How does autopilot see more of autonomous vehicles than radar and cameras?

Under the influence of the C-Roads project, by 2017, many countries had already begun deploying road infrastructure to support ITS-G5 technology. Supporters of highly automated vehicles must never overlook the critical value that vehicle-to-vehicle (V2V) communication brings to autonomous driving. Communication technologies significantly enhance road safety—not just for self-driving cars, but also for human-driven vehicles sharing the same roads.

If you think that autopilot systems and V2V communication are separate issues, you need to reconsider. Many advocates of full autonomy often paint a utopian picture of a future with zero accidents, but rarely address the long, gradual transition period that lies ahead. During this time, both autonomous and human-driven vehicles will coexist on the roads, facing the same risks and challenges. If the goal of autonomous driving is to improve road safety, then it’s time for developers of highly automated vehicles to tackle the “communication gap” between humans and machines.

*Humans can be more dangerous behind the wheel. In the image, a human-driven car flashes a red light as an autopilot test vehicle passes through an intersection.* So how can we make autopilot vehicles "see" better? Automated vehicles often struggle to predict human behavior. They aren’t great at anticipating sudden changes in other drivers’ actions, which limits their ability to drive defensively. Moreover, humans tend to be far more unpredictable than we realize. So what's the solution? Should only self-driving cars be allowed on the road? That seems too idealistic. The reality is that human-driven vehicles will continue to share the roads, changing lanes abruptly and moving unpredictably. Alternatively, we could equip self-driving cars with more advanced sensors, giving them a "see-through" capability. But even with X-ray vision, we still can't read the minds of human drivers.

*Autotalks CEO Hagai Zyss*

Hagai Zyss, CEO of Autotalks, has his own thoughts on these challenges. At the Detroit North American International Auto Show in early January, he told the audience, “The lack of coordination between autonomous and human-driven vehicles stems from the fact that self-driving cars don’t have access to enough effective information.” He added, “Car manufacturers understand the need for a dedicated vehicle-to-vehicle communication system. This is another layer of security that can save lives today.” Unfortunately, the conversation around vehicle communication has been dominated by mobile network advocates like Qualcomm. The debate has shifted toward choosing between DSRC (Dedicated Short-Range Communications) and 5G technology. Of course, this is the history of V2X. For the first time, more people are talking about 5G rather than DSRC. Some believe 5G will completely replace DSRC, while others argue that DSRC is still essential due to its strict latency requirements. But one big question remains: Can 5G meet the low-latency demands of V2V communication to prevent collisions? To date, no 5G-based navigation system has been tested. The market is flooded with different opinions, creating confusion and turning the discussion into a technical rivalry between DSRC and 5G. This has led many to forget that the real purpose of V2V is safety. Over the past seven to ten years, DSRC has undergone extensive testing and trials. Zyss said, “We can save lives today, but we're watching a technology—5G—that hasn’t even fully arrived yet.” It's worth noting that Autotalks believes a hybrid approach is possible—combining cellular technology with DSRC. Automakers are already using LTE to connect vehicles to the cloud for data transfer, app downloads, and updates. However, Zyss believes that C-V2X does not replace DSRC. Moreover, 5G networks are still in development, and the cellular network itself faces challenges in synchronizing interconnected devices with base stations. Zyss points out that this synchronization model is fundamentally different from what V2V requires, especially when dealing with fast-moving objects. Some insiders suggest that 5G proponents are following the same path as DSRC developers, trying to replicate what was previously done. Additionally, cellular supporters must overcome limitations in efficiency and clock sources when using their technology for V2V applications. Zyss believes that if autonomous taxis are truly going to be available in 2019 or 2020, the industry’s “safe and dedicated communication layer” installed on both autonomous and human-driven vehicles may not be sufficient.

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