According to reports, relevant authorities have initiated the formulation of mandatory standards for installing C-V2X in vehicles. A working group has been established, with dozens of participating entities. This signifies that C-V2X terminals will enter the mass production pre-installation phase for the first time under a mandatory national standard. In recent years, the cumulative release of policy signals has driven the Vehicle-to-Everything (V2X) industry beyond the "pilot demonstration" stage and onto the fast track of large-scale commercialization.
In July this year, the General Office of the Ministry of Transport released the draft for public comment of the mandatory national standard Technical and Management Requirements for Safety Operations of Commercial Vehicles (Plan No.: 20254333-Q-348). The draft explicitly states: Commercial vehicles (excluding trailers) shall be equipped with an onboard information interaction system based on LTE-V2X direct communication. These systems must transmit regular BSMs (Basic Safety Messages) and critical event-triggered BSMs according to GB/T 45315, receive messages from surrounding vehicles and Roadside Units (RSUs), and trigger safety warnings as specified in Appendix G. After the standard's implementation transition period (specifically: 13 months, 25 months, and 37 months), all newly added commercial passenger vehicles, trucks, and other such vehicles in China must leave the factory equipped with LTE-V2X direct communication onboard interaction terminals.
1、Why Do Commercial Vehicles Lead in LTE-V2X Adoption?
Among numerous C-V2X application scenarios, commercial vehicles and operating vehicles are considered priority entry points for implementation. Operating vehicles feature high usage intensity, relatively fixed travel routes, and urgent safety supervision needs. V2X communication can effectively enhance fleet management efficiency and active safety capabilities, yielding significant social benefits.
From an industrial development perspective, C-V2X has become the only mainstream global V2X technology route. Europe, the US, Japan, and South Korea continue to accelerate standard implementation, while India plans to mandate V2V functionality in new vehicles by the end of 2026. The global process of large-scale mandatory C-V2X deployment is accelerating comprehensively. Relying on mature and stable LTE-V2X technology, a complete autonomous and controllable supply chain, and diverse large-scale application scenarios, China has formed a prominent first-mover advantage. This standard lists the LTE-V2X direct communication onboard information interaction system as a mandatory configuration, achieving closed-loop unity between policy requirements and vehicle access standards.
From a safety perspective, operating vehicles involve long transport durations, wide geographic spans, and variable transport routes. In major or severe accidents over the past three years, road freight vehicles accounted for over 80%, nighttime accidents approached 50%, and accidents caused by adverse weather conditions such as rain and fog are trending upward. Incidents such as multi-vehicle collisions on the Yellow River Bridge, disasters on the Meiyuan Highway Chayang section, and accidents on the G30 Lianhuo Expressway have exposed the insufficient emergency response capabilities of operating vehicles in scenarios involving low visibility, slippery road surfaces, and road damage. LTE-V2X direct communication technology possesses Beyond-Line-of-Sight (BLOS) sensing and vehicle-to-vehicle/vehicle-to-infrastructure collaborative capabilities. It can obtain information about abnormal vehicles ahead and hazardous road conditions in advance and provide timely warnings even when line-of-sight is restricted or sensors fail. Complementary to existing ADAS systems, it helps build an accident prevention and control system covering all vehicle types, all weather conditions, all operational scenarios, and all factors. It is currently recognized globally as an effective technical means for traffic safety accident prevention in complex traffic environments.
Regarding technological maturity, since its proposal in 2013, China's LTE-V2X has undergone years of continuous iteration and industrial collaboration, forming a complete standard system covering communication protocols, functional applications, and network security. GB/T 45315-2025 has been officially released and implemented. Protocol consistency testing has been completed for over 100 models of LTE-V2X terminal devices cumulatively. Nationwide, 7 national-level V2X pilot zones, 17 intelligent connected vehicle test demonstration areas, and 20 "Vehicle-Road-Cloud Integration" pilot cities have been established, building a multi-dimensional service network covering key regions. The technology has completed large-scale real-vehicle verification in multiple scenarios including urban roads, highways, ports, and mines, with reliability fully validated.
