With the development of intelligent network-linked technologies, automobiles have become more and more closely linked with other vehicles, transportation infrastructure, pedestrians, and data centers. Recently, Huawei Munich, Germany, published a research paper on 5G car networking papers, the paper outlined their vision for future traffic. What kind of model is the future traffic? What kind of standards will support all these V2X exchanges before? At present, the automotive operating system can run almost everything from infotainment to autopilot. Vehicles are becoming more intelligent and less dependent on human operations. The smart car equipped with a large number of sensors and car connectivity will provide people with a safer, more environmentally friendly and more efficient journey, while also providing a brand-new competitive platform for car manufacturers, technology companies and communication providers. The V2X is a general term for automotive communication systems. It represents sensors and other sources of information linked through high-bandwidth, low-latency, high-reliability communications, paving the way for fully automated driving. V2X includes several components such as vehicle-to-vehicle (V2V), vehicle-to-infrastructure (V2I), vehicle-to-pedestrian (V2P), and vehicle-to-network (V2N) communications. In this diversified ecosystem, cars will communicate with other vehicles, traffic lights or parking spaces and other infrastructure, pedestrians carrying smart phones, and data centers accessible via cellular networks. Via its instant messaging V2X can allow road safety applications such as (non-exhaustive list): Frontal collision warning Lane Change Warning / Blind Spot Warning Emergency Electric Brake Light Warning Cross-motion assistance Emergency vehicle approaching Road works warning Queue driving Different use cases have different sets of requirements and the communication system must handle these sets of requirements efficiently and cost-effectively. What kind of traffic experience can V2X World expect? Researchers from the German Munich Research Center in Munich outlined their ideas in a recent paper: (1) The user sends the car purchased on demand through the application; (2) It is used to adjust the car to enter the automatic driving or remote driving mode and adjust the preset of the vehicle by connecting the personal traffic app with the wireless network; (3) The vehicle searches for a queue that best suits the user's preferences, and joins the selected queues in a cooperative mobility mode that allows the car to travel in a very short space to save energy; (4) Two-way navigation guides the vehicle around a crowded road; (5) The user can control the navigation system to select different routes, whether driving on the highway or on a beautifully routed route; (6) The vehicle is closed by the user at the destination; (7) The vehicle is automatically driven to the automatic parking lot (7a) or the next user (7b). In this paper, some advanced use cases based on 5G V2X are also introduced, such as cooperative adaptive cruise control (CACC), lane consolidation, automatic connection parking, and cooperative cross control. Huawei's researchers pointed out: "Although these use cases seem far away, most technologies (high-precision maps, real-time traffic information, in-vehicle sensors such as radar, cameras, ultrasound, etc.) are already in use or will become in the near future. Reality, however, the weakest and most important aspect of this is the highly reliable, low-latency communication system. As with any new technology area, V2X also has competing standards. In the previous article "Contention of DSRC and LTE Standards in Vehicle Networking", some contents were introduced. IEEE 802.11p The original V2X standard is based on the Wi-Fi branch, and IEEE 802.11p (a part of WAVE of IEEE, or a wireless access program for an automotive environment) operates in the unlicensed 5.9 GHz band. The IEEE 802.11p, which was completed in 2012, supports ITS-G5 in the US Dedicated Short-Range Communication (DSRC) and European Cooperative Intelligent Transmission System (C-ITS) initiative. V2X communication over 802.11p is not limited to sight-limited sensors such as cameras, radars, and lidars, but also includes V2V and V2I use cases such as collision warnings, speed limit alerts, and electronic parking and fee-based payments. The features of 802.11p include short distance (less than 1km), low delay (about 2ms) and high reliability. According to the U.S. Department of Transportation, “it works under high-speed moving conditions and can provide performance (such as rain, fog, snow, etc.) under extreme weather conditions.