Pressing data privacy questions as car computer processing power increases.

Connected car data surge: welcome to the world of petabytes and exaFLOPS

The sheer volume of data being collected by connected cars is soaring. Forget megabytes (MB), gigabytes (GB) and even terabytes (TB), it’s time to start thinking in petabytes (PB) and exaflops (EFLOPS).

A petabyte is equal to one quadrillion (one thousand trillion) bytes. However, rather than looking at storage capacity, there’s now been a shift towards performance, measured in floating-point operations per second (FLOPS).

At the CVPR 2021 Workshop on Autonomous Driving event earlier this year, Tesla unveiled its new in-house supercomputer, boasting an eyewatering 1.8 EFLOPS.

The University Information Technology Services tells us that: “To match what a one EFLOPS computer system can do in just one second, you’d have to perform one calculation every second for 31,688,765,000 years.”

Behind this unprecedented processing power sit important questions. Back in 2019 we asked Connected cars: whose data is it anyway? with Bill Hanvey, CEO of the Auto Care Association, warning that “carmakers have no incentive to release control of the data collected from our vehicles”.

Under the headline “Customer trust is essential to large-scale adoption of connected cars”, Engineering and Technology (E&T) recently highlighted a survey, by automotive engineering company Horiba MIRA, which asked 1,038 car owners from the UK, Germany and Italy about privacy in their connected vehicles. 42% said they were not made aware that they could withdraw their consent.

Garikayi Madzudzo, advanced cybersecurity research scientist at Horiba MIRA, commented: “Industry sources estimate that on average about 480 terabytes of data was collected by every automotive manufacturer in 2013, and it is expected that this will increase to 11.1 petabytes per year during the course of 2021.

“With such large volumes of personal information being collected, it is inevitable that privacy will be a challenge.”

This dovetails with a survey by Parkers which found that 86% of people wouldn’t be happy to share driving habit data with third-party companies.

Parkers.co.uk editor, Keith Adams, told Fleet News: “We’re agreeing to all manner of terms and conditions on a daily basis – I shudder to think what Google knows about me – but it comes as a surprise to see so few drivers are aware of what their cars knows about them.”

Meanwhile, The Star Online has published some interesting thoughts on data privacy from Volkswagen Group chief executive, Herbert Diess.

“In Europe, data belongs to our customers first and foremost – they decide what happens with it,” he said.

“In China, data is considered a common good, available for the people’s good. In America, data is predominantly seen as an economic good, is not public, but remains with the companies, with Google, with Apple, in order to serve the business model there.”

Vehicle-to-everything (V2X) 4G and 5G connectivity via small cells can be a lifesaver.

Carsofthefuture.co.uk editor to host Automotive & Transportation session at Small Cells World Summit 2021

Carsofthefuture.co.uk has signed a media partnership agreement with The Small Cell Forum (SCF) for its three-day online Small Cells World Summit, The Future of Mobile Networks, on 11-13 May 2021.

Small Cells World Summit 2021 registration
Small Cells World Summit 2021 registration

As part of the deal, Carsofthefuture.co.uk editor Neil Kennett will moderate the Automotive & Transportation session from 11am on Wednesday 12 May, with high-profile speakers including: Peter Stoker, Chief Engineer for Connected and Autonomous Vehicles at Millbrook Proving Ground; Dr Maxime Flament, Chief Technology Officer at the 5G Automotive Association, one of the world’s leading authorities on Intelligent Transport Systems (ITS); Bill McKinley, Connected Car Business Lead at Keysight Technologies; and Mark Cracknell, Head of Connected and Automated Mobility at Zenzic, responsible for accelerating the self-driving revolution in the UK.

Neil Kennett, said: “We are delighted to partner with The Small Cell Forum for this exciting virtual event, which brings together mobile operators, vendors and regulators from around the globe. The Automotive & Transportation session will focus on connected and autonomous vehicle (CAV) opportunities, particularly vehicle-to-vehicle (V2V) and vehicle-to-everything (V2X) communications, in-vehicle payments, and the rival ITS-G5 and C-V2X 5G technologies.

“Small cells deliver high-quality, secure 4G and 5G coverage, so there are clearly a multitude of new use cases in the connected car world and the wider mobility ecosystem. Aside from supporting self-driving, they can facilitate everything from in-car infotainment and shopping, to fixing technical problems before they occur and pre-empting likely crash scenarios. It is no exaggeration to say they could be a lifesaver.”

