Browse Topic: Vehicle to infrastructure (V2I)

Items (51)

J3197_202107 (Current)

7/23/2021

This SAE Recommended Practice provides common data output formats and definitions for a variety of data elements that may be useful for analyzing the performance of automated driving system (ADS) during an event that meets the trigger threshold criteria specified in this document. The document is intended to govern data element definitions, to provide a minimum data element set, and to specify a common ADS data logger record format as applicable for motor vehicle applications. Automated driving systems (ADSs) perform the complete dynamic driving task (DDT) while engaged. In the absence of a human “driver,” the ADS itself could be the only witness of a collision event. As such, a definition of the ADS data recording is necessary in order to standardize information available to the accident reconstructionist. For this purpose, the data elements defined herein supplement the SAE J1698-1 defined EDR in order to facilitate the determination of the background and events leading up to a collision in an ADS-operated vehicle. The data elements defined in this document are unique to Level 3, 4, or 5 ADS features, as defined by SAE J3016, and provide additional background of the events leading up to a crash or crash-like event. The data from sensors such as camera(s), LiDAR(s) etc. will provide information in the absence of a human driver. The data included in the ADS data logger is expected to be used in conjunction with the SAE J1698 event data recorder (EDR) record and traditional accident reconstruction analysis. The EDR and ADS data logger will capture information leading up to the triggered event, at a minimum. There are no facts to support that recording data for greater than 5 seconds pre-event would change the outcome of any crash analysis. Thus, the recommended recording duration for a data logger is 5 seconds pre-event, same as an EDR. Due to the potential for sensor and/or communication failure during a crash event, the recommendation is that data should be collected post-crash for impact and rollover sensors for up to 250 ms. ADS technology is still being developed and is not yet commercially deployed. Therefore, this SAE Recommended Practice is intended as a guide toward standard practice and is subject to change to keep pace with experience and technical advances.

Event Data Recorder Committee

Taxonomy and Definitions for Terms Related to Cooperative Driving Automation for On-Road Motor Vehicles

J3216_202107 (Current)

7/16/2021

This document describes machine-to-machine (M2M) communication to enable cooperation between two or more participating entities or communication devices possessed or controlled by those entities. The cooperation supports or enables performance of the dynamic driving task (DDT) for a subject vehicle with driving automation feature(s) engaged. Other participants may include other vehicles with driving automation feature(s) engaged, shared road users (e.g., drivers of manually operated vehicles or pedestrians or cyclists carrying personal devices), or road operators (e.g., those who maintain or operate traffic signals or workzones). Cooperative driving automation (CDA) aims to improve the safety and flow of traffic and/or facilitate road operations by supporting the movement of multiple vehicles in proximity to one another. This is accomplished, for example, by sharing information that can be used to influence (directly or indirectly) DDT performance by one or more nearby road users. Vehicles and infrastructure elements engaged in cooperative automation may share information, such as state (e.g., vehicle position, signal phase), intent (e.g., planned vehicle trajectory, signal timing), or seek agreement on a plan (e.g., coordinated merge). Cooperation among multiple participants and perspectives in traffic can improve safety, mobility, situational awareness, and operations. However, nothing in this document is intended to suggest that driving automation requires such cooperation in order to be performed safely. Cooperative strategies may be enabled by the sharing of information in a way that meets the needs of a given application. The needs may be expressed in terms of performance characteristics, such as latency, transmission mode (e.g., one-way, two-way), range, privacy and security, and information content and quality. There are several potential technologies for communicating information between the subject vehicle and other participants. This document focuses on application-oriented functionality and does not imply the need for or require any specific functionality associated with communications protocols or the open systems interconnection model layers in a protocol stack. This document addresses the operational and tactical timescales of dynamic driving on ADS-operated vehicles, and excludes strategic functions such as trip scheduling and selection of destinations and waypoints. This information report is intended to facilitate communication and awareness for the design and anticipated development and validation of cooperative driving automation.

Cooperative Driving Automation(CDA) Committee

Taxonomy and Definition of Safety Principles for Automated Driving System (ADS)

J3206_202107 (Current)

7/7/2021

This SAE Information Report classifies and defines a harmonized set of safety principles intended to be considered by ADS and ADS-equipped vehicle development stakeholders. The set of safety principles herein is based on the collection and analysis of existing information from multiple entities, reflecting the content and spirit of their efforts, including: SAE ITC AVSC Best Practices CAMP Automated Vehicle Research for Enhanced Safety - Final Report RAND Report - Measuring Automated Vehicle Safety: Forging a Framework U.S. DOT: Automated Driving Systems 2.0 - A Vision for Safety Safety First for Automated Driving (SaFAD) UNECE WP29 amendment proposal UNECE/TRANS/WP.29/GRVA/2019/13 On a Formal Model of Safe and Scalable Self-Driving Cars (Intel RSS model) SAE J3018 This SAE Information Report provides guidance for the consideration and application of the safety principles for the development and deployment of ADS and ADS-equipped vehicles. This SAE Information Report is not intended to encompass all aspects of system-level safety for an ADS-equipped vehicle, including communication with other traffic participants. Addressing all identified safety principles is intended to support, but not fully ensure, comprehensive system-level safety. As an SAE Information Report, this document is non-normative, imposes no requirements, and does not address: Requirements for methodology, metrics, and/or acceptance thresholds. Ethics-related safety principles, or any link between the safety principles defined in this document and ethical studies/frameworks. Conformance with safety principles for purposes of liability and/or fault assignment. As ADS technology and deployment are expanded in the future, this document may be reconsidered for future revision including normative requirements.

On-Road Automated Driving (ORAD) committee

Taxonomy and Definitions for Terms Related to Cooperative Driving Automation for On-Road Motor Vehicles

J3216_202005 (Historical)

5/7/2020

Cooperative Driving Automation(CDA) Committee

Effects of a Probability-Based Green Light Optimized Speed Advisory on Dilemma Zone Exposure

2020-01-01164/14/2020

Green Light Optimized Speed Advisory (GLOSA) systems have the objective of providing a recommended speed to arrive at a traffic signal during the green phase of the cycle. GLOSA has been shown to decrease travel time, fuel consumption, and carbon emissions; simultaneously, it has been demonstrated to increase driver and passenger comfort. Few studies have been conducted using historical cycle-by-cycle phase probabilities to assess the performance of a speed advisory capable of recommending a speed for various traffic signal operating modes (fixed-time, semi-actuated, and fully-actuated). In this study, a GLOSA system based on phase probability is proposed. The probability is calculated prior to each trip from a previous week’s, same time-of-day (TOD) and day-of-week (DOW) period, traffic signal controller high-resolution event data. By utilizing this advisory method, real-time communications from the vehicle to infrastructure (V2I) become unnecessary, eliminating data-loss related issues. The effects of three different advice approaches (conservative, balanced, and aggressive) on dilemma zone exposure are analyzed. Proof of concept is carried out by simulating drives through a test-route composed of an arterial that had historical high-resolution traffic signal event logs for a series of actuated-coordinated traffic signals during different TOD and DOW. A comparison was performed between unadvised and GLOSA advised trips obtained from approximately 486,000 simulated trajectories. Results were obtained by analyzing the vehicle’s probability of stopping from utilizing Traffic Engineering dilemma zone theory. Reductions of 93% in the amount of hard brakings and 96% in the number of crossings through red light were observed with the proposed system. This data suggests the feasibility of a probability-based advisory, as well as the viability of utilizing the proposed GLOSA system to minimize dilemma zone exposure.

