CYBER TYRE DETECTS AND TRANSMITS INFORMATION RELATED TO LESS THAN OPTIMAL ROAD SURFACE CONDITIONS TO THE VEHICLE AND OTHERS NEARBY THROUGH THE NETWORK

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.

by Monica Alleven | Dec 3, 2018 8:53am
Original Article appears in FierceWireless

Toyota Motor Corporation is telling the FCC that assertions about dedicated short-range communications (DSRC) being a “failed experiment” and statements about the band not being used today are simply not true.

“Significant and irrefutable progress has been made with respect to DSRC development and deployment since the Commission first initiated the 5 GHz proceeding in February of 2013,” the automaker told the FCC (PDF).

The statements, made in response to a call for comments by the FCC, contrast with those of NCTA – The Internet & Television Association, which call DSRC “a failed technology” (PDF) stuck in the pilot-project stage even after 20 years of government subsidy. Others, like Qualcomm and Ford, have shared the results of tests they conducted to compare radio performance of cellular vehicle-to-everything (C-V2X) and DSRC in Ann Arbor, Michigan, and San Diego, where they found C-V2X to be superior to DSRC.

The FCC has been involved in efforts to determine whether unlicensed devices could share the 5850-5925 MHz frequency band with DSRC systems. A three-phase test plan was devised, with the FCC reporting in October on the first phase, at which time it put out a public notice (PDF) asking for input on how it proceeds with the 5.9 GHz band. In so doing, the FCC acknowledged that quite a few things have changed since the three-phase test plan was announced in 2016—including developments in C-V2X—and it asked about how some of these factors should affect its evaluation of the test results.

Toyota ticked off several accomplishments in DSRC: The National Highway Traffic Safety Administration’s large-scale pilot deployment with approximately 3,000 DSRC-equipped vehicles was completed in 2013. Deployment-ready standards for DSRC were finalized by the stakeholder community in 2015. In 2017, General Motors released the first DSRC-enabled production vehicles into the U.S. market, and earlier this year, Toyota announced its plans to deploy DSRC vehicles in the U.S.

Yet calls are increasing for the government to rethink the 5.9 GHz band given the need for more unlicensed spectrum for Wi-Fi and the perceived lack of real progress in DSRC. NCTA, for example, is urging the commission to move past the idea of a co-channel “sharing regime” and reassess phases II and III of the 2016 test plan.

NCTA argues that DSRC is unlikely ever to be deployed widely in the 5.9 GHz band. DSRC will be reliable and effective (if ever) only after “every car and truck is equipped with DSRC” and “the country builds a nationwide network of roadside units at taxpayer expense.” That will likely never occur, the association argues, noting proposals to mandate DSRC have been removed from active consideration. Even if DSRC begins to deploy, it will take decades for any vehicle-to-vehicle (V2V) technology to reach enough vehicles to be reliable.

In contrast, Toyota urged the commission not to entertain sharing solutions that will disrupt the deployment or further development of DSRC technology, strand DSRC in the market or otherwise undercut the significant public and private sector investment that has been made thus far.

GM is also among those urging the government to complete all three phases of the tests before making any decisions about the future of the 5.9 GHz band. GM deployed DSRC-based V2V on its 2017 Cadillac CTS in 2017 and in June of 2018 announced it will build V2V on-board units into a high-volume Cadillac crossover vehicle beginning in 2013, expanding to all Cadillac models thereafter.

In its Nov. 28 filing with the FCC (PDF), GM acknowledged that C-V2X has begun to emerge, but said at this time, “DSRC-based V2V remains the only proven technological solution” and is the appropriate technology to use to test whether spectrum sharing with unlicensed Wi-Fi can work.

Several automobile organizations weighed in as well, telling the commission to preserve all seven channels of the 5.9 GHz spectrum for transportation safety, citing the investment that’s already gone into DSRC and plans for deployment in cars by the likes of Toyota and GM.

This is far from the last word on where the 5.9 GHz band is headed. The FCC in its public notice set an initial deadline of Nov. 28 for comments and a deadline of Dec. 13 for reply comments.

Blog Appears from  AutoTalks

For the past several years, DSRC has been the only V2X technology available. After a long period of multiple large-scale field tests, DSRC based V2X went into production in the US and Japan in 2017, and is about to start mass production in Europe in 2019. Recently, C-V2X technology was introduced, having the same purpose of direct communication link between vehicles. C-V2X is defined by 3GPP based on cellular modem technology, leading to fundamentally different non-interoperable access layer with DSRC. Aside from that, the two technologies are addressing identical use-cases and having identical network, security and application layers.

While DSRC-based V2X is deployed in the US, Europe and Japan, C-V2X is gaining momentum in other regions.

The table highlights the commonalities and differences between the usability and general properties of DSRC and C-V2X. A more detailed technical comparison, can be found in the “Technical” tab.

DSRC vs. C-V2X table 1 general