Vehicle-Road-Cloud and C-V2X Research: with the three-tier promotion system of "top-level planning + mandatory pilot + evaluation binding", the industry turning point is approaching
This report focuses on vehicle-road-cloud integration and C-V2X industry, and the system covers six core sectors: policy system, market scale, application scenarios, roadside perception technology, edge-cloud architecture, system integrators, and C-V2X chip module industry chain.
The industry turning point is approaching: Driven by policies, C-V2X is accelerating from pilot demonstration to mandatory implementation, with more and more application scenarios.
Vehicle-road-cloud integration is a cyber-physical system with "smart cars + smart roads + integrated cloud" as the core. C-V2X serves as the core communication foundation, features PC5 direct communication (low latency and high reliability) + Uu cellular communication (wide coverage and high bandwidth), and has become a global mainstream technology route.
China has formed a three-tier promotion system of “top-level planning + mandatory pilot + evaluation binding”:
1. Top-level planning upgrade: The "15th Five-Year Plan" clearly states that the comprehensive deployment of 5G-A, C-V2X, edge computing, and vehicle-road-cloud integration pilot cities will further expand, and digital transformation of 80,000 kilometers of transportation infrastructure is planned to be implemented in 2030;
2. Standards have been mandatory instead of being recommended, showing the idea of ??"commercial vehicles first, passenger cars later": GB/T 45315-2025 has become the industry's first national standard for direct communications; the draft of "Technical and Management Requirements for Operational Safety of Commercial Vehicles" proposes that new operating buses, trucks, and tractors must be equipped with LTE-V2X. The standard is expected to be finalized in July 2027 and enforced in 2028. Twenty-five months after the standard takes effect, all newly-manufactured domestic operating buses, trucks and tractors shall be fitted with LTE-V2X direct-communication OBUs at factories.
3. In the 2027 C-NCAP, the proportion of C-V2X as an evaluation item will increase significantly and it will be upgraded to a core evaluation item: The 2027 C-NCAP will double the number of V2X test scenarios from 3 to 6, and increase its proportion in the active safety sector from 8.93% to 12.69%; local danger reminders have been included in the C-V2X related capability review, covering three types of functions: danger alarm vehicle reminders, accident vehicle reminders, and traffic light reminders. Although this is a review item in the report, the direction it indicates is very clear: CVIS is no longer just for display, but has begun to enter the security evaluation system;
4. Roadside standards are gradually unified: Currently, roadside equipment in various places still have incompatible interfaces and communication protocols, which hinders the formation of continuous data flow. The "Graded Technical Requirements for Vehicle-Road-Cloud Integrated Intelligent Roadside Infrastructure" released in the first half of 2026 is gradually solving this problem;
5. The pilot implementation is effective: As of June 2026, a total of more than 20,000 test demonstration licenses had been issued across the country, involving more than 57,000 kilometers of open test demonstration roads and more than 220 million kilometers tested cumulatively; 20 "vehicle-road-cloud integration" pilot cities had deployed more than 60,000 sets of various intelligent equipment, serving more than 100,000 vehicles of all types; 100% of the vehicles operating in the pilot zones had installed C-V2X terminals, and the network connectivity rate of traffic signal controllers had exceeded 90%.
Driven by policies, the penetration rate of C-V2X is growing rapidly. In 2025, 684,000 passenger cars fitted with C-V2X were delivered in China, with the C-V2X installation rate rising to 2.9%. It is expected that the penetration rate will further increase to 4.5% in 2026, with installations reaching 886,000 vehicles. Companies such as AITO, BYD, NIO, and XPeng have begun to deploy L3/L4 autonomous driving systems. In the future, with the deepening of vehicle-road-cloud integration and the promotion by L3 regulations, C-V2X will enter a rapid growth stage from 2028 to 2030. It is expected that China's passenger car C-V2X installation rate will reach 30.6% in 2032, and the number of vehicles installed with C-V2X will hit 7.803 million.
In 2026, the application scenarios of vehicle-road-cloud integration and C-V2X have moved from closed demonstration to all-scenario commercialization, and the application boundaries are continuing to expand. Low-speed autonomous logistics vehicles are deployed on a large scale in closed and semi-closed scenarios such as parks, campuses, and communities, relying on roadside sensors to make up for the blind spots of a single vehicle's perception; personal portable V2X smart terminals and smart two-wheelers protect vulnerable road users (VRUs), including pedestrians and cyclists into the V2P communication network; in UAV scenarios, the vehicle-road-cloud network spreads to the low-altitude economy, and the multiplexing of roadside facilities and low-altitude perception & communication infrastructure accelerates. These emerging scenarios have common characteristics: a single vehicle is cost-sensitive and relies on roadside intelligent equipment for blind spot filling, creating incremental demand for cost-effective automotive-grade modules (such as C-V2X, GNSS, and BDA RF).