Saldivar-Carranza, Enrique, Li, Howell, Kim, Woosung, Mathew, Jijo, Bullock, Darcy, Sturdevant, James

Hardware-in-the-Loop and Road Testing of RLVW and GLOSA Connected Vehicle Applications

2020-01-13794/14/2020

This paper presents an evaluation of two different Vehicle to Infrastructure (V2I) applications, namely Red Light Violation Warning (RLVW) and Green Light Optimized Speed Advisory (GLOSA). The evaluation method is to first develop and use Hardware-in-the-Loop (HIL) simulator testing, followed by extension of the HIL testing to road testing using an experimental connected vehicle. The HIL simulator used in the testing is a state-of-the-art simulator that consists of the same hardware like the road side unit and traffic cabinet as is used in real intersections and allows testing of numerous different traffic and intersection geometry and timing scenarios realistically. First, the RLVW V2I algorithm is tested in the HIL simulator and then implemented in an On-Board-Unit (OBU) in our experimental vehicle and tested at real world intersections. This same approach of HIL testing followed by testing in real intersections using our experimental vehicle is later extended to the GLOSA application. The GLOSA application that is tested in this paper has both an optimal speed advisory for passing at the green light and also includes a red light violation warning system. The paper presents the HIL and experimental vehicle evaluation systems, information about RLVW and GLOSA and HIL simulation and road testing results and their interpretations.

Gelbal, Sukru Yaren, Cantas, Mustafa Ridvan, Aksun Guvenc, Bilin, Guvenc, Levent, Surnilla, Gopichandra, Zhang, Hao, Shulman, Michael, Katriniok, Alexander, Parikh, Jayendra

Android Defense in Depth Strategy in an Automobile Ecosystem

2020-01-13654/14/2020

Android is becoming an environment of choice in the automotive sector because of near production grade open source stack availability and large developer community. With growing interest from Automotive OEMs for Android IVI (In-Vehicle Infotainment) solutions, we predict a similar growth trend in an automobile like in Mobile space. At another end, the need for more interconnected devices within the Automobile ecosystem is increasing, which leads to an increased threat to security. In sophisticated device interconnections, identifying the gateways and implementing the right security strategy is key to improve overall system security & stability. While Android is maturing for automotive and with growing interest from automotive OEMs, we spent time in analyzing current Android defense-in-depth concepts with the automotive perspective. The main aim of this paper is to examine the current defense-in-depth strategies available in Android and propose additional measures to meet automotive needs. This paper shall aid OEM’s to consider proposed strategies for their Android IVI solutions for increased security & safety.

Achuthan, Balasubramanian, Chandupatla, Srinivas, Yerram, Nalinikanth

Simulation of Curved Road Collision Prevention Warning System of Automobile Based on V2X

2020-01-07074/14/2020

Li, Xuanhe, Wu, Jian, He, Rui, Zhu, Bing, Zhao, Jian, Zhou, Hang

Cooperative Mandatory Lane Change for Connected Vehicles on Signalized Intersection Roads

2020-01-08894/14/2020

This paper presents a hierarchical control architecture to coordinate a group of connected vehicles on signalized intersection roads, where vehicles are allowed to change lane to follow a prescribed path. The proposed hierarchical control strategy consists of two control levels: a high level controller at the intersection and a decentralized low level controller in each car. In the hierarchical control architecture, the centralized intersection controller estimates the target velocity for each approaching connected vehicle to avoid red light stop based on the signal phase and timing (SPAT) information. Each connected vehicle as a decentralized controller utilizes model predictive control (MPC) to track the target velocity in a fuel efficient manner. The main objective in this paper is to consider mandatory lane changes. As in the realistic scenarios, vehicles are not required to drive in single lane. More specifically, they more likely change their lanes prior to signals. Hence, the vehicle decentralized controllers must prepare to cooperate with the vehicle that has a mandatory lane change request (host vehicle). The cooperative mandatory lane change is accomplished by inserting a virtual vehicle on the host vehicle’s target lane. The simulation results show the advantage of our proposed approach on both the lane change duration and vehicle fuel economy.

Du, Zhiyuan, Xu, Bin, Pisu, Pierluigi

Vehicle Safe-Mode, Concept to Practice Limp-Mode in the Service of Cybersecurity

11-02-02-00062/27/2020

This article describes both a concept and an implementation of vehicle safe-mode (VSM) - a mechanism that may help reduce the damage of an identified cyberattack to the vehicle, its driver, the passengers, and its surroundings. Unlike other defense mechanisms that try to block the attack or simply notify of its existence, the VSM mechanism responds to a detected intrusion by limiting the vehicle’s functionality to safe operations and optionally activating additional security countermeasures. This is done by adopting ideas from the existing mechanism of Limp-mode that was originally designed to limit the damage of a mechanical, or an electrical, malfunction and let the vehicle “limp back home” in safety. Like Limp-mode, the purpose of safe-mode is to limit the vehicle from performing certain functions when conditions arise that could render full operation dangerous: Detecting a malfunction in the Limp-mode case is analogous to detecting an active cybersecurity breach in the safe-mode case, and the reactions should be analogous as well. We demonstrate that the VSM can be implemented, possibly even as an aftermarket add-on: to do so we developed a proof-of-concept (PoC) system and actively tested it in real time on an operating vehicle. Once activated, our VSM system restricts the vehicle to Limp-mode behavior by guiding it to remain in low gear, taking into account the vehicle’s speed and the driver’s actions. Our system does not require any changes to the electronic control units (ECUs), or to any other part of the vehicle, beyond connecting the safe-mode manager (SMManager) to the correct bus. We note that our system can rely upon any deployed anomaly-detection system to identify the potential attack. We point out that restricting the vehicle to Limp-mode-like behavior by an aftermarket system is just an example. If a car manufacturer would integrate such a system into a vehicle, they would have many more options, and the resulting system would probably be safer and with a better human-machine interface.

Dagan, Tsvika, Montvelisky, Yuval, Marchetti, Mirco, Stabili, Dario, Colajanni, Michele, Wool, Avishai

Research on the Enhanced ADAS Functions with Modular Design Based on 5G-V2X Technology

2020-01-50262/24/2020

This paper will mainly discuss the effect of the combination of the 5th generation wireless systems - Vehicle to Everything (5G-V2X) technology an Advanced Driver Assistance Systems (ADAS) functions. With the promotion and popularization of 5G technology with high bandwidth and bottom delay, V2X has been able to quickly and safely transmit more information to target vehicles in need in the field of automatic driving. Traditional ADAS functions development has been carried out for decades, but there are still many unsolvable problems in perception and decision-making. In this paper, V2X technology is introduced into the auxiliary driving functions of L0-L3 stage by using the idea of platform module design. On the basis of not redeveloping the original functions, the existing problems of perception and decision-making are improved. Through the experimental demonstration in this paper, this method can indeed save the development cost and shorten the development cycle.

