What Is Vehicle-to-Everything (V2X) Technology?

The sensors, cameras, and wireless connectivity, such as WiFi, radio frequencies, LTE, and 5G cellular technology, that would enable cars to communicate with one another, their drivers, and their surroundings make up vehicle-to-everything technology. With the use of vehicle-to-everything technology, automobiles may exchange real-time data with anything from other automobiles to pedestrians and traffic lights.

You probably have used touchscreens, navigation, and other cutting-edge technologies that connected smartphone technology has introduced to the automotive industry if you own or have driven a car that was constructed in the last five years. Imagine that your future car could connect with other vehicles, infrastructure, and even road signs to provide a more comprehensive picture of what is happening around it. It would be able to do this in addition to receiving software updates from the cloud. Vehicle-to-everything (V2X) technology makes that promise. V2X technology is currently present in some vehicles and roadway equipment today, but its full potential has not yet been realized.

There are many unclear acronyms in the world, and sadly, this one is a biggie. The term "vehicle-to-everything," or V2X, is used to refer to all connected communications in a vehicle. The general concept is that a vehicle can, or will be able to, give real-time traffic information, anticipate changing road conditions, recognize traffic signs and alerts, and more using its on-board communication tools. V2X functions are crucial building pieces in an autonomous vehicle's ability to piece together a picture of its environment, even if they cannot manage a vehicle without a driver inside. There are numerous other "vehicle-to" points of interest inside the V2X stable.

“Connectivity is the Holy Grail”

V2X technology is currently quite fragmented. Although there are sensors, cameras, and networks, they don't really connect automobiles to one another or their surroundings to make driving safer. Except for vehicles of the same model, many vehicles on the road today lack the ability to communicate and receive data to one another. And the auto industry hasn't completely embraced large-scale networks like LTE and 5G, which would effectively bridge the gap between automobiles, infrastructure, and pedestrians so they could genuinely interact. V2X must be widely used in order to function at its best. In most cases, despite having all this technology, if it can't communicate consistently, it's difficult to make the programme function.

Can you maintain continuous connectivity?

Over what ranges?

Can you have reasonably consistent throughput?

Few automobiles have the capability to communicate with one another, even though some utilize radar, LiDAR, and other sensing technology to warn drivers when they go too close to the car in front of them or if they may hit something as they are backing up. In the future, it is hoped that new vehicles will be able to connect with traffic lights, pedestrians, bikers, and citywide networks in addition to reliably relaying information back and forth. This communication gap might be closed, making roads safer. When compared to solely employing radar and LiDAR, V2X will have a number of advantages since it enables drivers to take into account not only what their own car's sensors are seeing but also what other cars nearby are likely to do in response to unforeseen impediments

V2V

V2V, or vehicle-to-vehicle, is a wireless information transfer between cars. The device may transmit messages from neighboring vehicles within a specified range, assisting in determining the likelihood of collisions and enabling a driver to take early evasive action, if required. A 360-degree awareness bubble of all the cars within the system's range is what is intended. According to the National Highway Traffic Safety Administration (NHTSA), V2V technologies can significantly increase the efficacy and precision of current car safety features, which use radar and cameras to detect potential hazards to safety.

V2I

Vehicles can communicate with other equipment on or near the road using the vehicle-to-infrastructure (V2I) technology. There might be connected cameras, lighting, signs, lane markers, and more, depending on the location. Vehicle-to-infrastructure technology aims to increase road safety by preventing crashes by sending the correct cars more information early. A V2I system might notify drivers to accidents near blind corners, prevent multi-car pileups in foggy conditions, and more pro-actively give construction zone notices.

V2P

The vehicle-to-pedestrian (V2P) communication breakthrough presented here may be the most challenging. The concept behind this is that, in order to prevent collisions, automobiles will be able to communicate with pedestrians' mobile devices as well as their own onboard safety monitoring systems. This may include individuals using bicycles, walking, or even entering and leaving mass transit vehicles. For instance, if a car is having problems stopping at an intersection, its onboard systems would send a message to surrounding pedestrians telling them to hold off on crossing the street. The difficulty with V2P is that it necessitates some level of readiness on the part of the user to use their mobile phone as a safety alert beacon.

V2N

Vehicle-to-network (V2N) technology connects a vehicle to its surroundings in a similar way to the other types of V2X technology, although the concept underlying V2N is broader. A vehicle can be connected to other vehicles, data centres, and road infrastructure via a vehicle-to-network. This effectively transforms other motorists into road scouts, enabling a V2N-connected car to speak with other vehicles to update and enhance driving directions based on other motorists' whereabouts if a navigation system is having issues with accuracy or changing roads.

