Browse Topic: Vehicle to vehicle (V2V)

Items (482)

SIMULATION FOR VEHICLE-TO-VEHICLE AND VEHICLE-TO-GRID RESOURCE SHARING ANALYSIS

2024-01-3444

11/15/2024

ABSTRACT A simulation capable of modeling grid-tied electrical systems, vehicle-to-grid (V2G) and vehicle-to-vehicle(V2V) resource sharing was developed within the MATLAB/Simulink environment. Using the steady state admittance matrix approach, the unknown currents and voltages within the network are determined at each time step. This eliminates the need for states associated with the distributed system. Each vehicle has two dynamic states: (1) stored energy and (2) fuel consumed while the generators have only a single fuel consumed state. One of its potential uses is to assess the sensitivity of fuel consumption with respect to the control system parameters used to maintain a vehicle-centric bus voltage under dynamic loading conditions.

Jane, Robert S., Parker, Gordon G., Weaver, Wayne W., Goldsmith, Steven Y.

Automated Driving System Data Logger

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

Arrangement and Control Method of Cooperative Vehicle Platoon

2021-01-0113

4/6/2021

With the development of cellular communication technology and for the sake of reducing drag resistance, the multi-lane platoon technology will be more prosperous in the future. In this article, the cooperative vehicle platoon method on the public road is represented. The method’s architecture is mainly composed of the following parts: decision-making, path planning and control command generation. The decision-making uses the finite state machine to make decision and judgment on the cooperative lane change of vehicles, and starts to execute the lane change step when the lane change requirements are met. In terms of path planning, with the goal of ensuring comfort, the continuity of the vehicle state and no collision between vehicles, a fifth-order polynomial is used to fit every vehicle trajectory. In terms of control command generation module, a model predictive control algorithm is used to solve the multi-vehicle centralized optimization control problem. We use the two DOF vehicle model to simulate vehicle dynamics. The front wheel angle and acceleration or braking commands of multiple vehicles are optimized to ensure that the vehicle can well follow the trajectory of the vehicle which is calculated by the control command generation module. At the same time, the energy consumed by performing steering, acceleration and deceleration is also minimized. Finally, in the simulation process, we simulate one direction two lanes scenario. The result shows that the proposed method can effectively handle multi-lane platoon re-configuration scenario.

Chen, Guosheng, Wu, Jian, Li, Shuai, Zhang, Jinghua, Du, Zhiqiang, Wang, Guojun, Chen, Zhicheng

Candidate Improvements to Dedicated Short Range Communications (DSRC) Message Set Dictionary [SAE J2735] Using Systems Engineering Methods

J3067_202010 (Current)

10/6/2020

This document is not a standard, it is a candidate for a standard being submitted to SAE for their consideration as a comment to SAE J2735. The term SAE J2735 SE candidate is used within this document to refer to this submission. This document specifies dialogs, messages, and the data frames and data elements that make up the messages 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, these dialogs, messages, data frames and data elements have been designed, to the extent possible, to be of 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 Communications Steering Committee

V2X Communications Message Set Dictionary

J2735_202007 (Historical)

7/23/2020

This SAE standard specifies a message set, and its data frames and data elements, for use by applications that use vehicle-to-everything (V2X) communications systems. While the data dictionary was originally designed for use over DSRC, this document is intended to be independent of the underlying communications protocols used to exchange data between participants in V2X applications.

V2X Core Technical Committee

V2X Communications Message Set Dictionary™ Set

J2735SET_202007 (Historical)7/23/2020

This Abstract Syntax Notation (ASN.1) File is the precise source code used for SAE International Standard J2735. As part of an international treaty, all US ITS standards are expressed in "ASN.1 syntax". ASN.1 Syntax is used to define the messages or "ASN specifications". Using the ASN.1 specification, a compiler tool produces the ASN library which will then be used to produce encodings (The J2735 message set uses UPER encoding). The library is a set of many separate files that collectively implement the encoding and decoding of the standard. The library is then used by any application (along with the additional logic of that application) to manage the messages. The chosen ASN tool is used to produce a new copy of the library when changes are made, and it is then linked to the final application being developed. The ASN library manages many of the details associated with ASN syntax, allowing for subtle manipulation to make the best advantage of the encoding style. The J2735 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 simply as "DSRC") communications systems. The ASN.1 integrates software for validation of telecommunications and networking. 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 be of potential use for applications that may be deployed in conjunction with other wireless communications technologies as well. This Standard therefore specifies the definitive message structure and encoding 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. You may also be interested in: V2X Communications Message Set Dictionary™ the J2735 PDF V2X Communications Message Set Dictionary™ J2735 ASN file includes the ASN file (ZIP format) - download purchase only Dedicated Short Range Communications (DSRC) Performance Requirements for V2V Safety Awareness™ the J2945/2 PDF Dedicated Short Range Communications (DSRC) Performance Requirements for V2V Safety Awareness™ J2945/2 ASN file that includes the ASN file (ZIP format) - download purchase only. Dedicated Short Range Communications (DSRC) Performance Requirements for V2V Safety Awareness™ Set includes the J2945/2 ASN file and the J2945/2 PDF (ZIP format) - download purchase only. Requirements for Road Weather Applications™ the J2945/3 PDF Requirements for Road Weather Applications™ J2945/3 ASN file that includes the ASN file (ZIP format) - download purchase only. Requirements for Road Weather Applications™ Set includes the J2945/3 ASN file and the J2945/3 PDF (ZIP format) - download purchase only.