Pingfan, Jin, Jiayi, Guan, Guoqi, Zhong

V2X Standardization in Over-the-Air Solution

2019-28-243511/21/2019

Today in-vehicle software is growing significantly resulting into increase in importance of over-the-air software/firmware updates dramatically. Various suppliers are providing the update-over-the-air solution in the automotive sector. Due to limited standardization in solution, each supplier needs more customization for specific customer. This paper is to bring in the required standardization in V2X resulting into ‘vehicle on-board components’ as one solution to multiple customer. “Update over-the-air improved solution through various standardization resulting into ‘vehicle on-board components’ as the product”

Kumaraswamy, Pavithra

Connected Vehicles - An Ecosystem for Services

2019-28-244711/21/2019

This paper outlines the different aspects of the Connected Vehicle concept. The blocks required to implement a Connected Vehicle infrastructure is also discussed in detail. Two main types of short-range wireless communication are discussed in Connected Vehicles context namely Vehicle-to-Vehicle (V2V), and Vehicle-to-Infrastructure (V2I) communication. An overview of the evolution of the Connected Vehicle and its operational aspects are presented together with its application. The impacts and potential operational benefits of the Connected Vehicle are discussed. The various challenges to architect non-functional requirements in the case of Connected Vehicle technology are identified and discussed.

Venkataram, Prabha Baragur

Data connectivity in HARSH ENVIRONMENTS

19TOFHP08_038/1/2019

Ensuring high-speed data transmission requires OEM designers to think more about components, placement and the impact of environmental conditions early in design. Technology advances are increasingly bringing a new level of connectivity to industrial and commercial vehicles. Customers are demanding functionality that automates or enhances operational tasks to increase driver productivity and safety and, in many cases, also brings down total cost of ownership. Features such as automatic adaptive braking and steering, onboard diagnostics, vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) communication and cameras that give the driver a 360-degree view of their environment are becoming basic customer requirements. These features require large amounts of data to be transmitted at high speeds. As engineers design new models to meet these customer demands, the challenge is to ensure signal integrity and data transmission in the harsh environment of the trucking and off-highway industries.

Manko, Christian

An Immersive Vehicle-in-the-Loop VR Platform for Evaluating Human-to-Autonomous Vehicle Interactions

2019-01-01434/2/2019

The deployment of autonomous vehicles in real-world scenarios requires thorough testing to ensure sufficient safety levels. Driving simulators have proven to be useful testbeds for assisted and autonomous driving functionalities but may fail to capture all the nuances of real-world conditions. In this paper, we present a snapshot of the design and evaluation using a Cooperative Adaptive Cruise Control application of virtual reality platform currently in development at our institution. The platform is designed so to: allow for incorporating live real-world driving data into the simulation, enabling Vehicle-in-the-Loop testing of autonomous driving behaviors and providing us with a useful mean to evaluate the human factor in the autonomous vehicle context.

Rastogi, Vibhor, Merco, Roberto, Kaur, Manveen, Rayamajhi, Anjan, Gavelli, Marco, Papa, Gianluca, Pisu, Pierluigi, Babu, Sabarish, Robb, Andrew, Martin, Jim

A Framework for Vision-Based Lane Line Detection in Adverse Weather Conditions Using Vehicle-to-Infrastructure (V2I) Communication

2019-01-06844/2/2019

Lane line detection is a very critical element for Advanced Driver Assistance Systems (ADAS). Although, there has been significant amount of research dedicated to the detection and localization of lane lines in the past decade, there is still a gap in the robustness of the implemented systems. A major challenge to the existing lane line detection algorithms stems from coping with bad weather conditions (e.g. rain, snow, fog, haze, etc.). Snow offers an especially challenging environment, where lane marks and road boundaries are completely covered by snow. In these scenarios, on-board sensors such as cameras, LiDAR, and radars are of very limited benefit. In this research, the focus is on solving the problem of improving robustness of lane line detection in adverse weather conditions, especially snow. A framework is proposed that relies on using Vehicle-to-Infrastructure (V2I) communication to access reference images stored in the cloud. These reference images were captured at approximately the same geographical location when visibility was clear and weather conditions were good. The reference images are used to detect and localize lane lines. The proposed framework then uses image registration techniques to align both the sensed image (adverse weather) and the reference image. Once the two images are aligned, the lane line information from the reference image is then superimposed on the local map built by the ADAS or Autonomous driving system. A real-world experiment is designed to evaluate the error in localizing the lane lines using the proposed framework in comparison to ground truth data. The measurements and evaluations are based on data gathered from a test vehicle. The vehicle is equipped with a monocular camera, forward looking radar, LiDAR, and GPS/IMU. The initial results show good potential for improving upon current state-of-the art approaches used in today’s automotive industry.

Horani, Modar, Rawashdeh, Osamah

Cooperative Collision Avoidance in a Connected Vehicle Environment

2019-01-04884/2/2019

Connected vehicle (CV) technology is among the most heavily researched areas in both the academia and industry. The vehicle to vehicle (V2V), vehicle to infrastructure (V2I) and vehicle to pedestrian (V2P) communication capabilities enable critical situational awareness. In some cases, these vehicle communication safety capabilities can overcome the shortcomings of other sensor safety capabilities because of external conditions such as 'No Line of Sight' (NLOS) or very harsh weather conditions. Connected vehicles will help cities and states reduce traffic congestion, improve fuel efficiency and improve the safety of the vehicles and pedestrians. On the road, cars will be able to communicate with one another, automatically transmitting data such as speed, position, and direction, and send alerts to each other if a crash seems imminent. The main focus of this paper is the implementation of Cooperative Collision Avoidance (CCA) for connected vehicles. It leverages the Vehicle to Everything (V2X) communication technology to create a real-time implementable collision avoidance algorithm along with decision-making for a vehicle that communicates with other vehicles. Four distinct collision risk environments are simulated on a cost effective Connected Autonomous Vehicle (CAV) Hardware in the Loop (HIL) simulator to test the overall algorithm in real-time with real electronic control and communication hardware.

Gelbal, Sukru Yaren, Zhu, Sheng, Anantharaman, Gokul Arvind, Aksun Guvenc, Bilin, Guvenc, Levent

Still Unsettled on Vehicle Connectivity Standard

19AVEP03_103/1/2019

As data and data-sharing become more crucial to the transportation evolution, the auto sector has yet to gain consensus on the best connectivity format. As autonomous vehicles inch closer to reality, a diverse range of companies and public entities are exploring ways to maximize their positive impact on traffic flows and congestion. Communication at all levels, both between vehicles and between public and private interest groups, will be an important element for improving efficiency.

Costlow, Terry

Road Tested

19AVEP03_113/1/2019

Transportation-infrastructure expert Kirk Steudle reflects on the rapid progress toward the connected-AV future and the challenges ahead. In the auto industry, mechanical and electrical engineers work from the tire up. Civil engineers work from the tire down,” quips Kirk Steudle. “And although it's taken a while for both to understand each other's jargon, the connected-and-autonomous vehicle is forcing them all together-to solve problems for society's mobility.” Steudle, a registered professional engineer, has been at the vehicle-to-road nexus his entire career. Last October he retired as director of the Michigan Dept. of Transportation where, among many achievements, his leadership helped put the state and its core industry in the vanguard of connected-car and AV-related developments, testing, and infrastructure standards. During his final year at MDoT, he also served as interim CEO of the American Center for Mobility, the new 500-acre AV proving ground and test center near Ann Arbor.

