Is car-to-car talk done deal in US? : Page 3 of 4

March 30, 2016 //By Junko Yoshida
Vehicle-to-Vehicle (V2V) and Vehicle-to-Infrastructure (V2I) technologies — collectively known as V2X — are leaving the test track and making their way onto public streets. Sunnyvale, California is the latest city serving as a real-world V2X testbed, for Nissan, Savari and UC Berkeley.

Who’s who in DSRC

Those in the V2X ecosystem that offer DSRC-based radio communication chips include NXP Semiconductors, Qualcomm, and Autotalks. In 2014, Delphi Automotive revealed itself as the first Tier One to supply car-to-car communications modules to General Motors' 2017 Cadillac models. At that time, Delphi said that its V2V and V2I communication platform consisted of application software developed by Cohda Wireless and an NXP wireless chipset running DSRC based on an IEEE 802.11p.

Qualcomm’s strong presence in the in-car cellular modem market is based on the DSRC technology in its WiFi chip, announced as part of its Snapdragon automotive solutions in 2014.

Nonetheless, it was the Cohda/NXP team, not Qualcomm, which snatched up the automotive industry's first big V2V and V2I commercial design win.
GM will be the first car maker to have a V2X system in a production vehicle, with their CTS Cadillac going into production at the end of 2016.

Israel-based startup Autotalks, partnered with STMicroelectronics, designs next-generation V2X chipset families. Its claim to fame is scalability and flexibility. Depending on car OEMs’ plans to design V2X features – some want a complete standalone solution, while others prefer a V2X hardware add-on — Autotalks says it can meet all customer demands with flexible solutions.

Meanwhile, Savari (Santa Clara, California) and Cohda Wireless (North Adelaide, Australia) are the two most notable vendors positioned to offer a comprehensive V2X package consisting of hardware (road-side units, on-board units), software and applications.

Savari’s Sakamoto said that Savari sees its business not necessarily as a V2X hardware supplier. “We’re willing to license our technology to anyone who wants to use some portion of our software running in their own hardware.” It’s entirely foreseeable for a certain part of Savari’s V2X algorithms to run in different places in a car – like an ECU, a center stack or whichever platform an automaker decides to use, Sakamoto explained.


(Source: Savari)

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