V2X Core Technical Committee

V2X Communications Message Set Dictionary™ ASN file

J2735ASN_202007 (Historical)7/23/2020

This Abstract Syntax Notation (ASN.1) File is the precise source code used for SAE International Standard J2735. As part of an international treaty, all US ITS standards are expressed in "ASN.1 syntax". ASN.1 Syntax is used to define the messages or "ASN specifications". Using the ASN.1 specification, a compiler tool produces the ASN library which will then be used to produce encodings (The J2735 message set uses UPER encoding). The library is a set of many separate files that collectively implement the encoding and decoding of the standard. The library is then used by any application (along with the additional logic of that application) to manage the messages. The chosen ASN tool is used to produce a new copy of the library when changes are made, and it is then linked to the final application being developed. The ASN library manages many of the details associated with ASN syntax, allowing for subtle manipulation to make the best advantage of the encoding style. The J2735 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 simply as "DSRC") communications systems. The ASN.1 integrates software for validation of telecommunications and networking. 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 be of potential use for applications that may be deployed in conjunction with other wireless communications technologies as well. This Standard therefore specifies the definitive message structure and encoding 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. You may also be interested in: V2X Communications Message Set Dictionary™ the J2735 PDF V2X Communications Message Set Dictionary™ Set includes the J2735 ASN file and the J2735 PDF (ZIP format) - download purchase only. Dedicated Short Range Communications (DSRC) Performance Requirements for V2V Safety Awareness™ the J2945/2 PDF Dedicated Short Range Communications (DSRC) Performance Requirements for V2V Safety Awareness™ J2945/2 ASN file that includes the ASN file (ZIP format) - download purchase only. Dedicated Short Range Communications (DSRC) Performance Requirements for V2V Safety Awareness™ Set includes the J2945/2 ASN file and the J2945/2 PDF (ZIP format) - download purchase only. Requirements for Road Weather Applications™ the J2945/3 PDF Requirements for Road Weather Applications™ J2945/3 ASN file that includes the ASN file (ZIP format) - download purchase only. Requirements for Road Weather Applications™ Set includes the J2945/3 ASN file and the J2945/3 PDF (ZIP format) - download purchase only.

V2X Core Technical Committee

Vehicle Level Validation Test Procedures for V2V Safety Communications

J2945/1A_202007 (Current)7/8/2020

This document provides vehicle-level data collection, data analysis, and data verification procedures that may be used to verify that an instrument under test (IUT) satisfies the vehicle-level requirements specified in the SAE International (SAE) J2945/1 standard. For the purposes of this recommended practice, “vehicle-level requirements” primarily consist of those requirements which can be verified external to the vehicle. The IUT for these procedures is a configured dedicated short range communications (DSRC) vehicle-to-vehicle (V2V) device as defined in SAE J2945/1 and is installed on a light vehicle. While the IUT is conceptually separated from the vehicle it is installed on, the tests outlined in this document are primarily vehicle-level so the terms “vehicle” and “IUT” can generally be considered interchangeable. Additionally, non-vehicle-level complementary tests, not included in this document, are required to verify that the entire set of requirements specified in SAE J2945/1 is satisfied. This document also includes a traceability matrix to provide traceability between SAE J2945/1 sections and the test procedures. This can be used to ensure thoroughness of testing coverage. The SAE J2945/1 sections that are included in the scope of this revision in this document are indicated in Table 1. SAE J2945/1 major section numbers that are indicated as N/A do not contain any requirements (subsections may include requirements). Sections that are not in scope, such as standards profiles, are expected to be tested and verified as part of device-level certification, prior to vehicle-level testing, which is the primary focus of this document.