†Essentially, even in inclement weather, 802.11 p can also extend the view of the vehicle. IEEE 802.11p does not rely on cellular network coverage. The solutions are on-board units (OBUs) and roadside units (RSUs). It is now available from silicon suppliers including NXP, Marvell, Renesas Electronics and Redpine Signals. Cellular V2X The emerging alternative to IEEE 802.11p is C-V2X or Cellular V2X, whose main proponents are the 5G Automotive Association and chipmaker Qualcomm. A key advantage of the C-V2X is that it has two modes of operation. The first is a low-latency C-V2X direct communication over the unlicensed 5.9GHz band PC5 interface, designed for active safety messages such as immediate road hazard warnings and Other short-range V2V, V2I and V2P cases) are designed. This model is closely integrated with the content provided by the existing IEEE 802.11p technology, which also uses the 5.9 GHz band. The second mode is communication over the Uu interface on a conventional licensed band cellular network and can handle V2N use cases such as infotainment and delay tolerant security messages involving more distant road hazards or traffic conditions. Since it does not use a cellular connection, IEEE 802.11p can only match this mode by establishing a temporary connection with a roadside base station. The current C-V2X Rel-14 specification (part of the global 3GPP Rel-14 standard and LTE Advanced Professional Edition) was completed in March of last year, and Qualcomm’s first C-V2X chipset 9150 was released in September last year. Commercial sampling will take place in the second half of 2018. Qualcomm also introduced the C-V2X reference design for the 9150 C-V2X chipset with integrated GNSS capabilities, the application processor running the ITS V2X stack, and the hardware security module (HSM). Compared with IEEE 802.11p, C-V2X is a few years behind in the deployment of V2X market. The following is a comparison of some of the technologies and use cases between the 802.11p and C-V2X specifications: Ford Motor Company, Audi and Groupe PSA and SAIC Group are conducting current C-V2X technical tests in the United States. Looking forward, the C-V2X layout will involve high throughput, wideband carrier support, and high reliability of 5G NR (new radio) functionality. 205% of the 2.2 billion cellular network connections will be used in the area of ​​car networking. From the C-V2X technological evolution point of view, C-V2X should be supported instead of 802.11p as the basis of V2X. However, due to differences in security requirements and technical requirements, whether the C-V2X can use standard cellular modems in automobiles still remains in doubt. Which standard will win? IEEE 802.11p has the advantages of earlier development and deployment and is therefore more qualified. On the other hand, C-V2X can provide better performance, either using direct communication or network-assisted communication, and also has an evolution path to 5G. This is not just a technical standards debate. It is very risky and 802.11p is still popular in many areas. In Europe, this prompted the GSMA to make it clear in its September 2017 briefing: “GSMA is concerned that the European C-ITS launch plan does not take into account the great potential of C-V2X. The GSMA noted that the European Commission wants to prevent the decentralized deployment of two different V2V communications. As a result, 802.11p has formed within the C-ITS framework. The radio standard called ITS-G5 obviously needs to support it. The European Commission is considering whether to announce the European Authorization Act on C-ITS, which means that by 2019, any future technology on the market needs to be able to communicate with 802.11p technology. The vehicles are communicating, which will effectively lock 802.11p as a central communication V2X technology for decades. " Volkswagen has invested a considerable share in 802.11p, and it will start to adapt to selected models from 2019. Future 802.11p and C-V2X may be combined to combine the strongest points of each technology. In fact, researchers at the Huawei Research Center in Germany are also looking forward to integrating upcoming technologies such as high-frequency (such as 60GHz), high-bandwidth millimeter-wave, and VVLC (Vehicle Visible Optical Communication) into the 5G V2X access network architecture to support specific V2X use case. This will allow the industry to provide regulators with solutions that maximize the benefits for all vehicle users. The following are some of the use case requirements considered by Huawei researchers and their assessment of the different technologies supporting their capabilities: In the future, regardless of which standard has become mainstream, one thing can be determined. The use of V2X will significantly increase the utilization rate of the road surface, achieve efficient, safe and environmentally friendly transportation, and make up for the lack of onboard sensors. 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