Carsofthefuture.co.uk readers can benefit from a 40% discount on Small Cells World Summit 2021 tickets using the code SCWS2021. See www.smallcells.world/

Humanising Autonomy uses behavioural psychology and computer algorithms to make cities safer for pedestrians and cyclists.

Using cameras and AI to protect vulnerable road users

Our Zenzic CAM Creator series continues with Raunaq Bose, co-founder of Humanising Autonomy.

Before establishing predictive artificial intelligence (AI) company Humanising Autonomy in 2017, Raunaq Bose studied mechanical engineering at Imperial College London and innovation design engineering at the Royal College of Art. Focusing on the safety of vulnerable road users, Humanising Autonomy aims to redefine how machines and people interact, making cities safer for pedestrians, cyclists and drivers alike.

RB: “Our model is a novel mix of behavioural psychology, deep learning and computer algorithms. We work with OEMs and Tier 1 suppliers on the cameras on vehicles, with the aftermarket on retrofitted dashcams, and also with infrastructure. Our software works on any camera system to look for interactions between vulnerable road users, vehicles and infrastructure in order to prevent accidents and near misses. While most AI companies use black box systems where you can’t understand why decisions are made, we set out to make our models more interpretable, ethically compliant and safety friendly.

“When it comes to questions like ‘Is this pedestrian going to cross the road?’, we look at body language and factors like how close they are to the edge of the pavement. We then put a percentage on the intention. Take distraction, for example, we cannot see it but we can infer it. Are they on the phone? Are they looking at the oncoming vehicle? Is their view blocked? These are all behaviours you can see and our algorithm identifies them and puts a numerical value on them. So we can say, for example, we’re 60% sure that this pedestrian is going to cross. This less binary approach is important in building trust – you don’t want lots of false positives, for the system to be pinging all the time.

“One of the main things we’re likely to see over the next decade is increased use of micromobility, such as cycling and e-scootering. At the same time you will see more communication between these different types of transportation, and also with vehicles and infrastructure. The whole point of ADAS is to augment the driver’s vision, to reduce blind spots and, if necessary, take control of the vehicle to avoid a shunt. Then there’s the EU agreement that by 2022 all buses and trucks must have safety features to detect and warn of vulnerable road users.

“We currently only look at what’s outside the vehicle, but with self-driving there will be monitoring of the cabin. In terms of privacy, we have a lot of documentation about our GNPR processes and how we safeguard our data. Importantly, we never identify people, for example, we never watch for a particular individual between camera streams. We look to the future with autonomous cars but for now we’re focused on what’s on the road today.”

For further info visit humanisingautonomy.com.

UK government sparks global business sharing transport sector data.

Sharing data collected by connected cars

Our Zenzic CAM Creator series continues with Mika Rasinkangas, founder and President of Chordant.

Originally part of the global wireless and internet of things (IoT) research company, InterDigital, Chordant was spun out as a separate business in 2019, as “a dynamic data sharing expert”. The spark was a UK government initiative to test the hypothesis that regional transportation data has tremendous value, especially when shared between different parties. The results of this two-year public-private partnership were startling.

Please can you outline your work on connected and automated mobility?

MR: “First of all we looked at the mobility space. There’s the segment that maintains the road network and their supply chain, the mobility service providers – bus companies, train operators and new entrants such as Uber – then the whole automotive sector, OEMs and their supply chain partners. We sit right in the middle of all this and our role is data exchange – bringing dynamic data sets from different sources to come up with something different that solves problems with data driven solutions.

“The hypothesis was that a lot of data in the transport segment was either underutilised, in really small silos, or not utilised at all. The idea was to work with different entities – organisations, companies and universities – to bring data together and make it more widely available, leading to innovation and efficiency.

“It was obvious from early on that this was not only a technical issue, there was a human element. Data is controlled by different entities and departments so the challenge was to get these different data owners comfortable with the idea that their data could be used for other purposes, and to get consumers comfortable with it too. The result was more usable and more reliable dynamic data.”

What major shifts in UK transport do you expect over the next 10-15 years?

MR: “Last mile transport, micromobility solutions are ballooning and Covid19 will only accelerate this. People are walking, scootering and biking more, making short trips by means which don’t involve public transport or being in close contact to others.

“In terms of automotive, we’re living through a massive change in how people perceive the need to own a car, and this shift in perception is changing the fundamental business models. Autonomous vehicle technology keeps developing, connected vehicles are everywhere already and electric cars represent an ever bigger proportion of the vehicle population. In all these segments data utilisation will continue to increase. New cars collect huge amounts of data for lots of purposes and this can be used for lots of things other than what it was originally collected for.”