V2X Core Technical Committee

Aircraft Ground Deicing/Anti-Icing Training and Qualification Program

AS6286B (Historical)

6/11/2020

This document establishes the minimum training and qualification requirements for ground-based aircraft deicing/anti-icing methods and procedures. All guidelines referred to herein are applicable only in conjunction with the applicable documents. Due to aerodynamic and other concerns, the application of deicing/anti-icing fluids shall be carried out in compliance with engine and aircraft manufacturers’ recommendations. The scope of training should be adjusted according to local demands. There are a wide variety of winter seasons and differences of the involvement between deicing operators, and therefore the level and length of training should be adjusted accordingly. However, the minimum level of training shall be covered in all cases. As a rule of thumb, the amount of time spent in practical training should equal or exceed the amount of time spent in classroom training.

G-12T Training and Quality Programs Committee

Requirements for Road Weather Applications™ ASN File

J2945/3ASN_202004 (Historical)4/23/2020

This Abstract Syntax Notation (ASN.1) file precisely specifies the structure of the data used to support implementation of SAE International Standard J2945/3. As part of an international treaty, data defined in US ITS standards are expressed in "ASN.1 syntax". ASN.1 Syntax is used to define the data entities or "ASN specifications". Using the ASN.1 specification, a compiler tool can be used used to produce encodings as required by the encoding rules identified in the standard (SAE J2945/3 messages are encoded with UPER or JER encoding). Both this file and the SAE J2735 ASN.1 files are necessary to collectively implement the data exchanges described in the J2945/3. The combined library can be used by any application (along with the additional logic of that application) to exchange the data over interfaces conformant to J2945/3. SAE J2945/3 specifies interface requirements for weather data collection and distribution using V2X communications, including detailed systems engineering documentation (needs and requirements mapped to appropriate data exchanges). The weather data can be used for traffic management, vehicle safety and other roadway applications that are represented within the National ITS Architecture. You may also be interested in: Requirements for Road Weather Applications™ the J2945/3 PDF Requirements for Road Weather Applications™ Set includes the J2945/3 ASN file and the J2945/3 PDF (ZIP format) - download purchase only. Dedicated Short Range Communications (DSRC) Performance Requirements for V2V Safety Awareness™ the J2945/2 PDF Dedicated Short Range Communications (DSRC) Performance Requirements for V2V Safety Awareness™ J2945/2 ASN file that includes the ASN file (ZIP format) - download purchase only. Dedicated Short Range Communications (DSRC) Performance Requirements for V2V Safety Awareness™ Set includes the J2945/2 ASN file and the J2945/2 PDF (ZIP format) - download purchase only. V2X Communications Message Set Dictionary™ the J2735 PDF V2X Communications Message Set Dictionary™ J2735 ASN file includes the ASN file (ZIP format) - download purchase only V2X Communications Message Set Dictionary™ Set includes the J2735 ASN file and the J2735 PDF (ZIP format) - download purchase only.

Infrastructure Applications Technical Committee

Requirements for Road Weather Applications™ Set

J2945/3SET_202004 (Historical)4/23/2020

This Abstract Syntax Notation (ASN.1) file precisely specifies the structure of the data used to support implementation of SAE International Standard J2945/3. As part of an international treaty, data defined in US ITS standards are expressed in "ASN.1 syntax". ASN.1 Syntax is used to define the data entities or "ASN specifications". Using the ASN.1 specification, a compiler tool can be used used to produce encodings as required by the encoding rules identified in the standard (SAE J2945/3 messages are encoded with UPER or JER encoding). Both this file and the SAE J2735 ASN.1 files are necessary to collectively implement the data exchanges described in the J2945/3. The combined library can be used by any application (along with the additional logic of that application) to exchange the data over interfaces conformant to J2945/3. SAE J2945/3 specifies interface requirements for weather data collection and distribution using V2X communications, including detailed systems engineering documentation (needs and requirements mapped to appropriate data exchanges). The weather data can be used for traffic management, vehicle safety and other roadway applications that are represented within the National ITS Architecture. You may also be interested in: Requirements for Road Weather Applications™ the J2945/3 PDF Requirements for Road Weather Applications™ J2945/3 ASN file that includes the ASN file (ZIP format) - download purchase only. Dedicated Short Range Communications (DSRC) Performance Requirements for V2V Safety Awareness™ the J2945/2 PDF Dedicated Short Range Communications (DSRC) Performance Requirements for V2V Safety Awareness™ J2945/2 ASN file that includes the ASN file (ZIP format) - download purchase only. Dedicated Short Range Communications (DSRC) Performance Requirements for V2V Safety Awareness™ Set includes the J2945/2 ASN file and the J2945/2 PDF (ZIP format) - download purchase only. Dedicated Short Range Communications (DSRC) Message Set Dictionary™ the J2735 PDF Dedicated Short Range Communications (DSRC) Message Set Dictionary™ J2735 ASN file includes the ASN file (ZIP format) - download purchase only Dedicated Short Range Communications (DSRC) Message Set Dictionary™ Set includes the J2735 ASN file and the J2735 PDF (ZIP format) - download purchase only.

