5.9 GHz band’s lower-adjacent neighbor, permits significant unlicensed operations, stakeholders, such as the NCTA, have argued that, if the FCC permits additional unlicensed activities in the 6 GHz band, “DSRC . . . or any specialized automotive technology,” will remain “as an unsustainable technological island.”