Brooke, Lindsay

Swarm Intelligence Based Algorithm for Management of Autonomous Vehicles on Arterials

2018-01-16468/7/2018

Connected and autonomous vehicles are different from traditional vehicles. The communication between vehicles (V2V) or between vehicles and infrastructures (V2I) renders it possible to convey traffic information (e.g. signal timing or speed advisory) from signal controllers to vehicles as well as vehicles to vehicles in real time. Taking this advantage, this paper aims to developing an algorithm which enables the interconnected autonomous vehicles running efficiently on arterials. A set of driving rules determining random behavior and swarm behavior of autonomous vehicles is developed based on swarm intelligence theory. Under control of these rules, each autonomous vehicle follows the same rules, which make it select target vehicle from all the optimal individuals in detection zone according to characteristics of itself, then approach to the target by changing lane, following former car, or accelerating. The result of simulation shows that this swarm algorithm enables an autonomous vehicle to meet its own requirements quickly and form a stable platoon within 30 seconds. Due to the consistency of the individuals in a platoon, autonomous vehicle can maintain the small car-following gap. This decreases the fragmentation of road, thereby greatly improves the formation of platoons compared to individuals under high density circumstances. Moreover, it was found that the proposed swarm intelligence based algorithm increases the accessibility of arterial significantly.

Li, Lin, Hao, Ruochen, Ma, Wanjing, Qi, Xinzhou, Diao, Chenxue

2021-12-29.TEST Validating Prototype Connected Vehicle-to-Infrastructure Safety Applications in Real- World Settings

2018-01-0025

4/3/2018

This paper summarizes the validation of prototype vehicle-to-infrastructure (V2I) safety applications based on Dedicated Short Range Communications (DSRC) in the United States under a cooperative agreement between the Crash Avoidance Metrics Partners LLC (CAMP) and the Federal Highway Administration (FHWA). After consideration of a number of V2I safety applications, Red Light Violation Warning (RLVW), Curve Speed Warning (CSW) and Reduced Speed Zone Warning with Lane Closure Warning (RSZW/LC) were developed, validated and demonstrated using seven different vehicles (six passenger vehicles and one Class 8 truck) leveraging DSRC-based messages from a Road Side Unit (RSU). The developed V2I safety applications were validated for more than 20 distinct scenarios and over 100 test runs using both light- and heavy-duty vehicles over a period of seven months. Subsequently, additional on-road testing of CSW on public roads and RSZW/LC in live work zones were conducted in Southeast Michigan. Application performance analysis revealed that proper and accurate infrastructure maps are crucial for the desired functioning of the V2I safety applications.

Parikh, Jayendra, Kailas, Aravind, Adla, Rawa, Rajab, Samer, Ali, Mahdi, Vijaya Kumar, Vivek, Meier, Jan-Niklas, Sakakida, Masafumi, Goudy, Roy, Yoshida, Hiroyuki, Deering, Richard, Williams, Richard

2021-12-29.TEST Visual Sensor Fusion and Data Sharing across Connected Vehicles for Active Safety

2018-01-0026

4/3/2018

The development of connected-vehicle technology, which includes vehicle-vehicle and vehicle-infrastructure communications, opens the door for unprecedented active safety and driver-enhanced systems. In addition to exchanging basic traffic messages among vehicles for safety applications, a significantly higher level of safety can be achieved when vehicles and designated infrastructure-locations share their sensor data. In this paper, we propose a new system where cameras installed on multiple vehicles and infrastructure-locations share and fuse their visual data and detected objects in real-time. The transmission of camera data and/or detected objects (e.g., pedestrians, vehicles, cyclists, etc.) can be accomplished by many communication methods. In particular, such communications can be accomplished using the emerging Dedicated Short-Range Communications (DSRC) technology. In our proposed system the vehicle receiving the visual data from an adjacent vehicle fuses the received visual data with its own camera views to create a much richer visual scene. We conducted several experiments across a pair of vehicles equipped with DSRC devices and our proposed system. These experiments demonstrated that our system achieve high accuracy, low delay and improved safety.

Al-Qassab, Hothaifa, Pang, Su, Al-Qizwini, Mohammed, Radha, Hayder

Distributed Consensus-Based Cooperative Highway On-Ramp Merging Using V2X Communications

2018-01-11774/3/2018

Highway on-ramp merging is considered as one of the main factors that causes traffic congestion on highways. The drivers along the on-ramp need to adjust vehicle speeds and positions to enter the highway, while the drivers on the highway should also carefully accommodate vehicle speeds and positions to avoid collision with the merging vehicles from the on-ramp, which heavily affects upstream traffic flows. In congested traffic conditions, such maneuvers if inefficiently performed will lead to high risks of accidents and excessive energy consumption and pollutant emissions. In this work, we present an innovative approach to this scenario, where distributed consensus protocol is developed for Connected and Automated Vehicles (CAV) to cooperate with each other by using Vehicle-to-X (V2X) communications. A Road Side Unit (RSU)-equipped infrastructure installed in the merging area can receive vehicles’ information from both the highway and the on-ramp using Vehicle-to-Infrastructure (V2I) communications, and assign vehicles with sequence identifications based on their estimated arrival time at the merging area. Then vehicles apply distributed consensus protocol to adapt their speeds and positions to the preceding vehicles (either physical ones on the same lane or “ghost” ones projected from the other lane) with Vehicle-to-Vehicle (V2V) communications. After vehicles along the on-ramp merge into the highway, a new vehicle string (either tightly-coupled or loosely-coupled) is created. A comprehensive simulation study is conducted, and system-wide benefits in terms of traffic throughput and energy saving are also demonstrated in the work.

Wang, Ziran, Wu, Guoyuan, Barth, Matthew

Enhancing Driver Awareness Using See-Through Technology

2018-01-06114/3/2018

This paper presents a real-time application of see-through technology using computer vision (e.g., object detection) and Vehicle-to-X (V2X) communication (e.g., Vehicle-to-Vehicle (V2V) and Vehicle-to-Infrastructure (V2I)). Each access point (AP) was connected to Chattanooga’s fiber optics internet, supporting a data transfer rate up to 10-Gbps. Using a 5Ghz frequency, vehicular communications were set up with a seamless handover for transferring real-time data. Two web cameras acting as clients were mounted on the windshield of two of three vehicles to send image data to the offsite server. Using multi-threaded programming, both image feeds were processed simultaneously. Once the server received the images, it performed an object recognition algorithm on each image using a convolutional neural network (CNN). Post- identification, the images from the second vehicle were sent and overlaid dynamically to the third vehicle’s image. This repetitive overlapping of images allowed the third vehicle to “see-through” the second vehicle in real-time. This experiment was showcased during the US Ignite Smart Cities Summit in June 2017 to emphasize the benefits of drivers being able to “see-through” the car in front to make more intelligent decisions when passing a vehicle, stopping for a pedestrian, or seeing an upcoming detour due to construction before the view is within their line of sight. Using V2X communication with computer vision gives the driver a higher level of awareness and allows better decision making in the case of a roadway conflict, ultimately increasing the level of safety on our roadways.