Infrastructure Applications Technical Committee

Modes of Automated Driving System Scenario Testing: Experience Report and Recommendations

2020-01-12044/14/2020

With the widespread development of automated driving systems (ADS), it is imperative that standardized testing methodologies be developed to assure safety and functionality. Scenario testing evaluates the behavior of an ADS-equipped subject vehicle (SV) in predefined driving scenarios. This paper compares four modes of performing such tests: closed-course testing with real actors, closed-course testing with surrogate actors, simulation testing, and closed-course testing with mixed reality. In a collaboration between the Waterloo Intelligent Systems Engineering (WISE) Lab and AAA, six automated driving scenario tests were executed on a closed course, in simulation, and in mixed reality. These tests involved the University of Waterloo’s automated vehicle, dubbed the “UW Moose”, as the SV, as well as pedestrians, other vehicles, and road debris. Drawing on both data and the experience gained from executing these test scenarios, the paper reports on the advantages and disadvantages of the four scenario testing modes, and compares them using eight criteria. It also identifies several possible implementations of mixed-reality scenario testing, including different strategies for data mixing. The paper closes with twelve recommendations for choosing among the four modes.

Antkiewicz, Michał, Kahn, Maximilian, Ala, Michael, Czarnecki, Krzysztof, Wells, Paul, Acharya, Atul, Beiker, Sven

Vehicle Trajectory Prediction Based on Motion Model and Maneuver Model Fusion with Interactive Multiple Models

2020-01-01124/14/2020

Xiao, Wei, Zhang, Lijun, Meng, Dejian

A Connected Controls and Optimization System for Vehicle Dynamics and Powertrain Operation on a Light-Duty Plug-In Multi-Mode Hybrid Electric Vehicle

2020-01-05914/14/2020

This paper presents an overview of the connected controls and optimization system for vehicle dynamics and powertrain operation on a light-duty plug-in multi-mode hybrid electric vehicle developed as part of the DOE ARPA-E NEXTCAR program by Michigan Technological University in partnership with General Motors Co. The objective is to enable a 20% reduction in overall energy consumption and a 6% increase in electric vehicle range of a plug-in hybrid electric vehicle through the utilization of connected and automated vehicle technologies. Technologies developed to achieve this goal were developed in two categories, the vehicle control level and the powertrain control level. Tools at the vehicle control level include Eco Routing, Speed Harmonization, Eco Approach and Departure and in-situ vehicle parameter characterization. Tools at the powertrain level include PHEV mode blending, predictive drive-unit state control, and non-linear model predictive control powertrain power split management. These tools were developed with the capability of being implemented in a real-time vehicle control system. As a result, many of the developed technologies have been demonstrated in real-time using a fleet of four instrumented Chevrolet Volts which are equipped with on-board sensors, rapid prototyping embedded controllers, and V2X communication devices. This paper provides an overview of each tool developed, its implementation, energy reduction in isolation, and the net energy reduction of various tool combinations. A breakdown of the energy savings and range extension possible for the connected vehicle control and optimization tool set is provided which shows energy reduction benefits approaching 20% and range extension upwards of 8%, dependent on the driving and traffic scenarios and initial vehicle state of charge.

Oncken, Joseph, Orlando, Joshua, Bhat, Pradeep K., Narodzonek, Brandon, Morgan, Christopher, Robinette, Darrell, Chen, Bo, Naber, Jeffrey

Decision Making and Trajectory Planning for Lane Change Control Inspired by Parallel Parking

2020-01-01344/14/2020

Lane-changing systems have been developed and applied to improve environmental adaptability of advanced driver assistant system (ADAS) and driver comfort. Lane-changing control consists of three steps: decision making, trajectory planning and trajectory tracking. Current methods are not perfect due to weaknesses such as high computation cost, low robustness to uncertainties, etc. In this paper, a novel lane changing control method is proposed, where lane-changing behavior is analogized to parallel parking behavior. In the perspective of host vehicle with lane-changing intention, the space between vehicles in the target adjacent lane can be regarded as dynamic parking space. A decision making and path planning algorithm of parallel parking is adapted to deal with lane change condition. The adopted algorithm based on rules checks lane-changing feasibility and generates desired path in the moving reference system at the same speed of vehicles in target lane. Compared to algorithm for static parking space, the uncertainty of the space between moving vehicles and host vehicle dynamics raises stricter requirements for algorithms. Works are conducted to deal with dynamically changing scenarios, such as design of safety zone and exit conditions to avoid collision. Simulation under PreScan-Simulink environment shows that the proposed method outperforms in lane change scenarios and achieves strong robustness to inter-vehicle dynamics.