Can you address the data privacy concerns surrounding connected cars?

MR: “Data privacy is a multifaceted topic. On the one hand, Europe has been at the forefront of it with GDPR. That puts businesses operating in Europe on a level playing field. In terms of connected and autonomous vehicles (CAVs), these regulations set limitations on what data can be harvested and what has to be anonymised in order for someone to use it. It fits the norms of today’s society, but you can see in social media that this kind of privacy seems less important to younger people, however perspectives vary greatly and companies need to be transparent in usage of people’s data.

“From a business perspective, we have to take privacy extremely seriously. The explosion of data usage can have unintended consequences but by and large the regulatory environment works quite reasonably.

“We typically deal with conservative entities which put privacy and security in the middle of everything – if there’s any uncertainty it’s better to not do it, is the attitude. Think of all the sensitive personal data that entities like car companies and mobile telephone companies have. It can give an extremely accurate picture of peoples’ behaviour. There are well established procedures to anonymise data so customers can be comfortable that their personal data cannot be identified.”

What are the main risks in the shift to self-driving and how can these be mitigated?

MR: “One could talk about a lot of different challenges. What about the latency in connectivity in order to ensure processing takes place fast enough? There’s a gazillion of things, but to me these are technical nuts that will be cracked, if they haven’t been already. One of the biggest challenges is the interaction between human-controlled vehicles and automated vehicles. When you add in different levels of driver assistance, urban and rural, different weather conditions – all sorts of combinations can happen.

“The UK is at the forefront of CAV testing. There are government sponsored testbeds and companies are running trials on open roads, so the automotive industry can test in real-life environments. We cannot simulate everything, and the unpredictability of interactions is one of the biggest challenges. A traffic planner once told me that in his nightmares he sees a driverless car heading toward a granddad in a pick-up truck, because there’s just no telling how he might react!”

Is there anything else you’d like to mention?

MR: “I’d like to address the explosion of data usage in mobility and how dynamic data enables not only efficiency improvements but new business models. According to recent studies by companies like Inrix, congestion costs each American nearly 100 hours or $1,400 a year. Leveraging data-driven insights can drive change in both public policies and behaviours. In turn, these can result in reduced emissions, improved air quality and fewer pollution-caused illnesses.

“CAVs can be data sources providing tons of insight. Think about potholes – new vehicles with all these cameras and sensors can report them and have them fixed much more efficiently. This is just one example of entirely data-driven efficiency, much better than eyeballing and human reporting. There will be a multitude of fascinating uses.

“Organisations such as vehicle OEMs, transport authorities and insurance providers will require facilities for the secure and reliable sharing of data, and that’s where we come in. I would urge anyone interested in data driven solutions in the mobility space to visit chordant.io or our Convex service site at convexglobal.io.”

Dr Joanna White says Highways England is currently more focused on the connected bit of connected and automated mobility (CAM).

Highways England expert predicts Level4 self-driving in towns before motorways

Our Zenzic CAM Creator series continues with Dr Joanna White, Head of Intelligent Transport Systems at Highways England.

As the body responsible for designing, building and maintaining our motorways and major A-roads, Highways England (HE) is a uniquely important player in the UK connected and automated mobility (CAM) ecosystem. Here, Head of Intelligent Transport Systems at Highways England, chartered engineer Dr Joanna White, outlines its work on CAM.

Dr Joanna White, Head of Intelligent Transport Systems at Highways England
Dr Joanna White, Head of Intelligent Transport Systems at Highways England

JW: “A key aim in improving our service is to look at how we can safely use emerging technology to better connect the country – people and places, families and friends, businesses and customers. This includes what digital channels we might use, delivering a cleaner road environment and achieving net zero carbon.

“Our connected corridor project on the A2/M2 in Kent finished 10 months ago and we are just completing the evaluation. Collaboration is vital and this was a joint project with Kent County Council (KCC), Transport for London (TfL), the Department for Transport (DfT) and others. It was also part of a wider European project, Intercor.

“We are currently more focused on the connected bit of CAM, building on the services we already provide. This includes beaming information directly into vehicles (replicating what you see on the gantries) and also what data we can anonymously collect from vehicles’ positioning sensors. Can we maintain service from one part of the network to another? Can we do it in an accurate, timely and secure way? How do people feel about it?

