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Hyundai Teams Up With Cisco Systems for Connected-Car Tech, Vehicle Driving Simulation

Jennifer van der Kleut

If there’s one Silicon Valley company that knows high-speed data, it’s Cisco Systems. So, it’s no surprise that when popular South Korea-based automaker Hyundai was looking for a data specialist to team up with to develop the next generation of Internet-connected cars, they chose Cisco.

News outlets began reporting the new partnership this week.

Fortune Magazine reports that the partnership “will focus on a network that will speed up and improve the transfer of large amounts of data within the vehicle,” and that it is “part of Hyundai’s wider strategy of working with tech firms to create a connected-car platform for its vehicles.”

The network will aim to make communication between the various systems within the car more effective-and the two companies say, not only will that goal help optimize the car’s connectivity, but it will lend itself well to future self-driving tech as well.

“For autonomous driving to progress, [the car’s systems] have to communicate efficiently with each other and the driver in real time,” Fortune says.

Essentially, Reuters reports, Hyundai plans to create “high-performing computers on wheels.”

Fortune reports that the two entities will also combine forces on research into a test environment for vehicle driving simulation.

“Hyundai Motor says it will invest in cloud, big data analytics, and connected car security technologies,” Fortune explains.

Image Courtesy of Hyundai.

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Lear’s Arada Buy Expands V2X Line

Burney Simpson

Lear Corp. has purchased Arada Systems, the Troy, Mich.-based supplier of Vehicle-to-Infrastructure, V2X, and Vehicle-to-Vehicle, V2V, communications following NXP Semiconductors investment in Cohda Wireless.

Financial terms of deal were not disclosed. Southfield, Mich.-based Lear (LEA) is a Fortune 500 supplier of automotive seating and electrical distribution systems to auto OEMs worldwide. In August Lear purchased Autonet Mobile, a provider of telematics and app services for the auto industry.

Buying the two firms offers growth opportunities “as the connectivity mega-trend drives increased requirements for data and signal management to meet rapidly growing demand for more connectivity and communication features in vehicles,” Lear President and CEO Matt Simoncini said in a release.

Arada develops V2V and V2X software and hardware designed for use in the 5.9 GHz dedicated short range communications (DSRC) and other wireless communications protocols, notably GPS. Arada’s V2X products include its LocoMate series of roadside units for infrastructure and on-board units for vehicles. It has 45 employees.

NXP & COHDA & CISCO

Last January, NXP Semiconductors (NASDAQ: NXPI), a supplier of V2X technology, reported it had increased its investment in Cohda Wireless, a software specialist for V2X. A NXP fact sheet reports it owns 23 percent of Cohda.

A NXP executive said the investment would combine its own RoadLINK chipset for V2X communications and Cohda’s V2X software stacks and applications.

Netherlands-based NXP has operations in more than 25 countries and revenue of $5.7 billion in 2014.

In October, NXP announced that it and Cohda would provide the vehicle communications technology that Siemens would deploy for various V2X field tests and projects in the Netherlands, Germany, and Austria.

In January 2013, NXP and Cisco announced an investment in Cohda. The partners announced that NXP chips and Cohda firmware would be bundled and sold through NXP channels as a co-branded product.

Cisco said it and Cohda would explore how vehicles form a part of the Internet-of-Things.

Graphic from Lear Corp.

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V2I Spectrum-Sharing Field Test is Ongoing

Burney Simpson

Field tests of a program that allows Wi-Fi and Vehicle-to-Infrastructure (V2I) communications to share a sector of the radio frequency spectrum are scheduled to be completed by the end of the year.

The testing of the 5.9 Gigahertz (GHz) band follows the May 13 announcement by Department of Transportation Secretary Anthony Foxx that the DOT would expedite research into sharing the band with unlicensed users, such as consumers and businesses.

In 1999 the Federal Communications Commission set-aside the 5850 to 5925 segment of the spectrum for Dedicated Short-Range Communications (DSRC) to improve roadway safety. The Department of Transportation has been devoting this space, known as the 5.9 band, to V2I communications. The FCC regulates the use of the spectrum.

The week before Foxx’s announcement, officials from Cisco Systems, GM and others met with FCC commissioners to discuss testing a program Cisco called “Listen, Detect, and Avoid” protocol that could allow for use of Wi-Fi in the 5.9 band without interfering with DSRC.

Cisco has allied with the Alliance of Automobile Manufacturers and the Global Automakers, two trade groups representing auto OEMs, in its development and promotion of Listen, Detect, and Avoid. A second DSRC-sharing proposal from Cisco competitor Qualcomm was turned down by the FCC.

A letter from Global Automakers to the FCC pledged to complete field testing of the Cisco concept by the end of this year.

Spectrum sharing proponents argue that Wi-Fi needs more bandwidth due to the exponential growth in the use of tablets and smart phones since the 1999 FCC set-aside.

However, some in the transportation industry active in DSRC and autonomous vehicles have been wary of the idea.

Shortly before Foxx requested the speed up of work on V2V and V2I technology, an independent committee of transportation experts recommended the DOT move slowly with sharing the DSRC spectrum with Wi-Fi uses.

The Transportation Research Board in April sent a report to Foxx that warned “proposed spectrum sharing in the 5.9 GHz band is the most serious risk and uncertainty for the program, but it is not the only one.”