Yu, Liangyao, Ru, Ze, Lu, Zhenghong, Liang, Guanqun, Xiong, Cenbo, Lanie, Abi, Wang, Ruyue

Platooning Vehicles Control for Balancing Coupling Maintenance and Trajectory Tracking - Feasibility Study Using Scale-Model Vehicles

2020-01-01284/14/2020

Recently, car-sharing services using ultra-compact mobilities have been attracting attention as a means of transportation for one or two passengers in urban areas. A platooning system consisting of a manned leader vehicle and unmanned follower vehicles can reduce vehicle distributors. We have proposed a platooning system which controls vehicle motion based on the relative position and posture measured by non-contact coupling devices installed between vehicles. The feasibility of the coupling devices was validated through a HILS experiment. There are two basic requirements for realizing our platooning system; (1) all devices must remain coupled and (2) follower vehicles must be able to track the leader vehicle trajectory. Thus, this paper proposes two vehicle control method for satisfying those requirements. They are the “device coupling and trajectory tracking merging method” and the “trajectory shifting method”. The device coupling and trajectory tracking merging method consisting of a coupling keeping controller and a trajectory tracking controller. The predominant controller is chosen according to the amount of the coupling device error and the trajectory tracking error. The trajectory shifting method shifts the tracking target trajectory to keep the device coupled. The shifting amount is decided by the estimated turning radius of the leader vehicle. Platooning experiments using two 1:16 scale-model vehicles has been performed on the experiment course containing a straight section and a circular section. Experiment results revealed that the device coupling and trajectory tracking merging method can maintain the coupling of the device while limiting the trajectory tracking error to a certain range. Though the trajectory shifting method can reduce the coupling device error, it fails on both device coupling keeping and trajectory error limiting, owing to the inadequacy in estimating the turning radius of the leader.

Fukui, Rui, Ye, Qiwei, Suzuki, Ayumi, Warisawa, Shin’ichi

Trajectory Planning and Tracking for Four-Wheel-Steering Autonomous Vehicle with V2V Communication

2020-01-01144/14/2020

Lane-changing is a typical traffic scene effecting on road traffic with high request for reliability, robustness and driving comfort to improve the road safety and transportation efficiency. The development of connected autonomous vehicles with V2V communication provide more advanced control strategies to research of lane-changing. Meanwhile, four-wheel steering is an effective way to improve flexibility of vehicle. The front and rear wheels rotate in opposite direction to reduce the turning radius to improve the servo agility operation at the low speed while those rotate in same direction to reduce the probability of the slip accident to improve the stability at the high speed. Hence, this paper established Four-Wheel-Steering(4WS) vehicle dynamic model and quasi real lane-changing scenes to analyze the motion constraints of the vehicles. Then, the polynomial function was used for the lane-changing trajectory planning and the extended rectangular vehicle model was established to get vehicle collision avoidance condition. Vehicle comfort requirements and lane-changing efficiency were used as the optimization variables of optimization function and the control of trajectory tracking can be obtained by using model predictive control (MPC) method. A lane-changing model based on steering characteristics and safety distance with the system of V2V communication and collaboration strategy was established. The lane-changing trajectory was simulated by MATLAB and the results showed that the lane-changing trajectory can safely realize the lane-changing behavior of 4WS autonomous vehicles.

Ma, Fangwu, Shen, Yucheng, Nie, Jiahong, Li, Xiyu, Yang, Yu, Wang, Jiawei, Wu, Guanpu

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

Challenges in Integrating Cybersecurity into Existing Development Processes

2020-01-01444/14/2020

For an established development process and a team accustomed to this process, adding cybersecurity features to the product initially means inconvenience and reduced productivity without perceivable benefits. Adapting development processes to take cybersecurity into account introduces challenges not present in engineering divisions so far. Strategies designed to deal with these challenges differ in the way in which added duties are assigned and cybersecurity topics are integrated into the already existing process steps. Cybersecurity requirements often clash with existing system requirements or established development methods, leading to low acceptance among developers, and introducing the need to have clear policies on how friction between cybersecurity and other fields is handled. A cybersecurity development approach is frequently perceived as introducing impediments, that bear the risk of cybersecurity measures receiving a lower priority to reduce inconvenience. Moreover, this leads to frustration among cybersecurity developers when their proposals are not accepted, and they feel their work is not appreciated. On the other hand, putting too much emphasis on cybersecurity leads to feature creep and makes the development unnecessarily complicated without producing appropriate results. It seems natural to orientate oneself by how safety topics are handled in the development process and adjust this to accommodate cybersecurity. It is, however, not clear in which way these added responsibilities should be assigned, as conflicts of interest occur when a single person must additionally take cybersecurity goals into account, which might be clashing with other project goals this person is responsible for. Ideally, cybersecurity aspects are considered and integrated into development processes not only to fulfill customer and legal requirements, but also to enable developers of functionalities not directly related to cybersecurity to produce better and more robust results as shortcuts are no longer easily possible.