“We try not to choose particular technologies – whether it’s radar, lidar, cellular – we are interested in all of it. It could be 5G and, via the DfT, we work closely with the Department for Digital, Culture, Media and Sport (DCMS), which leads on that. One of the most positive government actions was the requirement for mobile operators to provide 90% coverage of the motorway network by 2026.

Highways England car interior 2
Highways England in-car upcoming junction message

“We were very proud to be involved with the HumanDrive project in which a self-driving Nissan Leaf navigated 230 miles from Cranfield to Sunderland. It was a great learning experience in how to  conduct these trials safely, underpinned by our safety risk governance. We had to identify all the risks of running such a vehicle on the strategic road network (SRN), and find ways to mitigate them. It was fascinating to see how it coped on different types of roads, kept to the lines and responded to road sign information.

“Then there’s our Connected and Autonomous Vehicles: Infrastructure Appraisal Readiness (CAVIAR) project, which has been slightly delayed due to Covid. We are building a simulation model of a section of the M1, a digital twin, and we have a real-world car equipped with all the tech which will start operating in 2021. That will collect a lot of data. This is one of our Innovation competition winning projects, run by InnovateUK.

“Within Highways England we have a designated fund for this kind of research, and that means we can invest in further trials and do the work needed to provide more vehicle-to-infrastructure (V2I) communications.

“Personally, I think that Level4 self-driving, eyes off and mind off, is years away, perhaps decades, certainly in terms of motorway environments. However, we are constantly in discussion with government on these issues, for example, we contributed to the recent consultation on Automated Lane Keeping Systems (ALKS).

“Working closely with industry and academia, we have already started off-road freight platooning and are looking to move to on-road trials. We’ve had lots of discussions about freight-only lanes and the left lane is often suggested, but you have to consider the design of the road network. There are lots of junctions close to each other, so how would that work, especially at motorway speeds? At first, I see self-driving more for deliveries at slower speeds in urban areas but, as always, we will listen to consumer demand.”

For further info see highwaysengland.co.uk.

Why digital twins are crucial to the development of ADAS and CAV.

This is no game: how driving simulations save lives

Our Zenzic CAM Creator series continues with Josh Wreford, automotive manager at driving simulation software provider, rFpro.

With digital twins so crucial to the development of advanced driver assistance systems (ADAS), carmakers including Ferrari, Ford, Honda and Toyota have turned to driving simulation software provider, rFpro. Here, automotive manager Josh Wreford explains the company’s cutting-edge work.

Josh Wreford of rFpro
Josh Wreford of rFpro

JW: “While others use gaming engines, our simulation engine has been designed specifically for the automotive industry, and particularly connected and autonomous vehicles (CAVs). That’s a big difference because gaming software can use clever tricks to make things seem more realistic, whereas our worlds are all about accuracy.

“We use survey grade laser scanning to create highly detailed virtual models and have an array of customers testing many different ADAS and CAV features, everything from Level1 right up to Level5. We can go into incredible detail, for example, with different render modes for lidar, radar and camera sensors, it is possible to simulate different wavelengths of the electromagnetic spectrum for detailed sensor modelling. It is up to the customer to decide when their system is ready for production, but we save them a lot of time and money in development.

rFpro simulation Coventry
rFpro simulation: Coventry town centre

“Safety critical situations are extremely difficult to test in the real world because it’s dangerous and crashing cars is expensive! That’s why digital twins are great for things like high speed safety critical scenarios – you can test human inputs in any situation in complete safety. Whenever you have a human in play you’re going to have problems because we’re great at making mistakes and are very unpredictable! rFpro provides high quality graphics running at high frame rates to immerse the human in the loop as much as possible. This allows accurate human inputs for test scenarios like handover to a remote driver. We can even allow multiple humans to interact by driving in the same world.

rFpro simulation Holyhead
rFpro simulation: Holyhead

“Before joining rFpro, I worked at McLaren Automotive on gearbox control software, which involved very similar control coding to ADAS. Ethical questions are always interesting, but ultimately a control engineer has to decide what the next action should be based on the exact situation. Our simulations drive robust engineering and better algorithms, so you get the best reaction no matter what occurs.”

For further info, visit rfpro.com.

Thomas Sors says connectivity is the essential foundation for autonomous vehicles.

Putting the C in Connected and Automated Mobility

Our Zenzic CAM Creator series continues with Beam Connectivity CEO, Thomas Sors.

Having previously led Dyson’s Connected Vehicle programme, Thomas Sors launched Beam Connectivity in January this year. It might be one of the newest cogs in the UK automotive wheel, but its Connected Vehicle as a Service (CVaaS) product is already attracting interest from car, freight and public transport manufacturers.