In terms of commercial application, mainstream automakers such as FAW, SAIC, BYD, and NIO, along with more than ten other companies, have cumulatively launched over 30 CV2X mass-produced models. According to GGII statistics, the penetration rate of new vehicles reached 3.2% from January to November 2025. CV2X modules can integrate with 4G/5G T-Boxes, national standard machines, and Intelligent Driving Domain Controllers, or serve as independent domain controllers. The installation solutions are flexible, costs are controllable, and there are no barriers to large-scale mass production. Meanwhile, C-V2X has been included in the C-NCAP active safety assessment system, further driving automakers to upgrade C-V2X from an optional configuration to a core safety strategic configuration.
The Technical and Management Requirements for Safety Operations of Commercial Vehicles, currently open for public comment, sets the LTE-V2X direct communication terminal as a factory configuration requirement for newly added operating vehicles, providing clear transition periods. For certain inspection items with higher technical development difficulty, the standard grants transition periods of 13, 25, and 37 months after implementation, respectively, based on implementation difficulty. This allows vehicle manufacturers sufficient time for technical preparation and experimental validation to meet the standard's requirements.
The expression of "transition period" implies that the standard is not mandatory upon release but provides the industry with a clear and predictable countdown. For OEMs and Tier 1 suppliers, R&D, testing, production line modifications, and supply chain stockpiling all require time. This approach of "setting the timeline in advance" actually helps various parties in the industry secure their positions early.
2、From "Demonstration" to "Rigid Demand," C-V2X Evolves by Leaps
In the past few years, the C-V2X industry primarily relied on project-driven initiatives in local demonstration zones and pilot zones. The synergistic effect between single-vehicle intelligence and vehicle-road coordination had not been fully unleashed. Automakers generally adopted a wait-and-see attitude toward pre-installing C-V2X, largely due to the lack of clear national mandatory standards and a closed business model loop. However, the mandatory equipping of newly added operating vehicle models will inject deterministic orders into the supply chain from the demand side.
Fan Ju, Deputy General Manager of CIOT Smart Connection Technology Co., Ltd., judged in an interview that, propelled by further relevant policies and regulations, China's C-V2X industry will cross the gap of "pilot demonstrations" and enter a new stage of explosive growth.
This move will benefit many parts of the supply chain. Upstream components such as C-V2X chips, communication modules, vehicle antennas, and Security Authentication Units will see increased volume first. Midstream manufacturers of On-Board Units (OBUs) and Roadside Units (RSUs) will secure stable orders. Downstream, automakers need to complete platform adaptation and production line modifications. Simultaneously, supporting segments such as V2X operation services, High-Definition Maps, and safety testing will also heat up.
It should be noted that this requirement mandates LTE-V2X terminals rather than the more advanced NR-V2X. This aligns with the technological evolution rule of "laying the road first, then changing the car." LTE-V2X technology has higher maturity and controllable costs, meeting current basic application needs for safety warnings and cooperative driving. As network infrastructure gradually upgrades, terminals supporting NR-V2X are expected to follow in the next stage.
3、Mandatory Pre-Installation Is Only the First Step
To truly unlock the value of C-V2X, synchronized coverage of roadside infrastructure, interconnection across industry standards, and cultivation of an application service ecosystem are still required. Currently, domestic C-V2X roadside facility construction mainly relies on investment from local governments and demonstration zones; nationwide large-scale deployment has not yet formed. Whether the mandatory installation for operating vehicles can leverage subsequent roadside investment is a key focus for observation in the next phase.
Additionally, the draft for public comment requires "factory equipping," meaning vehicles possess C-V2X communication capabilities upon delivery to users. However, whether functions are activated and how they integrate with existing systems like ADAS (Advanced Driver Assistance Systems) requires adjustments in Electronic/Electrical Architecture design by automakers. For traditional commercial vehicle enterprises, this presents both pressure for technological upgrades and opportunities for differentiated competition.
Overall, the policy path for C-V2X—from "optional configuration" to "mandatory for operating vehicles," and eventually to strict standards for all vehicle types—is becoming increasingly clear. For supply chain enterprises, true large-scale evolution is just beginning. Those who complete technical reserves, capacity planning, and ecological cooperation in advance will gain a first-mover advantage in the next round of growth.
It is important to note that this national standard requires "mandatory installation for operating vehicles," not "mandatory installation for all vehicles." Its scope covers newly added commercial passenger vehicles, trucks, and tractor-trailers, constituting pre-installation requirements for specific vehicle categories. Furthermore, this standard has not yet been officially released and implemented.
Editor/Layout: Sun Tian
Reviewer: Mei Yaxin
Supervisor: Liu Qicheng