Lenhart, Patric, Arndt, Paul, von Wedel, Jana, Beul, Christian, Weldert, Jan

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

Data-Driven Confidence Model for ADAS Object Detection

2020-01-06954/14/2020

The majority of road accident is due to human error. Advanced Driver Assistance System (ADAS) has the potential to reduce human error and improve driving safety. Customers have shown a growing acceptance for ADAS technology. With the rising demand for safety and comfortable driving experience, the global market for ADAS is expected to grow to $67 billion by 2025. A reliable ADAS system requires an accurate and robust object-detection system. There is often a trade-off in tuning the system. On one hand, miss-detection can cause accidents; on the other hand, false-detection can result in ghost-braking and harm the driving experience. The ADAS system can access various information from different sources. However, a unified confidence model, which combines different indicators, has not been much studied in the literature. In this paper, we propose a data-driven method, which utilizes the features from radar, camera and the tracking system to produce a high-level confidence model. In addition, different regions regarding the ego vehicle usually have different emphases for detection error based on the system design requirements. And therefore, we can tune towards the design requirements by change the threshold of the classifier based on the region of interest. The proposed method was validated with real-world driving data and shown a better performance based on the design requirement of the Adaptive Cruise Control (ACC) and Autonomous Emergency Braking (AEB) functions.

Yang, Hang, Zhang, Darui, Wang, Daihan, Zhou, Jianguang

Secure Vehicular Communication Using Blockchain Technology

2020-01-07224/14/2020

The cars we drive are rapidly transforming. Connected vehicles in the context of the Advanced Driver Assistance System or Autonomous Vehicles are about to change the way we drive cars. Connected Vehicles are futuristic vehicles that can interact with other vehicles for passing on information such as, mapping and localization, information about road traffic and driving behaviour. However, such vehicles, particularly the autonomous ones, are prone to a variety of attacks including cyber-attacks. These malicious attacks can intrude a vehicle that not only endangers the vehicles safety, but also the life of passengers and the nearby environment. Thus, identifying and eliminating these attacks for providing a secure communication environment is of great need. Also, all the existing methods for vehicular communication rely on a centralized server which itself invite massive cyber-security threats. These threats and challenges can be addressed by using the Blockchain (BC) technology, where each transaction is logged in a decentralized immutable BC ledger. In this work, we show how BC can facilitate communication between connected vehicles to send and receive information while assuring the security of all the vehicles participating in the BC network. First, we developed an application for the blockchain based less-complex Proof-of-Work consensus method that allows the vehicles to transfer information in a secured manner. Second, we demonstrate the working of the application using raspberry pi board that act as vehicles mounted with sensors and two computers that act as blockchain network. Finally, we discuss the advantages and disadvantages of blockchain based vehicular communication and the integration of the blockchain with VANET as well.

M, Vidya Krishnan, Koduri, Rajesh, Nandyala, Sivaprasad, Manalikandy, Mithun

Design of a Mild Hybrid Electric Vehicle with CAVs Capability for the MaaS Market

2020-01-14374/14/2020

There is significant potential for connected and autonomous vehicles to impact vehicle efficiency, fuel economy, and emissions, especially for hybrid-electric vehicles. These improvements could have large-scale impact on oil consumption and air-quality if deployed in large Mobility-as-a-Service or ride-sharing fleets. As part of the US Department of Energy's current Advanced Vehicle Technology Competition (AVCT), EcoCAR: The Mobility Challenge, Mississippi State University’s EcoCAR Team is redesigning and doing the development work necessary to convert a conventional gasoline spark-ignited 2019 Chevy Blazer into a hybrid-electric vehicle with SAE Level 2 autonomy. The target consumer segments for this effort are the Mobility-as-a-Service fleet owners, operators and riders. To accomplish this conversion, the MSU team is implementing a P4 mild hybridization strategy that is expected to result in a 30% increase in fuel economy over the stock Blazer. MATLAB models of the vehicle system shows the potential for additional improvement with the use of connected and autonomous features in the vehicle. This paper presents the design rationale for selection of the P4 strategy, vehicle modeling, and fuel economy simulation results completed during Year 1 of the competition. A detailed discussion of further improvements arising from incorporating connected and autonomous technology strategies, focusing on longitudinal control methods is also presented.