Thompson, Rebekah L., HU, Zhen, Cho, Jin, Stovall, Jose, Sartipi, Mina

Big Data a focus for 2018 SAE President Mircea Gradu

18TOFHP02_042/1/2018

Velodyne CQO sees use of Big Data as a way to capitalize on multiple industry trends including vehicle electrification and automated vehicles. A highly respected figure in the automotive industry, Mircea Gradu, Ph.D., began his one-year term as SAE President in January amid monumental technology shifts that are rocking the automotive industry. SAE has been a source of progress and stability almost since the industry's inception, and looks assured to continue in that way under Gradu's leadership. The Senior Vice President of Validation/Chief Quality Officer at Velodyne LiDAR Inc. is eager to get going.

Ponticel, Patrick

The Autonomous Vehicle Challenges for Emergent Market

2017-36-043611/7/2017

Technological advances in both hardware (Nano-electronics) and software (artificial intelligence) are increasingly influencing our lives on equipment and devices that surrounds us and more recently our means of locomotion. The autonomous vehicles, which previously appeared only in movie scenes, can already be found in our environment, such as ships, cars, trucks, tractors and aero engines. Considering the autonomous vehicles, its launching is much closer than we could imagine, since many companies signalize having the conditions to launch them in a large scale within 2018 year. The insertion of this type of technology opens a range of advances related to vehicles and the environment in which it is inserted. The communication between the vehicles, roads and people can be highlighted. These advances reveal a series of benefits to the customer such as free time during the route, higher safety, etc. Moreover there are some other discussion about a new legislation, roads and traffic signs conditions and the economic impact regarding the driver’s workforce.

Sarmento, Alisson, Garcia, Bianca, Coriteac, Leonardo, Navarenho, Leonardo

Driverless cars and freeway traffic flow

17AUTP10_0310/1/2017

Analysis shows platooning and wave damping can reduce congestion. The integration of driverless cars onto multilane freeways brings challenges for vehicle and infrastructure planners, not the least of which is ever increasing congestion. The threshold for serious congestion is a population of 300,000. The U.S. currently has 51 traffic-congested cities with population of 380,000 or more. Can driverless vehicles with full vehicle-to-infrastructure (V2I) connectivity favorably affect congestion? The answer is yes. This means construction of new freeway lanes may not be needed except in exceptional cases.

Fuhs, Allen

Continental unveils new 3D display cluster

17AUTP10_1110/1/2017

Continental is developing its innovative 3D instrument display cluster with the aim of bringing it to production within the next 24-36 months. The display, previewed by Automotive Engineering at a recent technology meeting, features a high-definition (1920 × 720 pixel) 12.3-in screen but is suitable for displays measuring 15 in. “The proliferation of displays in the interior of the cabin allows for more individuality, variety of shapes and appearances” a Continental engineer explained, adding, “Instead of relying on flat, one-dimensional surfaces, we are offering a solution that allows designers to play with the interior in a creative and cost-efficient way.”

Adcock, Ian

Macroscopic Traffic States Estimation Based on Vehicle-to-Infrastructure (V2I) Connected Vehicle Data

2017-01-20139/23/2017

The rapid development of connected vehicle technology provides a promising platform for traffic monitoring and traffic data collection. In the connected vehicle environment, the vehicles equipped with wireless communication devices can transmit vehicle safety messages to other connected vehicles and the Roadside Unit (RSU). The trajectory information in the safety message may provide potential usage for macroscopic traffic states estimation in the urban street network. Over the last few years, the applications of a macroscopic traffic states model, the Macroscopic Fundamental Diagram (MFD) has attracted increased attention. However, the detection of MFD remains a challenging task. This paper explores a potential method of measuring the macroscopic traffic states in terms of MFD based on Vehicle-to-Infrastructure (V2I) connected vehicle data. The methodology of generating MFDs is conducted and the potential characteristics of the macroscopic traffic states are explored. A simulation testbed based on real-world Sioux Falls network is established in VISSM. The wireless data transmissions between connected vehicles and RSUs are simulated by the Discrete Event Network Simulator (NS-3 Simulation). The simulation results illustrate the feasibility of monitoring macroscopic traffic states with the proposed method. The macroscopic traffic states under different radio signal loss models are compared, and the results indicate a significant influence of the wireless characteristics of radio propagation model on the observed traffic states. However, the observed MFD still retain key characteristics such as hysteresis loop direction, traffic breakdown and congestion recovery time.

Xu, Zhe

Integrated Positioning Method for Intelligent Vehicle Based on GPS and UWB

07-11-01-00049/23/2017

Knowledge of intelligent vehicle absolute position is a vital premise for the implementation of decision programming, kinematic and dynamics control. In order to achieve high accuracy positioning and reduce running cost as much as possible under all operating conditions, this paper proposed an integrated positioning method based on GPS and Ultra Wide Band(UWB) for intelligent vehicle’s navigation and position system. In this method, GPS and UWB are alternately active according to the confidence level of GPS signal. When the vehicle is traveling in a wide-open area and GPS signal is well received, the positioning results of Dead Reckoning system are corrected by the low frequency positioning output from GPS. During the correcting process, in order to realize the better fusion of measurement data, a simplified federal Kalman filter was designed by using indirect method. When the vehicle is in places where GPS signal can hardly be received such as tunnel, the positioning results based on UWB positioning technology can be adopted to substitute the lost GPS signal for vehicle integrated positioning. The algorithm used in the UWB positioning technology was two-phase positioning algorithm based on the signal arrival time, and Gaussian filtering method was also used in the pretreatment process of distance measuring values. Finally, a working test under the typical condition was conducted on the Matlab/Simulink-Carsim co-simulation platform. Simulation results demonstrate that even the vehicle is in the scenario without GPS and sensors are low cost, a better positioning accuracy can be still achieved with the integrated positioning method proposed in this paper.

Ke, Min, Zhu, Bing, Zhao, Jian, Deng, Weiwen

Towards Video Sharing in Vehicle-to-Vehicle and Vehicle-to-Infrastructure for Road Safety

2017-01-00763/28/2017

Current implementations of vision-based Advanced Driver Assistance Systems (ADAS) are largely dependent on real-time vehicle camera data along with other sensory data available on-board such as radar, ultrasonic, and GPS data. This data, when accurately reported and processed, helps the vehicle avoid collisions using established ADAS applications such as Forward Collision Avoidance (FCA), Autonomous Cruise Control (ACC), Pedestrian Detection, etc. Vehicle to Vehicle (V2V) and Vehicle to Infrastructure (V2I) over Dedicated Short Range Communication (DSRC) provides basic sensory data from other vehicles or roadside infrastructure including position information of surrounding traffic. Exchanging rich data such as vision data between multiple vehicles, and between vehicles and infrastructure provides a unique opportunity to advance driver assistance applications and Intelligent Transportation Systems (ITS). A primary example is to receive vision data from the vehicle ahead while approaching a busy intersection and then to use this as a priori data in a pedestrian detection algorithm to reach decisions with higher degree of confidence when the vehicle arrives at the intersection. While the possibility of improving ADAS applications utilizing V2V and V2I seems obvious, it is still currently unclear as to what extent. This paper explores the potential for utilizing V2V and V2I communication concepts to advance vision-based ADAS. Three use cases are discussed in terms of feasibility and viability.