Advantages of V2X

IMPROVES SAFETY

V2X technology could be able to help reduce traffic fatalities. Fuel efficiency will increase as a result of reduced rapid braking caused by traffic bottlenecks and red lights. Even just two V2X safety technologies, such as LiDAR and radio communication between vehicles, may avert 500,000 crashes and save 1,000 lives annually.

CREATES MORE FUEL-EFFICIENT VEHICLES

 With V2X, vehicles may gather information on traffic congestion, stop signs, and speed limits. The vehicle can then use this information to translate a path that maximizes fuel economy and eliminates pointless stops. When it comes to electric vehicles, V2X communicates with infrastructure to inform drivers where the closest charging stations are.

SAVES TIME AND MONEY 

A vehicle equipped with V2X technology may be more fuel-efficient, which translates to time and money savings for the driver. Connected car technology can provide quicker travel routes and aid in preventing accidents. In the long run, this can help drivers save money on petrol and repairs.

Issues With V2X

UNRELIABLE SENSORS

 Vehicles, infrastructure, pedestrians, and towns must all be equipped with trustworthy sensors if V2X is to boost safety. Sensors don't come without their problems, according to a company that specializes in keeping them effective and works with automobile manufacturers. If that sensor isn't well equipped for poor weather circumstances or adverse operating situations where it can function broadly without losing data, you'll run into problems and wind up with data that, in some cases, isn't reliable. The coordination of data streams between the cars and the surrounding infrastructure appears to still be lacking, despite the fact that this sensor data is essential for V2X operation and will also be essential for the development of autonomous and self-driving vehicles in the future. Customers talk about improving the vehicle's ability to link to infrastructure, and it will soon be possible to coordinate the infrastructure with the vehicle. That will probably be the next obstacle.

VULNERABLE DATA 

There will always be a chance that hackers will break into V2X systems to steal data or even take the network hostage, just like with any technology that collects and stores massive amounts of data. And even while safety and efficiency are increased, there are still general privacy worries about automobile companies, governments, and others in charge of the infrastructure having access to your driving information and habits. Although drivers will deal with privacy and security problems as they do in practically every other data-driven enterprise, the immediate future of V2X primarily revolves around two things: the regulatory environment and consumers.

REGULATORY HURDLES

The regulatory aspect of v2x technology may currently be the biggest problem. After the Federal Communications Commission, in 2020, reclaimed some of the radio spectrum originally allotted in 1999 for use by "intelligent transportation systems," such as V2V and V2X technologies, to meet the spectrum needs of Wi-Fi routers and other devices, a circuit court judge sided with the FCC in 2022. The FCC asserted that there was still more than enough megahertz available for safety-related tasks, but the automotive industry wasn't happy and attempted to block it, arguing that the FCC's action was "arbitrary and capricious." The judge rejected the claim because he disagreed. The issue is that this technology has never really existed, as Judge Justin Walker put it hilariously in his judgement, according to Andrew J. Hawkins of The Verge, who reported on the court's ruling. One of those advances that has always been promised but never materialized was of the 'just around the corner' variety. The court has essentially stated today that it was a fantasy.

LACK OF CONSUMER AWARENESS 

Putting aside disagreements between the government and the auto industry, consumers will probably have the final say in how connected their cars are to everything. Typically, buyers consider acceleration, handling, style, and sometimes even the prestige a car invokes. However, some buyers take a more pragmatic approach, looking for a fair value, decent gas mileage, and safety. The majority of drivers likely lie somewhere between these two extremes and value safety, fuel efficiency, and enough technology and amenities to make driving comfortable and convenient on a daily basis. One of the numerous obstacles to increased adoption may be cost. Consumers might not be persuaded of the usefulness of V2X if it comes with an upcharge unless automakers can successfully and clearly sell the advantages. Additionally, V2X systems could be breached by hackers, and drivers may worry about their privacy if their driving patterns and itineraries are tracked and shared. The main obstacle is that few drivers are even aware that V2X technology exists. (Only a select few vehicles, like the 2017 Mercedes E-Class and Cadillac CTS sedans, have capability for communicating with other vehicles and with infrastructure.) The majority of people, according to public opinion, aren't yet familiar with [V2X], but those that are extremely technology-oriented definitely know what it is and it may influence their purchasing decisions.

