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.

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.

by Monica Alleven | Dec 3, 2018 8:30am
Read Original on FierceWireless

Citing its experience in providing both dedicated short-range communications (DSRC) and cellular vehicle-to-everything (C-V2X) technologies, Panasonic is urging the FCC to preserve the entire 5.9 GHz band for auto safety services.

“Panasonic and other industry stakeholders need the full 5.9 GHz allocation of unimpaired spectrum for these technologies to be deployed to their fullest potential,” the company wrote in a Nov. 28 filing (PDF). “These revolutionary technologies are coming online now. Reducing or eliminating the 5.9 GHz spectrum allocation would risk chilling innovation and stranding investment, which would deny safety benefits to consumers and harm the public interest.”

The comments come in response to a public notice the FCC put out in October that asked for input on how it proceeds with the 5.9 GHz band. The deadline for comments was Nov. 28, with a reply comment deadline of Dec. 13.

The agency has been involved in efforts to determine whether unlicensed devices could share the 5850-5925 MHz frequency band with DSRC systems. In 2016, a three-phase test plan was announced, with the FCC reporting in October on the first phase, in which it found prototype devices reliably detected DSRC signals.

A number of members of the auto industry submitted comments in recent days saying they don’t think any sharing should be considered in the 5.9 GHz band between DSRC and non-DSRC devices. Another group of commenters, including NCTA – The Internet & Television Association, is urging the government to take a “fresh look” at the 5.9 GHz band and designate all or a substantial portion of the band for unlicensed use. They argue (PDF) DSRC is a failed technology, stuck in the pilot-project stage even after 20 years of government subsidy.

In its public notice, the FCC said it recognized there have been a number of developments since the three-phase test plan was announced in 2016, such as the introduction of new technologies for autonomous vehicles, the evolution of the Wi-Fi standards, the development of C-V2X and the limited deployment of DSRC. The commission invited comment on how these factors should affect its evaluation of the test results, its three-phase test plan and its proceeding on unlicensed use in the 5.9 GHz band.

Panasonic said it agrees with the U.S. Department of Transportation’s National Highway Traffic Safety Administration that preserving the 5.9 GHz band for transportation communications is essential to public safety. It urged the commission to finish all three phases of research before making any decisions about spectrum reallocation. Testing thus far has taken place in laboratory conditions, not in a real-world environment, and tests need to take place in different weather conditions and roadway environments, the company said.

It also told the commission not to heed NCTA’s suggestion that the FCC take a “fresh look” at the 5.9 GHz band and DSRC, nor should it give credence to NCTA’s claim that DSRC has been a “failure” when Panasonic and other industry stakeholders continue on a path to a national deployment.

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.

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.”

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