Horani, Modar, Al-Refai, Ghaith, Rawashdeh, Osamah

Design of a 5.9 GHz High Directivity Planar Antenna Using Topology Optimization for V2V Applications

2017-01-16913/28/2017

A low profile high directivity antenna is designed to operate at 5.9 GHz for Vehicle-to-Vehicle (V2V) and Vehicle-to-Infrastructure (V2I) communications to ensure connectivity in different propagation channels. Patch antennas are still an ongoing topic of interest due to their advantages: low profile, low cost, and ease of fabrication. One disadvantage of the patch antenna is low directivity which results in low range performance. In this paper, we introduce an efficient and novel way to improve the directivity of patch antenna using topology optimization and design of experiments (DoE). Numerical simulations are done using Method of Moments (MoM) technique in the commercially available tool, FEKO. We use global response surface method (GRSM) for double objectives topology optimization. Numerical results show a promising use of topology optimization and DoE techniques for the systematic design of high directivity of low profile single element patch antennas. The optimized directivity is 10.4 dBi, which is 3 dB higher than the directivity of the original patch antenna.

Elfrgani, Aseim, Reddy, C. J.

In-Vehicle Wireless Sensor Network Architecture

2017-26-03521/10/2017

In the past decade automobiles have evolved from mechanical devices into very complex electro-mechanical systems. With the increasing number of ECUs comes the complexity of connecting them to have a meaningful interaction with the rest of the system. In this scenario there is no one size fits all approach. ECUs have different communication requirements based on bandwidth, reliability, speed and security. Infotainment ECUs need high bandwidth to stream the audio and video content but can be tolerant to frame drops and latency. Engine Control ECUs need less bandwidth but must have high reliability. Hence, when it comes to In-Vehicle network a variety of networks co-exist such as Ethernet, CAN and MOST serving various purposes. This paper attempts to make a case to add low power wireless network to the mix to optimize the space and cost factor and looks at applications that are appropriate for such networks. Today’s automobiles have a plethora of sensors and actuators often connected to the nearest ECU over point to point connections. Making these tiny sensors and actuators wireless greatly simplifies the vehicle network architecture and takes the load off the CAN bus to handle critical messages. This paper discusses the communication network, components and describes modular wireless vehicle sensor network architecture with focus on security, reliability, openness and usability. The proposed architecture uses proven and industry standard protocols such as 6LoWPAN and MQTT to define the modular in-vehicle wireless sensor network.

Shanmugam, Karthik

Cooperative Least Square Parameter Identification by Consensus within the Network of Autonomous Vehicles

2016-01-01494/5/2016

In this paper, a consensus framework for cooperative parameter estimation within the vehicular network is presented. It is assumed that each vehicle is equipped with a dedicated short range communication (DSRC) device and connected to other vehicles. The improvement achieved by the consensus for parameter estimation in presence of sensor’s noise is studied, and the effects of network nodes and edges on the consensus performance is discussed. Finally, the simulation results of the introduced cooperative estimation algorithm for estimation of the unknown parameter of road condition is presented. It is shown that due to the faster dynamic of network communication, single agents’ estimation converges to the least square approximation of the unknown parameter properly.

Jalalmaab, Mehdi, Pirani, Mohammad, Fidan, Baris, Jeon, Soo

Spotlight on Design: Automotive Charging Infrastructure: Vehicle and Grid Integration

SOD-010S1/30/2016

“Spotlight on Design” features video interviews and case studies, focusing on technology breakthroughs, hands-on testimonials, and the importance of fundamentals. Viewers are virtually taken to industry labs and research centers to learn how design engineers solve real-life problems. These challenges include enhancing product performance, reducing cost, improving quality and safety, while decreasing environmental impact, and achieving regulatory compliance. In the episode “Automotive Charging Infrastructure: Vehicle and Grid Integration” (21:00), engineers from NextEnergy and an infrastructure expert from General Motors explain how technologies are rapidly converging to power electric vehicles and support the overall electric grid. This episode highlights: How the fast expansion of charging infrastructure is changing the way electric and hybrid-electric vehicles are gaining the confidence of consumers. The strategic work being developed to expand the presence of charging stations where they are most effective. The new models being developed to make the best possible use of batteries once they are no longer suitable for car use. The importance of the secondary use of car batteries to power local micro-grids, enabling communities to be more energy independent. The need to bring together engineers, grid experts and consumers to establish the best technology and implementation solutions to support a faster adoption of electric cars.

Highway Sensor Deployment Gives Valuable Data to ‘Connected’ Drivers

TBMG-2334111/1/2015

In an effort to improve traffic flow, driver safety, and asset management, the Michigan Department of Transportation (DOT) has installed 17 sensors on a 50-mile stretch of one of the state’s busy Interstate highways. The “connected corridor” deployment will provide useful data for drivers of cars equipped with vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) communication technology.

CELLULAR, SECURITY challenge vehicle-to-vehicle's role

15AUTP10_0610/1/2015

Telematics links provide many of the benefits of V2V that government regulators are now mandating, while security issues pose major technical challenges, with secure communications a key hurdle for V2V's rollout. Safety proponents are looking forward to the day when cars can send each other information that can prevent accidents. But cellular technologies may eliminate some benefits of vehicle-to-vehicle communications, while difficult security concerns require a complex, long-term strategy. Vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) communications use dedicated short range communications (DSRC) to provide information on vehicle speed and location. Commonly lumped together as V2X, the technologies can play a major role in reducing accidents. Government regulators in the U.S. and Europe are expected to mandate their use before long. In Japan, shipments are beginning to build, giving the industry a working model.

Costlow, Terry

System Architecture for Cooperative Vehicle-Pedestrian Safety Applications Using DSRC Communication

2015-01-02904/14/2015

Pedestrians account for a significant ratio of traffic fatalities; as a result, research on methods of reducing vehicle-pedestrian crashes is of importance. In this paper, we describe a system architecture that allows the use of vehicle-to-pedestrian (V2P) communication as a means of generating situational awareness and eventually predicting hazards and warning drivers and pedestrians. In contrast, vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) communication for safety applications, V2P has not received much attention. One major reason for this lack of attention had been the unavailability of communication mechanisms between pedestrians and vehicles. Recent advances in enabling Wi-Fi and dedicated short range communication (DSRC) based communication using smart-phones is changing this picture. As a result, V2P communication can be considered as a possible solution. In this paper, we first investigate the feasibility of V2P crash avoidance applications, considering the fact that pedestrian movement dynamics, response times, and crash scenarios are different from V2V scenarios. We then propose an architecture for V2P crash avoidance systems. The architecture has vehicle side and pedestrian side applications. Each of them communicates its current state information such as position and time to the other device. Using this information, crash threats can be predicted and an advisory or imminent collision warning will be generated. Finally, we demonstrate and evaluate a developed V2P crash avoidance system based on this architecture.