V2X Companies to Know 

Qualcomm

A leading provider of semiconductors and global connectivity, Qualcomm provides both hardware and software options for V2X. Its C-V2X 9150 chip works with ADAS sensors and 5G networking. Additionally, the business changed its Snapdragon platform to enable communication between vehicles.

Ford

Ford and other well-known automakers are using V2X technology. In 2021, the business started incorporating V2X into its Chinese-made automobiles. Ford's membership in the 5G Automobile Association and China's adoption of 5G enable for important testing of V2X technology and multi-access edge computing in its vehicles.

Cohda wireless

Hardware and software are available from Cohda Wireless for the expanding V2X market. The company's wide range of V2X solutions are designed to improve GNSS location in outlying areas and parking garages, data collection over longer distances, and radio communication between cars when bad weather can impair cameras and sensors.

Cellular Vehicle to Everything (C-V2X) – IoT in Transportation

Cellular vehicle-to-everything is referred to as C-V2X. Cellular technology, which enables automobiles to connect with other vehicles, the cloud, cellular network infrastructure, and even pedestrians, is defined by the 3GPP standard. V2X (vehicle-to-everything) is made possible by a variety of technologies, but C-V2X specifically refers to the cellular solution. A universal connection architecture called Cellular Vehicle-to-Everything (C-V2X) was created to enable low-latency vehicle-to-vehicle (V2V), vehicle-to-roadside infrastructure (V2I), and vehicle-to-pedestrian (V2P) communication. The platform has the ability to alter information and safety services on roads and in cities to improve travel by connecting individual vehicles and enabling the creation of cooperative intelligent transport systems (C-ITS) that decrease congestion and pollution. One of the key applications of IoT in the transportation sector is C-V2X. It makes use of cellular IoT to provide vehicles the ability to comprehend and respond to their surroundings instantly. While improving automation in autonomous cars is likely the most obvious application, it also improves drivers' access to information, especially when it comes to navigation and visibility, and it can make toll and parking systems simpler.

Despite the name, a lot of C-V2X features are independent of cellular network infrastructure. Vehicle-to-network (V2N) and device-to-device (D2D), which includes vehicle-to-vehicle (V2V), vehicle-to-infrastructure (V2I), and vehicle-to-pedestrian (V2P), are the two gearbox modes. The other mode employs short-range radio frequencies to allow direct connection between vehicles and surrounding equipment, whereas V2N uses cellular infrastructure to transport data over the network and receive data about traffic and road conditions.

The Federal Communications Commission (FCC) and the European Telecommunications Standards Institute (ETSI) previously developed Dedicated Short-Range Communications (DSRC) and Cooperative Intelligent Transportation Systems (C-ITS), which C-V2X was intended to replace. However, C-V2X offers more sophisticated capabilities than these prior standards, which had dedicated bandwidth and aided in device-to-device communication.

Drivers will be able to take use of services like pay-as-you-drive insurance, car diagnostics, eCall, linked infotainment, and extended safety features thanks to the platform's secure wide-area and short-range connection combined in a single module. The amount of roadside infrastructure that has to be installed and maintained is decreased by utilizing the current cellular infrastructure. The goal of C-V2X is to take advantage of the extensive coverage provided by safe, proven LTE networks to enable dependable, real-time communication at high speeds and in traffic with high traffic density. Other Advanced Driver Assistance Systems (ADAS) sensors including cameras, radar, and LIDAR are intended to be used in conjunction with C-V2X.

Benefits of C-V2X

It Is Affordable To Integrate Systems With Already-existing LTE-based Network Components.

Direct Contact Across Greater Distances Results In More Thorough GPS

Drivers To See "Through" Barriers Thanks To Improved Non-line Of Sight Performance.

A Larger Data Capacity For Information Transmission And Reception.

Superior Traffic Congestion Control In Congested Or Busy Places.

Increased Dependability Of Security Features And Messaging

Applications of C-V2X

Cooperative driving is the most common use case for C-V2X systems to transform driving. More collisions, bottlenecks, lane change accidents, and traffic congestion can be avoided when vehicles are connected to one another. This can be taken a step further to introduce autonomous driving—vehicles that operate without a driver at the wheel and instead rely on sensors and communications technologies. This is known as platooning in commercial transportation, where an automated convoy is organized to maximize the use of fuel and road space. C-V2X may automatically extend a vehicle's range of sight, alerting drivers to hazards including roadworks and inclement weather. A more accurate map might be produced by using an on-board computer to merge data about the vehicle's speed, position, and identity with images of the surrounding environment.