C-V2X module layer: All-in-One C-V2X, 5G+C-V2X, etc. are gradually becoming mainstream, and the integration of functions such as RedCap, NTN, and GNSS is increasing.
Overall, the demand for C-V2X modules is at an inflection point from policy-driven pilots to mass production, and the next 3-4 years will be a key window for growth. Due to the diversification of C-V2X application scenarios and the diversification of automotive OEM product forms, the market demand for C-V2X modules which are key components for connecting vehicles and roads will grow rapidly.
Currently, C-V2X modules mainly present five major trends:
First, 5G+C-V2X has become the flagship standard, and Qualcomm SA522M/SA525M competes with the domestic Morningcore CX1930 (under development). Second, the proportion of chips made in China has increased rapidly, and Morningcore and UNISOC have entered the mainstream Tier1 supply chain. Third, 5G RedCap reduces Internet of Vehicles costs, such as Gosuncn IoT GM870A and other products for OEM mass production. Fourth, NTN satellite communication is integrated. MeiG MA922 and other products have already supported NB-NTN, serving emergency communications and trunk logistics. Fifth, security capabilities are built-in. eHSM integration and home-made cryptographic algorithms recognized by the National Cryptographic Administration of China have become automotive-grade thresholds.
In terms of vehicle-road-cloud integration and C-V2X chip layer, Qualcomm and the domestic companies (Morningcore, UNISOC, Sanechips, Huawei) are advancing in parallel. The competition at the module layer is fierce, and radio frequency technology providers represented by Alps Alpine have carved out a specialized niche for core Internet of Vehicles modules through differentiated product portfolios in high-intensity competition.
In the field of Internet of Vehicles, Alps Alpine has more than sixty years of experience in radio frequency technology and automotive integration. It has always focused on the most cutting-edge technological development of V2X at home and abroad, and has been engaged in R&D, production, and services. The company can provide a series of cost-effective and professional automotive-grade core modules such as C-V2X modules that can be flexibly adapted to various systems and solutions, BDA modules that adaptively solve the cable loss compensation of C-V2X systems, and sub-meter satellite navigation GNSS modules that do not require RTK.
Alps Alpine released the third-generation C-V2X module - UMCC3 in 2026, and will launch the next-generation BDA signal amplification module to form a core module matrix for the Internet of Vehicles covering "communications - radio frequency compensation - positioning". UMCC3 adopts a Non-Open CPU architecture and minimalist packaging design. It is currently the smallest PC5 C-V2X module in the industry and complies with IATF 16949. The module has been completely localized in terms of R&D, production and services. It provides rich hardware interfaces, can be connected to SoCs, integrates ITS protocol stacks, expands Day1/2 and featured application scenarios. Following the A-SPICE process, it has a complete ITS protocol stack network layer and communication security functions, and offers flexible development kit tools and comprehensive reference designs for flexible customization.
Next-generation BDA module - UMGC2 (C-V2X cable loss compensation): Alps Alpine’s UMGC2 BDA module compensates the V2X antenna for the signal loss generated through the coaxial cable, directly extending the V2X communication distance; based on the self-developed algorithms, it achieves indiscriminate coverage of various solutions, significantly reducing the resource cost that customers pay for cable losses.
GNSS sub-meter navigation module - UMSZ6 (no RTK required): Alps Alpine is the first in the world to offer a high-precision positioning module that does not require vehicle position correction information (RTK information) and boasts a positioning accuracy of only 50cm/σ and 100cm/2σ. Since RTK information is not required, it can fully meet the positioning accuracy requirements of C-V2X, lowering related costs and optimizing the cost-effectiveness of the overall Internet of Vehicles solution.
Roadside Perception Market and Technology Trends
Roadside perception is mainly reflected in the construction of smart highways. The smart highway roadside facility system is composed of "perception layer - communication layer - computing layer - application layer": the perception layer deploys cameras/radar-vision all-in-one, radar, LiDAR, etc.; the communication layer takes RSUs as the core and integrates 5G/5G-A base stations and optical fiber backhaul; the computing layer uses MEC edge computing nodes to achieve millisecond-level local decision-making; the application layer is oriented towards traffic management, autonomous driving empowerment and public services. Multi-pole integration and multi-sensor integration have become the basic form of roadside infrastructure deployment.