TS: “When it comes to connected and automated mobility (CAM) and connected and autonomous vehicles (CAVs), we see a lot of focus on the ‘A’ part, but not so much about ‘C’, which is our focus. Connectivity is the essential foundation for automation later on, but at the moment it often doesn’t perform very well. For example, OEM apps sometimes get two point something star ratings due to problems with the initial connection and latency.

“Our CVaaS solution provides a better user experience and can unlock the value of data generated by vehicle fleets. It offers a new way of getting data from vehicles to the cloud and back-end, or to send data into the vehicle. Because we’re brand new, there are no issues with legacy software – privacy by design and security by design are embedded all the way through our process, not an afterthought or a bolt-on. That starts with ensuring that we fulfil General Data Protection Regulation (GDPR) access rights, including the right to be forgotten.

“I’ve seen quotes that by 2030 all cars will have some form of connectivity. eCall [the EU initiative to enable cars to automatically contact the emergency services in the event of a serious accident] is mandatory for new cars, and that’s just the start. It’s about transparency and explaining the benefits. If you give people the option to say ‘yes, take this data in order for me to get feature X’, then that builds trust.

“From the manufacturer or fleet operator perspective, prognostics is an interesting area – fixing things before they go wrong. Then there’s the ability to understand usage patterns and perform over the air (OTA) updates. Another thing we’re already seeing is support to improve the driving experience, for example, vehicle to infrastructure communications being used to reduce congestion. We expect that to build up quickly over the next 2-4 years.

“We’re only a few months in but we’ve already deployed an end-to-end system to several vehicles and we’re looking to do more and more. It’s not unusual for manufacturers to spend 12-18 months building a connected vehicle solution, so our platform can really speed up their development lifecycle. Why build a connectivity team when we’ve already done it very effectively?

“As to self-driving, the technology is leading the way and moving along quickly, so the focus needs to be on standards, legislation and public acceptance.”

For further info, visit beamconnectivity.com.

Kevin Vincent, Director at the Centre for Connected and Autonomous Automotive Research, says the UK is at the cutting edge of driverless car technology and business models.

The UK: probably the best self-driving roadmap in the world

Our Zenzic CAM Creator series continues with Kevin Vincent, Director at the Centre for Connected and Autonomous Automotive Research (CCAAR), part of Coventry University’s Institute for Future Transport and Cities.

CCAAR brings together expertise from both academia and industry, working in partnership with Horiba Mira’s engineering and test teams (Horiba Mira is a global leader in advanced vehicle engineering, research and product testing). With an impressive 150 Post Graduate Research (PhD) students, the centre plays a key role in addressing the skills gap as the automotive sector presses ahead with connected and autonomous vehicle (CAV) development. It’s an important hub for developing new connected and automated mobility products and services, covering everything from design and safety to human factors, such as trust and perception.

Right, let’s start with a big question: How is the UK doing in terms of becoming a world leader in self-driving?

KV: “In partnership with the government’s Centre for Connected and Autonomous Vehicles (CCAV), Zenzic has overseen the cost-effective creation of a complete ecosystem of testbeds. It has also delivered a comprehensive roadmap, probably the best in the world. We have great disruptive companies, such as Aurrigo, who are pushing the boundaries of both the technology and the business model. The UK is absolutely at the cutting edge.”

So far, so good. How do we build from here?

KV: “First, we have to get the right skills in place to push this at pace and scale. There’s an important challenge to understand the near-misses because, even if accident rates are down, we might not be getting the full picture. Growing trust is vital and harmonious regulation is key – from understanding the operational design domains, through safety case development, to vehicle resilience and cybersecurity, it all has to fit together. We have to get the MOT right too. Once you have fully connected vehicles with self-driving features receiving over-the-air (OTA) updates, the current test will not be fit for purpose. You certainly can’t leave it three years from new.”

How long are we talking before Level4 and 5 autonomy is achieved? For definitions please see our glossary.

KV: “In some respects, under tightly controlled domains with vehicles where the fallback position is the system rather than the driver, Level4 is already with us (for example at Heathrow terminal five). For wider adoption, my opinion has changed over the last couple of years. I can now see highly automated vehicles at Level4 in numbers by 2030. There’s still a question mark over whether you go straight to Level4, or use Level3 as a stepping stone. It is important that the customer understands the capability of the vehicle and certainly doesn’t overestimate it, as that is very dangerous. Level5 in terms of anytime anywhere automation is very difficult; I sometimes wonder if it will be possible, and whether people will even want it.”