Automated toll collection

When a car utilizes a toll lane on the highway or approaches a toll bridge, it can interface with the infrastructure of the road directly via short-range radio waves to automate billing or even actual transactions. The linked vehicle may communicate with sensors when they're close enough to the vehicle in order to execute transactions rather than depending on cameras to take pictures of license plates or human toll booth attendants to handle payments. Even "smart contracts" can be used in backend technology like block chain IoT to approve payments.

This not only lowers toll system operating expenses, but also guarantees that the toll infrastructure won't impede or delay traffic, and customers won't have to worry about waiting for a bill in the mail

Cooperative Adaptive Cruise Control (CACC)

By utilising direct vehicle-to-vehicle communication, Cooperative Adaptive Cruise Control (C-V2X) enhances Adaptive Cruise Control (ACC). While ACC alone can adjust speed based on the distance between cars using cameras, radar, and Light Detection and Ranging (LiDAR), CACC also incorporates input from the moving vehicles. When a car with CACC capability brakes or accelerates, it can change the cruise control speed to respond, making the feedback loop safer and more secure.

Emergency vehicle prioritization

Emergency responders can travel more quickly and safely with the use of C-V2X. To guarantee that first responders have priority along the whole route, emergency vehicles can employ C-V2X to automatically connect with traffic systems. These vehicles can also connect to cellular networks to track traffic jams in real time and avoid using routes that might appear to be the quickest at the moment. Through the use of standardized onboard warning systems when a nearby vehicle is actively reacting to an emergency, C-V2X can also make it simpler for drivers to recognize when emergency vehicles are close by and need to pass.

Automated parking payments

Another area where C-V2X can use IoT to improve efficiency is parking. Each parking space in a parking lot built for vehicle-to-device communication may contain a sensor that speaks directly with the car to track how long it has been parked there and what fees are due. This automated system could send push alerts (perhaps with geofencing) to start a mobile payment process, automatically process payments, or relay billing information.

V2X & The IPR Ecosystem

V2X, or vehicle-to-everything, will revolutionise the automotive industry by facilitating communication between moving objects and their surroundings. In order to provide WLAN-based V2X communication, IEEE (Institute of Electrical and Electronics Engineers) standardised IEEE 802.11p: WAVE (Wireless Access in Vehicular Environments) in 2010. This standard has been referred to by professionals using the acronyms DSRC (Dedicated Short Range Communication), WAVE, 802.11p, and WLAN-based V2X interchangeably. As an alternative, the 3GPP (3rd Generation Partnership Project) began standardising C-V2X (Cellular-V2X), which was associated with LTE V2X, with Release 14. Release 15 extended support for 5G to V2X, Release 16 added 5G NR V2X, and Release 17 dealt with improvements for 5G NR V2X and beyond. The goal of the 5G Automotive Association (5GAA) is to improve traffic flow, road safety, and energy efficiency. As a result, businesses are accelerating their research and development in a variety of fields that 5G technology has spawned, and V2X is one of those hotspots right now.

It is frequently possible to accurately predict a technical trend by simply looking at the patents. However, an analysis of US patent applications published since 2010 for vehicle-to-vehicle (V2V) communication technology reveals a variety of important technology decisions being taken in the autonomous vehicle (AV) area, but no obvious indication of a single accepted communication standard. Whatever the case, it is evident that the two leading technologies in the market are Dedicated Short-Range Communications (DSRC), which is based on the 802.11p Wi-Fi standard, and Cellular Long-Term Evolution (C-V2X), which is being developed by the Third Generation Partnership Project (3GPP). Many entrepreneurs in this field are choosing or changing sides. Others, who are pursuing patent coverage sufficiently generic to read on both technologies, appear reticent to commit to either technology until a market or governmental choice has been made.

To give some context, C-V2X encompasses all vehicle-to-vehicle (V2V), vehicle-to-infrastructure (V2I), and vehicle-to-network (V2N) interactions. As we transition from the state-of-the-art (such as radar-based cruise-control systems and lane keeping technologies) to fully autonomous cars, the development of V2V technology is at the forefront of C-V2X. DSRC makes advantage of the 802.11p standard to make short-range V2V communications possible.

A single technical standard will eventually be adopted because vehicles from companies A and B will need to communicate with one another, but in the interim, DSRC and cellular-based V2V are likely to be developed simultaneously. Along with automakers (such Ford, GM, and Toyota) and their suppliers, other significant stakeholders in the development of this emerging technology include wireless technology providers (like Huawei and LG Electronics) and chipmakers/designers like Intel and Qualcomm. It's uncertain how the eventual acceptance of a single solution will work out as these companies' interests converge. For instance, Toyota was the first carmaker to internationally release vehicles featuring V2V technology in 2016. These cars were sold only in Japan and utilised DSRC. To enhance V2V communications using DSRC, the US National Highway Traffic Safety Administration (NHTSA) has been collaborating with the automobile industry and academic institutions for more than ten years.