Tahmasbi-Sarvestani, Amin, Kazemi, Hadi, Fallah, Yaser P., Naserian, Mohammad, Lewis, Allan

A Case for Connected Vehicles in reducing Total Cost of Ownership in Indian CV Industry

2015-01-02934/14/2015

Indian automobile production increased at a CAGR of 12.2% over FY05-FY13, with a decline in Commercial Vehicle (CV) growth rate during FY09 and FY13. Globally, automotive industry suffered a decline in FY09 due to the global financial crisis and again on a decline in FY12 due to the European sovereign debt crisis. Apart from the global events, there are various internal risks the Indian OEMs need to consider: 1) regulatory risk due to excise duty hikes, decontrol of fuel pricing, etc., 2) market risks due to currency, inflation, interest rates, material cost, 3) industry risks due to increased competition, price war, etc. In this scenario, Indian Original Equipment Manufacturers (OEMs) need to constantly recalibrate their strategies to the changing market dynamics and associated risks. A research on megatrends affecting the Indian CV industry has identified more focus on Total Cost of Ownership (TCO) as one of the megatrend. The Indian CV OEMs need to focus on TCO, if they have to stay ahead of competition. Customer spends more money on his business today, because of increased material costs, increased fuel prices, increased insurance premium, fuel pilferage, vehicle downtime, long waiting period in tolls, etc. This paper puts forward a case on adoption of connected vehicles by exploring opportunities for reducing TCO. Connected vehicles are about vehicle-to-vehicle (V2V) communication, vehicle-to-infrastructure (V2I) communication and also communication to other devices. In this paper, TCO is broken down to different components, according to the vehicle life cycle. Each of the TCO components is analyzed and suitable connected vehicle applications are recommended against each of the component. The opportunities and challenges in adopting the connected vehicle technology in India are also being discussed.

Loganathan, Yaamini Devi

Software Defined Radio and Security in the Automotive Domain

2015-01-02034/14/2015

Several wireless systems such as Dedicated Short Range Communication (DSRC), cellular, Wi-Fi, Bluetooth, and the Tire Pressure Monitoring System (TPMS) can be found on modern vehicles. In the future, Software Defined Radio (SDR) technology could be integrated into automobiles to increase the efficiency and adaptability of wireless communications systems. SDR is also a powerful tool for designing and testing new communications protocols. However there are also some security considerations associated with SDR. This paper will review some advantages of using SDR technology in the automotive domain as well as potential security issues. The authors are currently conducting research into the use of SDR technology to model wireless systems and investigate security threats in modern vehicular systems.

Anderson, Brian, Brooks, Mark, Wilson, Ryan, Sturgeon II, Purser K.

Modeling of the Soot Oxidation in Gasoline Particulate Filters

2015-01-10484/14/2015

The share of gasoline engines based on direct injection (DI) technology is rapidly growing, to a large extend driven by their improved efficiency and potential to lower CO2 emissions. One downside of these advanced engines are their significantly higher particulate emissions compared to engines based on port fuel injection technologies [1]. Gasoline particulate filters (GPF) are one potential technology path to address the EU6 particulate number regulation for vehicles powered by gasoline DI engines. For the robust design and operation of GPFs it is essential to understand the mechanisms of soot accumulation and oxidation under typical operating conditions. In this paper we will first discuss the use of detailed numerical simulation to describe the soot oxidation in particulate filters under typical gasoline engine operating conditions. Laboratory experiments are used to establish a robust set of soot oxidation kinetics. The filter model and oxidation kinetics are validated using a large set of experimental data from laboratory reactor as well as vehicle experiments. With the validated model and parameters the impact of key operating parameters will be discussed, with special focus on passive soot oxidation mechanisms under normal vehicle operating conditions. Results show that short oxygen pulses during fuel cuts are the dominant passive regeneration mechanism. Results also provide insight into potential “worst case” conditions. Based on the insight from the detailed model a reduced 0D model is developed and described, which could be used for real time soot estimation.

Nicolin, Per, Rose, Dominik, Kunath, Florian, Boger, Thorsten

Simulation of the Performance Based Standards (PBS) Low-Speed 90° Turn Test in TruckSim by Jumping Back in Time

2013-01-23749/24/2013

In 2008 the Australian National Transport Commission (NTC) published a reference document titled Performance Based Standards Scheme - The Standards And Vehicle Assessment Rules [1]. This document describes a series of testing requirements known as Performance Based Standards (PBS) to be used for certifying truck configurations acceptable for the Australia highway system. The PBS specification allows for both in-vehicle testing and numerical analysis using simulation tools such as TruckSim [2]. Several of the PBS tests require a Low-Speed 90° Turn, used to measure tracking behavior and tire friction utilization. This test presents an unusual simulation challenge because the driver is required to closely track a path with the outer sidewall of the outside front tire. A human driver must learn the response of the vehicle in order to steer it accurately through the test. This paper describes how the learning process was simulated in TruckSim by using the built-in scripting language to monitor the tracking of the point of interest (outer sidewall of a tire) for drifting from the target path. If the drifting exceeds a limit, the script commands the simulation to jump back in time and continue with modified control settings. The simulation option to jump back in time requires software considerations that have not been included in commercial vehicle dynamics software until recently. This paper describes how the new capability is applied to mimic an advanced driver for this standard PBS maneuver using TruckSim.

Duprey, Benjamin, Sayers, Michael, Gillespie, Thomas

V2V Next Steps: A Proposal for Simplification of V2V Safety Systems

2013-01-09824/8/2013

Much good work has been done in recent years by the National Highway Traffic and Safety Administration (NHTSA) in the design, specification, and testing of potential future Vehicle-to-vehicle (V2V) safety systems that will provide early warning of impending hazards to drivers. During this same time, Industry has been hard at work developing autonomous crash avoidance systems, based solely on data gathered from in-vehicle sensors. This paper proposes a fusion of V2V cooperative safety systems and in-vehicle sensor-based systems to increase the effectiveness of both systems and provide incentive to speed adoption of Dedicated Short Range Communication (DSRC) based V2V safety systems. The proposed solution may be used to provide many of the benefits of V2V safety applications while simplifying the deployment of these systems significantly as it does not require the robust infrastructure of the complete NHSTA proposed system currently under test. It is believed that the lack of required infrastructure will also help adoption of these safety systems in developing markets where a lack of infrastructure would ordinarily preclude their use.

Ridge, Mike, Dekelbaum, Robert

System Security and System Safety Engineering: Differences and Similarities and a System Security Engineering Process Based on the ISO 26262 Process Framework

2013-01-14194/8/2013

Today's vehicles contain a number of safety-critical systems designed to help improve overall vehicle safety. Such systems may control vital vehicle functions such as steering, braking and/or propulsion independently of the driver. In today's vehicles, much emphasis has been placed on helping ensure that these safety-critical vehicle systems operate as intended. Applying rigorous system safety engineering principles in developing these safety-critical automotive systems helps ensure that they operate as desired and expected. Less emphasis has been placed to-date on helping ensure cybersecurity of cyber-physical automotive systems. However, this is changing as both the world and the automotive industry become more aware of the potential ramifications of cyber-attacks on vehicles. As with system safety, applying a rigorous system security engineering process to the development of cyber-physical automotive systems is beneficial and will help reduce the likelihood of successful attacks on vehicles. System security and system safety interact with one another and cannot be considered in isolation. However, there are also differences between system security and system safety that require unique engineering activities to be performed to address these unique aspects. This paper describes some of the differences and similarities between system security and system safety, between safety-critical systems and security-critical systems, and between system safety and system security engineering, and presents a system security engineering process for applying to cyber-physical automotive systems that is based on the ISO 26262 process framework.