Which sectors will be first?

KV: “If the industry is smart it will focus on freight, buses, trams and last-mile solutions first. I expect robotaxis will get there about the same time, with more gradual adoption for passenger cars. There will be sea-changes in the automotive industry over the next 10-15 years. Rather than shifting metal, vehicle manufacturers should look to service level agreements like they have in aviation. Farming is interesting because of the defined areas and repetitive nature of the work.”

Is there anything you’d like to expand on?

KV: “Digital twinning is a key part of our activity through CAM Testbed UK projects such as Assured CAV Highway, Assured CAV Parking and Midlands Future Mobility. Because the physical testing of all CAVs, involving billions of driving miles, simply isn’t feasible. It has been recognised as vitally important that digital framework methodologies are developed to create simulated engineering and synthetic environments, with cybersecurity as an overriding consideration. We have to get to the point where you can have confidence in the results, to the extent that it will stand up in a court of law.”

… And there the interview wound-up and I mused on a near miss of my own that very morning. A red BMW flew down my local high street, engine roaring, prompting much shaking of heads. It didn’t get 50 yards before getting stuck in traffic.

“My background is safety,” said Vincent. “Years ago, I thought self-driving was a bit Big Brother, but there are 1,700 road deaths a year in the UK. Think about the vast cost in terms of grief for families and pound notes. Self-driving cars will get you where you want to go, by the most efficient route, and potentially you can relax or read your emails on the way. And the only compromise is not breaking the speed limit.”

As final points go, that’s quite compelling.

For more information: CCAAR is part of Coventry University’s Institute for Future Transport and Cities (IFTC). From accelerating the progression towards zero-carbon transport and developing inclusive design practices to ensuring the safe implementation of autonomous transport solutions, IFTC is central to solving global mobility challenges.

Connected cars: whose data is it anyway?

In a prime example of the potential of connected cars, Volvo recently announced that it will share real-time data with the aim of improving road safety.

Some Volvos already warn each other about local threats such as slippery surfaces or broken down vehicles. The idea is to make this kind of anonymised data available “for the greater good”, as Håkan Samuelsson, president and CEO of Volvo Cars, put it.

So far so altruistic, but what about all the other data being collected?

Well, academics at Dartmouth College in the US have been looking at this very issue, particularly in relation to navigational technologies. Lead researcher Professor Luis Alvarez León is in no doubt that decisions should not be left to vehicle manufacturers alone.

In his peer-reviewed article, Counter-Mapping the Spaces of Autonomous Driving, he said: “The race for automated navigation leads automakers to compete over the release of new technical features and new revenue streams, while paying secondary attention to the possible negative externalities for consumers.”

Bill Hanvey, CEO of the Auto Care Association, agrees. Writing in the New York Times, he said: “It is clear, because of its value – as high as $750bn by 2030 – carmakers have no incentive to release control of the data collected from our vehicles.

“Policymakers, however, have the opportunity to give drivers control – not just so that they can keep their data private but also so that they can share it with the people they want to see it.”

Closer to home, Fleet News reported on a KPMG survey showing that just 35% of UK automotive executives expect the driver to have data ownership. So, two thirds expect their companies to take care of it?

From the use of facial recognition software, to insights gathered from voice commands, we need to talk more about personal data in relation to connected cars.

Win for Wi-Fi over 5G in connected car technology race

In a controversial move, the European Commission (EC) has backed Wi-Fi-based ITS-G5 over its 5G-based rival, C-V2X, in the race to become the standard for internet connected cars.

The clincher was apparently that Wi-Fi is already widely available, but many see it as a victory for ITS-G5 supporters Volkswagen, Renault and NXP, who claim it is better for time-critical communications such as crash avoidance.

In the opposite corner, big hitters like Ford, Daimler, Deutsche Telekom and Huawei back C-V2X, arguing that it can support a wider range of applications.

The US and China are both expected to endorse 5G and driverless car cybersecurity is very much in the spotlight.

According to Techradar, Mats Granryd, director general of the GSMA (the trade association for mobile network operators), wrote to the European Parliament criticising Wi-Fi as old technology.

Meanwhile, Reuters quoted Lise Fuhr, director general of telecoms lobbying group ETNO, as saying: “Europe cannot mandate only one technology for connected driving. Member states can now correct this by bringing 4G and 5G back into the picture: global competitiveness and safety are at stake.”

The EC legislation still requires approval in the European Council, so the victory for Wi-Fi isn’t assured yet.