The report, prepared at the request of the DOT, noted that there were many “unknowns and uncertainties” regarding implementation of DSRC by the government and industry.

In addition, Peter Sweatman, director of the University of Michigan Transportation Research Institute, testified to a Congressional committee this year that he had reservations about spectrum sharing (“GM to Congress: We’ll Test Wi-Fi in DSRC Spectrum”).

“Our entire ecosystem of companies (are) committed to V2V using the 5.9 GHz spectrum,” Sweatman told the U.S. House Subcommittee on Commerce, Manufacturing, and Trade. “Spectrum must be protected for (V2V) safety performance (which) depends on the absolute reliability of messages, as well as certainty in spectrum availability, in the mode that has been fully tested.”

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Each V2I Site Could Cost $51,650

Burney Simpson

The cost to deploy a single Vehicle-to-Infrastructure (V2I) roadside site could average over $50,000 but the costs for installing a national network of sites remains unclear, according to a General Accountability Office (GAO) report.

In addition, the development of a national V2I and Vehicle-to-Vehicle (V2V) infrastructure faces a number of challenges, topped by the need for greater data communication capabilities to handle the system’s Wi-Fi needs.

The GAO released last month “Intelligent Transportation Systems: Vehicle-to-Infrastructure Technologies Expected to Offer Benefits but Deployment Challenges Exist.” (Visit here for a summary).

The average cost of a single V2I site could reach $51,650 which would cover planning, equipment, installation, connectivity, and signal upgrades, the GAO determined. That would not include routine maintenance, staff training, equipment replacement, and security costs. A device might need to be replaced every five to 10 years.

The largest cost by far would be for backhaul, which covers the establishing of communication connectivity between the roadside unit and back offices or traffic management centers, along with fiber optic cables, sensors and relays. The GAO broke down the average costs as:

Planning & design:  $6,650

Equipment:               $7,450

Installation:               $3,550

Backhaul:                  $30,800

Signal upgrades:       $3,200

The single site cost can’t be extrapolated to a local, state, or national cost because “current cost data for V2I technology are limited due to the small number of test deployments thus far,” the GAO reports.

For instance. test bed deployments have varied in size, and different applications – a busy four-way intersection vs. a single-lane curve speed warning – may require different equipment.

One of the goals of the U.S. Department of Transportation’s just begun Connected Vehicle Pilot Deployment Project is to determine cost estimates for 56 V2I applications in three locations — New York City, Tampa, and Wyoming.

The payoffs on this investment could be huge. Since 2011, Japan has installed

about 55,000 pieces of V2I equipment on local roads, and 1,600 pieces on expressways, the GAO reported. Japan claims it has cut accident rates and reduced congestion which brought lower greenhouse gas emissions.

In the U.S., an installed V2I and V2V system could prevent 59 percent of single-vehicle crashes and 29 percent of multi-vehicle crashes, which engender costs of more than $200 billion annually, according to the Federal Highway Administration.

DSRC CHALLENGE

The biggest challenge facing the rollout of V2I and V2V technology is the capability of the radiofrequency spectrum that is now devoted to transportation safety communications, according to a survey of the 21 subject matter experts that contributed to the GAO study.

In brief, the 5.9 Gigahertz (GHz) band was set aside for Dedicated Short-Range Communications (DSRC) systems, a wireless technology that allows vehicles and infrastructure to communicate over a range of about 1,000 feet, the GAO reports.

A V2V-equipped vehicle can use DSRC to share data about 10 times per-second on its speed, position, heading, acceleration, size, and braking with surrounding vehicles and road infrastructure.

The DOT has insisted the 5.9 band remain exclusive for V2I, V2V and other traffic-oriented communications. (For its part, Japan tested its 700 MHz band for sharing capability and decided to keep it devoted to V2I and V2V communications.)

However, growing demand for spectrum for Wi-Fi from consumers, businesses, and state and local governments has spurred the Federal Communications Commission to investigate whether it’s feasible to share the 5.9 band. The FCC oversees spectrum use by nonfederal users.

The GAO found that there are two important non-government efforts looking into technology that would allow for sharing of the 5.9 band:

  • Toyota, Denso, Qualcomm division CSR Technologies and other firms have been working since 2013 with the Institute of Electrical and Electronics Engineers (IEEE) DSRC Tiger Team;
  • Cisco Systems, the Alliance of Automobile Manufacturers, and the Association of Global Automakers are in the midst of testing “listen, detect, and avoid” protocol. In May, these three, along with GM and Toyota, met with the FCC and predicted that feasibility testing of the technology could be completed by the end of 2015.

GM has publicly committed that its 2017 Model Year Cadillac CTS vehicles will have DSRC technology. That would translate into DSRC-capable vehicles for sale to the public as soon as the third quarter of 2016.

The GAO wrote its report at the request of Rep. Larry Bucshon, an Indiana Republican, Rep. Barbara Comstock, a Virginia Republican, and Rep. Daniel Lipinski, an Illinois Democrat. Bucshon is on the House Energy & Commerce Committee; Comstock and Lipinski are on the House Transportation & Infrastructure Committee.

Installing a V2I and V2V infrastructure will be a huge task. A number of DOT pilots now in the works won’t be done until 2020, and the agency estimates that even by 2025 only 20 percent of intersections will be V2I capable. For now, the goal is to have 80 percent of intersections V2I capable by 2040.