Czerny, Barbara J.

Fuel and Immission Potential of Context Aware Engine Control

2013-01-03064/8/2013

This paper shows the potential of a multicalibration approach for reducing fuel consumption while keeping pollutant immissions. The paper demonstrates that the current engine control approach with a single fixed calibration involves important fuel penalties in areas with low vehicle densities where local pollution is not an issue, while the NOx emissions in urban areas are usually too high to fulfill air quality standards. The proposed strategy is based on using information about the vehicle location and the NOx concentrations in the ambient to choose a suitable calibration amongst a set of possibilities. To assess the potential of such a strategy experimental tests have been done with a state-of-art turbocharged Diesel engine. First, a design of experiments is used to obtain three different calibrations. The first one is aimed to minimize NOx emissions with some constraints in the actuations, the second one, is focused on minimizing fuel consumption with constraints in the maximum NOx emissions allowed, while the third one minimized fuel consumption without NOx restrictions. Then a set of driving conditions, containing both standard cycles and real driving cycles are tested in an engine-in-the-loop approach to evaluate the engine performance and emissions with the developed calibrations. Finally, the combination of the obtained calibrations shows that fuel consumption in non-urban areas can be reduced about a 6% without damaging the air quality, while fuel penalties around 2% are necessary to keep air quality standards in metropolitan areas.

Pla, Benjamin, Waschl, Harald, del Re, Luigi, Guardiola, Carlos

Technical Leadership Challenges for Highly Automated Driving: Technology Leadership Brief

2012-01-900310/8/2012

Driver assistance features have been introduced to the market focusing on basic, independent functional scenarios. The trend is showing that these kinds of products are facing more and more complex scenarios and we are transitioning from single independent functions to a strongly networked system. Some of the drivers for future autonomous vehicles are 360° monitoring by active safety technology and V2X (vehicle to vehicle or vehicle to infrastructure) communication. In the past vehicles were strictly operated by the driver. Advanced driver assistance products added so called feedback features like lane departure warning, forward collision warning, and blind spot monitoring. First steps towards semi-autonomous driving started with the development of active support functions like adaptive cruise control or lane keeping support. Collision mitigation with various authority levels is the next milestone towards automation followed by other, even more advanced, features. Over the next several years the industry will see a transition from driver only operations and assisted driving, to partly/highly automated driving, and ultimately up to fully automated driving. In our presentation, we will highlight the challenges and opportunities we face, and some recommendations on how to proceed to navigate the technical, architectural, legal and commercial barriers in order to maximize the benefits to the driver.

Schumacher, Christian, McConnell, Dean L.

Navigation Control in an Urban Autonomous Ground Vehicle

2011-01-10374/12/2011

Southwest Research Institute developed an Autonomous Ground Vehicle (AGV) capable of navigating in urban environments. The paper first gives an overview of hardware and software onboard the vehicle. The systems onboard are classified into perception, intelligence, and command and control modules to mimic a human driver. Perception deals with sensing from the world and translating it into situation awareness. This awareness is then fed into intelligence modules. Intelligence modules take inputs from the user to understand the need to navigate from its current location to another destination and, then, generate a path between them on urban, drivable surfaces using its internal urban database. Situational awareness helps intelligence to update the path in real time by avoiding any static/moving obstacles while following traffic rules. Control modules take the path command from intelligence and actuate the accelerator/brake pedal and steering to physically drive the vehicle from point A to point B. Sliding mode algorithms developed for controlling the steering are described. Performance improvement of the vehicle maneuvering curves is quantified relative to conventional PID algorithms.

Surampudi, Bapiraju, Steiber, Joe

(R) Dedicated Short Range Communications (DSRC) Message Set Dictionary

J2735_200911 (Historical)

11/19/2009

This SAE Standard specifies a message set, and its data frames and data elements specifically for use by applications intended to utilize the 5.9 GHz Dedicated Short Range Communications for Wireless Access in Vehicular Environments (DSRC/WAVE, referenced in this document simply as “DSRC”), communications systems. Although the scope of this Standard is focused on DSRC, this message set, and its data frames and data elements have been designed, to the extent possible, to also be of potential use for applications that may be deployed in conjunction with other wireless communications technologies. This Standard therefore specifies the definitive message structure and provides sufficient background information to allow readers to properly interpret the message definitions from the point of view of an application developer implementing the messages according to the DSRC Standards.

V2X Core Technical Committee

Communication in Future Vehicle Cooperative Safety Systems: 5.9 GHz DSRC Non-Line-of-Sight Field Testing

2009-01-01634/20/2009

Dedicated Short Range Communication (DSRC) is increasingly being recognized as the protocol of choice for vehicle safety applications by Original Equipment Manufacturers (OEMs) and road operators. DSRC offers the ability to communicate effectively from vehicle-to-vehicle and from vehicle to infrastructure with low latency and high reliability. A wide range of applications have been conceptualized to support safety, mobility and convenience, including: cooperative collision avoidance, travel information, and electronic payment. To be effective, infrastructure-based applications require an installed-vehicle base along with infrastructure deployment, while vehicle-to-vehicle applications require significant DSRC market penetration along with some degree of infrastructure support systems. Some vehicles currently include safety applications involving forward looking radar. The radar supplies information about objects, their distances and relative speed ahead of the host vehicle. When LIDAR (Light Detection and Ranging) becomes feasible for automotive usage, it may also offer an alternative digital vision of the objects in front of the host vehicle. Camera vision is another option for sensing surrounding vehicles. Radar, LIDAR, and camera have advantages and limitations in terms of range and directionality. OEMs are investigating DSRC as a means to enhance visibility of the oncoming and surrounding traffic, particularly in places where line-of-sight is obstructed by other vehicles, buildings, corners, etc. Future cooperative vehicle safety applications are expected to be mainly communication-based. A significant challenge lies ahead in combining and processing enormous amounts of information from the host, surrounding vehicles and infrastructure in real time fashion. This paper will focus on the expected potential of such visibility enhancement through the use of DSRC communication.

Miucic, Radovan, Schaffnit, Tom

5.9 GHz DSRC Standards Overview and Status

2008-01-265110/7/2008

Over the past several years the Institute of Electrical and Electronic Engineers (IEEE) Standards Association has developed standards for the 5.9 GHz Dedicated Short Range Communications protocols, also known as Wireless Access in Vehicular Environments. These standards consist of IEEE 1609 as well as an amendment to the IEEE 802.11 standard or 802.11p. The 1609 standards were published for Trial Use and these as well as the 802.11p draft have been implemented in a variety of test beds to provide lessons learned and feedback into the standards working groups. Based on ongoing testing, the protocols display a strong capability to address the requirements of crash avoidance and transportation mobility applications. The corresponding test results provide information necessary to update the standards after the first trial phase as industry moves toward commercial implementations. In this paper we explore the history and status of the standards as well as anticipated revisions of IEEE 1609 and publication of IEEE 802.11p.

McNew, Justin, McGraw, Janine

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