Assuming that most applications are published 18 months after filing, a review of the USPTO's patent publication database finds modest patent activity in the V2V communication sector prior to 2015. This patent survey will examine the filing practises of wireless device manufacturers and chip designers, as well as whether automotive submissions are consistent with their public declarations adopting DSRC or C-V2X. Finally, as many of these applications are prepared to be read on a standard, factors for patent application preparation and prosecution are included.

A cooperative agreement known as 3GPP connects many telecom standardisation organisations. Vehicles can directly communicate their geographical coordinates to one another when in low- or no-connectivity range up to 100 metres thanks to LTE, which is being developed under the 3GPP. Additionally, when connected at a distance of up to 500 metres, the vehicles can converse indirectly over the cellular LTE network. As the vehicles are aware of one another thanks to broadcast short messages, both the direct and indirect choices assist in preventing crashes.

The alternative standard, 802.11p (created by IEEE), is based on DSRC, a project run by the US Department of Transportation (known as ITS-G5 in Europe). With the use of DSRC, automobiles may send and receive omnidirectional communications up to 10 times per second, giving them a 360-degree "awareness" of other vehicles. The messages from neighbouring vehicles can be used by vehicles with the proper software to identify potential crash dangers as they emerge.

Automobile manufacturers

Ford is deeply rooted in the C-V2X camp and was an early adopter of V2V technology for collision avoidance. Ford has submitted multiple applications that are neither restricted to C-V2X nor DSRC, despite the fact that many of them are specifically related to C-V2X. A general communication module for V2V communication with a controller set up to identify the vehicle type or classification of the lead vehicle, for instance, is covered by US Patent No. 10,275,043. The controller notifies the lead vehicle (for example, via V2V communication) that it is moving slowly if it is not a semi-truck, an emergency vehicle, or another vehicle that is obliged to move at a reduced speed.

Toyota has continuously submitted applications aimed at implementing the DSRC standard, consistent with their stated adoption of that standard. US Patent No. 10,013,877, one of Toyota's representative patents, describes a method for alerting drivers to a traffic blockage based on wireless vehicle information contained in a DSRC transmission. Nine out of the 11 applications that another top filer, GM, filed in this field have been granted patents. However, GM has only released two applications for this specialised technology since 2015, and the majority of those applications seem to be focused on message authentication and broadcast authentication systems that may be used for both DSRC and cellular-based V2V communications.

Wireless (handheld) device manufacturers

The top filers are LG and Huawei. It should come as no surprise that both businesses are attempting to defend cellular and V2V-based technologies. The long-standing partnership between LG and Qualcomm, one of the biggest suppliers of wireless-baseband chipsets, is still going strong. Bosch, Huawei, and Vodafone Germany have tested the use of C-V2X successfully in Europe in the meantime.4 The 5G Automotive Association (5GAA), founded by Huawei in collaboration with Audi, BMW, Daimler, Ericsson, Intel, and Nokia, is another collaboration

Chipmakers

Qualcomm, one of the top filers among the businesses identified by the search, is firmly aligned with LG Electronics in the C-V2X camp. The fact that Intel is a member of the 5GAA suggests the same decision. The majority of Qualcomm's early applications, such as USP 9,584,954, were focused on DSRC technology. Why Qualcomm changed its patent strategy and decided to support the C-V2X standard is unknown. In any case, C-V2X looks to be gaining pace as a result of the Trump administration's failure to compel the adoption of DSRC, and other businesses like Qualcomm may adjust their strategies in response. The government will set the example as the industry develops, and entrepreneurs in the V2V communication sector will follow suit with patent protection. Following the decision on whether to pursue claims that meet the accepted standard, the adopted standard will continue to be developed. Drafting and updating a technical standard definition, like the 3GPP, will be an integral element of that evolution, requiring participating companies to participate in work groups where technical thoughts are shared and refined. It is possible to anticipate a rise in V2X-related patent filings by the participating businesses, among others, with Release 16 of the 3GPP standard planned in December 2019.

Companies that place a high importance on obtaining patents will probably stake out their IP borders by filing patent disclosures before work group meetings or as soon as the technical standard specification and accompanying documents are published, whichever comes first.

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