Taoudi, Amine, Haque, Moinul Shahidul, Strzelec, Andrea, Follett, Randolph

Real-time and Accurate Estimation of Road Slope for Intelligent Speed Planning System of Commercial Vehicle

2020-01-01154/14/2020

In the intelligent speed planning system, real-time estimation of road slope is the key to calculate slope resistance and realize the vehicles’ active safety control. However, if the road slope is measured by the sensor while the commercial vehicle is driving, the vibration of the vehicle body will affect its measurement accuracy. Therefore, the relevant algorithm is used to estimate the real-time slope of the road when the commercial vehicle is driving. At present, many domestic and foreign scholars have analyzed and tested the estimation of road slope by the least square method or Kalman filter algorithm. Although the two methods both can achieve the estimation, the real-time performance and accuracy still need to be improved. In this paper, for traditional fuel commercial vehicle, the Kalman filter algorithm based on the kinematics and the extended Kalman filter algorithm based on the longitudinal dynamics are respectively used to estimate the road slope. In the process of estimation based on kinematics, considering the influence of road slope rate to estimate, the recursive least squares method with forgetting factor is used to estimate the road slope rate.Finally, the estimation results obtained by kinematics and dynamics are combined. It is expected that the error based on the algorithm-estimated slope value and the true slope value will be within 6% after the commercial vehicle is driving. The proposed algorithm has high accuracy, good real-time performance and strong stability. Using the commercial vehicle as a motion node and estimating the slope of a certain road, the intelligent planning of other vehicles’ speed in that region can be realized through the cloud platform. Then the fuel economy of the commercial vehicle can be improved.

Zhou, Mi, Tan, Gangfeng, Sun, Meng, Tian, Zhongpeng, Zhou, Fangyu, Liu, ZhiQiang

Estimation of Fuel Economy on Real-World Routes for Next-Generation Connected and Automated Hybrid Powertrains

2020-01-0593

4/14/2020

The assessment of fuel economy of new vehicles is typically based on regulatory driving cycles, measured in an emissions lab. Although the regulations built around these standardized cycles have strongly contributed to improved fuel efficiency, they are unable to cover the envelope of operating and environmental conditions the vehicle will be subject to when driving in the “real-world”. This discrepancy becomes even more dramatic with the introduction of Connectivity and Automation, which allows for information on future route and traffic conditions to be available to the vehicle and powertrain control system. Furthermore, the huge variability of external conditions, such as vehicle load or driver behavior, can significantly affect the fuel economy on a given route. Such variability poses significant challenges when attempting to compare the performance and fuel economy of different powertrain technologies, vehicle dynamics and powertrain control methods. This paper describes a methodology to benchmark the fuel consumption reduction potential of a Level 1 Connected and Automated Vehicle (CAV) with advanced cylinder deactivation and 48V mild hybridization, in the presence of variability induced by route characteristics, traffic and driver behavior. An Intelligent Driving system utilizes advanced route information available from the navigation system and GPS, as well as a V2X communication module to determine the optimal vehicle velocity and battery state of charge profiles that aim at minimizing fuel consumption along a driver-selected route without sacrificing travel time. Since the presence of traffic and the behavior of different drivers strongly affects the fuel consumption and vehicle travel time, a Monte Carlo simulation is conducted to determine the statistical distribution of the results when introducing variability in the inputs. Fuel efficiency benefits are dependent on the route characteristics, traffic conditions and driver behavior. For the route evaluated in this paper, numerical results show as much as 15% to 19% reduction in fuel consumption, compared to a mild hybrid baseline vehicle without cylinder deactivation and CAV features.

Gupta, Shobhit, Rajakumar Deshpande, Shreshta, Tufano, Daniela, Canova, Marcello, Rizzoni, Giorgio, Aggoune, Karim, Olin, Pete, Kirwan, John

Engine-in-the-Loop Study of a Hierarchical Predictive Online Controller for Connected and Automated Heavy-Duty Vehicles

2020-01-05924/14/2020

This paper presents a cohesive set of engine-in-the-loop (EIL) studies examining the use of hierarchical model-predictive control for fuel consumption minimization in a class-8 heavy-duty truck intended to be equipped with Level-1 connectivity/automation. This work is motivated by the potential of connected/automated vehicle technologies to reduce fuel consumption in both urban/suburban and highway scenarios. The authors begin by presenting a hierarchical model-predictive control scheme that optimizes multiple chassis and powertrain functionalities for fuel consumption. These functionalities include: vehicle routing, arrival/departure at signalized intersections, speed trajectory optimization, platooning, predictive optimal gear shifting, and engine demand torque shaping. The primary optimization goal is to minimize fuel consumption, but the hierarchical controller explicitly accounts for other key objectives/constraints, including operator comfort and safe inter-vehicle spacing. This work is experimentally experimentally validated via a sequence of EIL studies intended for evaluating the computational costs and fuel savings associated with these algorithms. These EIL studies involve the closed-loop validation of the proposed control strategies, both individually and combined. These studies show that this hierarchy of algorithms is capable of running online, with the round-trip communication delay inherent in EIL simulation being one of the key factors affecting the EIL results. Moreover, the EIL studies are encouraging, both in terms of the successful hierarchical integration of the underlying algorithms and also in the resulting fuel savings seen in the EIL tests. In particular, the EIL results suggest that an aggressive overall goal of reducing vehicle fuel consumption by 15-20% or more is potentially achievable, especially in urban/suburban scenarios.

