Connected car considerations: Industry viewpoints on standardization, safety and more

July 25, 2016  - By

This article presents short segments from each of the four speakers on GPS World’s June Connected Car webinar, sponsored by u-blox. The one-hour webinar with presentation slides is now available on demand.

Chaminda Basnayake, Principal Engineer, V2X Systems, Renesas Electronics

In the basic V2X concept of operation, everybody will be talking to each other, will be aware of each other. Any car will be broadcasting BSMs, pedestrian or personal devices will be broadcasting an equivalent message, called personal safety messages (PSM), and then all the control devices like traffic control will broadcast signal-based timing information, SPAT messages, intersection maps and GPS correction data.

The expectation in the system design is that all vehicles will provide position information and location accuracy, and the vehicle should be able to get this from itself and from others.
The idea is that every vehicle should be able to relatively position everyone else, and then with the onboard device, the vehicle should be able to position itself with respect to the roadway.

A lot of applications are out there. A good source of further information on these is put together by the Connected Vehicle Reference Implementation Architecture, a U.S. Department of Transportation initiative.

Connected Car Gateway for applications such as emergency calling, telematics, infotainment data distribution and usage-based insurance. (Image: u-blox)

Connected Car Gateway for applications such as emergency calling, telematics, infotainment data distribution and usage-based insurance. (Image: u-blox)

John Kenney, Director and Principal Researcher, Network Division, Toyota InfoTechnology Center

A couple of issues are hot today with regard to spectrum and how we’re going to use it: what kinds of technology to use to support V2X, in the United States and around the world, and also whether that spectrum can be shared by other technologies for other purposes.

V2X is an inherently ad hoc network, and that makes evolution across generations a much more challenging task than we are used to seeing in the cellular environment.

Dedicated Short-Range Communication (DSRC) technology is now mature, and it’s entering the deployment phase. The cellular V2X technology that’s in the initial standardization is interesting; it offers benefits by complementing DSRC, but we don’t want to see it positioned as a competitor. The auto industry wants to remove uncertainty (regarding spectrum sharing) but only in a way that does not threaten DSRC’s safety-of-life mission.

Nikolaos Papadopoulos, President, u-blox America

The adjacent figure shows an in-vehicle module for emergency calling, other positioning applications and infotainment. The blue boxes show the components that we supply: the GNSS with three-dimensional dead reckoning, and in the future with lane-level accuracy, the TOBY 4000 with the customer application, as well as Wi-Fi, Bluetooth and near-field communications.

I have shown examples in this webinar where we can clearly identify lane changes with a combination of GNSS technologies.

We very much encourage both Tier Ones and OEMs to keep the cellular technology, the short-range communication technology, and the GNSS positioning technology separate. The advances in GNSS and positioning for autonomous vehicles are truly extraordinary, and can only be done in the separate GNSS technology.

How to Put the Car on a Map? Positioning technology options. (Image: Renesas Electronics)

How to put the car on a nap? Positioning technology options. (Image: Renesas Electronics)

Roger Berg, Vice President, Wireless Technologies, DENSO North American R&D Laboratories

The video example that I showed here, of advance warning of a braking car hidden from your line of sight ahead of you, used a Toyota vehicle, a u-blox positional element, and a Renesas V2V component.

We’ve learned through experience that one company can’t do it all. This is an ecosystem that requires connectivity and cooperation. No longer is a vehicle its own entity; it does not operate separate from infrastructure and other road users. And finally, we can’t necessarily predict how connected and automated drivers interact with so-called regular vehicles, those controlled by human drivers. It’s going to take a lot of collaboration between industry, academia and government to be effective.

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