Roadside camera/radar-vision all-in-one technology trends: low latency, ultra-high definition, edge AI deployment, and blind spot filling
Four major roadside camera/radar-vision all-in-one technology trends:
Low latency: Vehicle-road-cloud scenarios require end-to-end latency below 100 ms. Leading vendors have achieved event detection latency within 50 ms, and forward/reverse low-latency cameras have become standard in bidding procurements.
Ultra-high definition: 8-megapixel cameras have become the basic specification, while 12-megapixel products have been included in roadside equipment, enabling license plate and face recognition 150 meters away.
Edge AI deployment: Cameras integrate built-in NPUs to enable BEV perception and direct output of structured data, shifting from “video streaming” to “result transmission”.
Blind spot filling: Fisheye cameras, dual spectrums (visible light + infrared thermal imaging), and aurora cameras cover extreme working conditions such as night, backlight, and fog, making all-weather perception a necessity for highway scenarios.
Radar-vision all-in-one simultaneously presents the trends of "3D radar repladed by 4D imaging radar, multi-camera configuration, and standardization of standards and interfaces".
Roadside radar technology trends: The 92-94GHz frequency band is adopted, and new products such as 4D radar-vision all-in-one appear
The "Radar Radio Management Regulations (Trial)" issued by the Ministry of Industry and Information Technology of China (MIIT) mandates that roadside radar type approval should belong to the 92-94GHz frequency band from January 1, 2026, and 76-81GHz models operating in the 76–81 GHz band that fail to meet the requirements will no longer be granted type approval. Existing products will be replaced, and the supply chain of 92-94GHz MMICs and antenna designs has become a bottleneck in the short term. Companies with 92-94GHz mass production capabilities (such as VanJee Technology (WRR-9460), GRGIntech (94GHz products), DeGuRoon, etc.) have secured a first-mover advantage.
Take VanJee Technology’s 92Ghz WRR-9460 radar as an example: The product uses a 16-transmit and 16-receive MIMO antenna array, featuring high resolution, lane level positioning and a stable detection range of up to 600 meters, and supporting all-weather and all-time traffic target tracking and event identification. This radar is oriented to complex scenarios such as smart highway trunk lines and tunnels, providing the industry with a high-performance, localized holographic perception data foundation, and promoting the development of traffic perception equipment toward higher performance, independent controllability.
Roadside 4D radar is 4D radar deployed on road infrastructure (such as street light poles, gantries). As the core perception unit of the CVIS (V2X) system, it incorporates the elevation (height) dimension to achieve precise, four-dimensional detection of traffic targets - capturing range, velocity, azimuth, and height. 4D radar adds an elevation dimension, outputting four-dimensional target parameters (range, velocity, azimuth, and elevation). It offers superior detection performance compared to traditional radar in low-speed scenarios involving occlusion—such as complex intersections with mixed pedestrian and vehicular traffic or queued vehicles—and entails lower validation costs for data fusion with cameras than LiDAR-based solutions.
The core functions and advantages are as follows:
All-weather stable perception: Leveraging the penetration capabilities of millimeter waves, it maintains high reliability in adverse weather conditions - such as heavy rain, dense fog, and darkness - effectively compensating for the perception limitations of cameras and LiDAR in extreme environments.
Three-dimensional imaging and classification: Compared with traditional 3D radar, roadside 4D radar can generate dense point clouds, clearly distinguish overpasses, traffic signs and ground obstacles, significantly reduce the false alarm rate of "ghost braking", and accurately identify pedestrians, vehicles and thrown objects.
Beyond visual range and blind spot coverage: With a detection range exceeding 300 meters, it can "see through" obstructions caused by front vehicles. 4D imaging radar and LiDAR complement and substitute for each other: radar excels in all-weather performance, while LiDAR specializes in high precision, making their fusion a standard feature of high-end roadside perception solutions.
Take Jingwei Hirain’s roadside radar-camera all-in-one (4D imaging radar version) as an example: It deeply integrates 8-megapixel high-definition video and 48Tx48Rx high-resolution 4D radar, and is equipped with a multi-sensor intelligent fusion algorithm to achieve all-weather, high-precision, multi-dimensional dynamic monitoring of road targets (vehicles, pedestrians, non-motorized vehicles, etc.).
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