Xu, Chu, Groelke, Ben, Alvarez Tiburcio, Miguel, Earnhardt, Christian, Borek, John, Pelletier, Evan, Boyle, Stephen, Huynh, Brian, Wahba, Mohamed, Geyer, Stephen, Graham, Christopher, Magee, Mark, Palmeter, Kyle, Naghnaeian, Mohammad, Brennan, Sean, Stockar, Stephanie, Vermillion, Christopher, Fathy, Hosam

Requirements for Road Weather Applications

J2945/3_202003 (Historical)3/24/2020

Inclement weather can have a significant impact on surface transportation systems. It can result in hazardous conditions for travelers due to poor visibility, or wet or icy roadways. Weather applications have the potential to provide additional data to surface transportation infrastructure owners and operators, allowing them to better assess the impacts of the weather environment on or around the roadway and to better manage the surface transportation system. Such weather applications can: Collect road weather data from connected vehicles and mobile devices, increasing the number of data sources available. Provide road weather related traveler information to travelers via connected vehicles and devices, such as when and where a hazardous condition exists. Provide the ability to manage road weather response on specific roadways. This SAE Standard specifies interface requirements between vehicles and infrastructure for weather applications, including detailed systems engineering documentation (needs and requirements mapped to appropriate message exchanges). The purpose of this SAE Standard is to enable interoperability supporting these weather applications over a communications technology agnostic interface.

Infrastructure Applications Technical Committee

Unsettled Topics Concerning Automated Driving Systems and the Development Ecosystem SAAS Demo 10-17-23

EPR20200043/17/2020

With over 100 years of operation, the current automobile industry has settled into an equilibrium with the development of methodologies, regulations, and processes for improving safety. In addition, a nearly $2-trillion market operates in the automotive ecosystem with connections into fields ranging from insurance to advertising. Enabling this ecosystem is a well-honed, tiered supply chain and an established development environment. Autonomous vehicle (AV) technology is a leap forward for the existing automotive industry; now the automobile is expected to manage perception and decision-making tasks. The safety technologies associated with these tasks were presented in an earlier SAE EDGE™ Research Report, “Unsettled Technology Areas in Autonomous Vehicle Test and Validation.” In a later SAE EDGE™ Research Report, “Unsettled Topics Concerning Automated Driving Systems and the Transportation Ecosystem,” senior executives from the automotive ecosystem explored the impact of AV technology as they faced the prospect of this disruptive technology entering their marketplace. Interestingly, stable use-models and market penetration were all gated primarily by the demonstration of AV safety. Building on these previous verification and validation (V&V)-related reports, “Unsettled Topics Concerning Automated Driving Systems and the Development Ecosystem” explores the open issues in the shift of the development and supplier environment toward a new AV-enabled future. NOTE: SAE EDGE™ Research Reports are intended to identify and illuminate key issues in emerging, but still unsettled, technologies of interest to the mobility industry. The goal of SAE EDGE™ Research Reports is to stimulate discussion and work in the hope of promoting and speeding resolution of identified issues. SAE EDGE™ Research Reports are not intended to resolve the challenges they identify or close any topic to further scrutiny.

Razdan, Rahul

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

Model Predictive Automatic Lane Change Control for Intelligent Vehicles

2020-01-50252/24/2020

As a basic link of driving behavior in urban roads, vehicle lane changing has a significant impact on traffic flow characteristics and traffic safety, and the automation of lane change is also a key issue to be solved in the field of intelligent driving. In this paper, the research on the automatic lane change control for intelligent vehicles is carried out. The main work is to build the overall structure of the vehicle's automatic lane change behavior, of which the planning and tracking are focused. The strategy of Constant Time Headway (CTH) is used in the lane change decision. The lane change trajectory adopts the model of constant velocity offset plus sine function, and the longitudinal displacement is determined by the vehicle speed when changing lanes. Model Predictive Control (MPC) theory is used to track the trajectory, which optimizes tracking accuracy and vehicle stability and constrains the range and rate of change of vehicle speed and steering angle. By using weighted quadratic cost function, linearity matrix inequality constraints and upper and lower bound constraints, the multi-objective trajectory tracking problem is eventually transformed into a constrained online convex quadratic programming problem. The results of simulation and HIL test show that the scheme of automatic lane change can make the vehicle smoothly complete the lane changing behavior, and the errors can meet the error requirements of lane change. Compared with other controller, the method shows smaller lateral acceleration, stronger robustness and higher control precision during the test. Moreover, the computational time of the proposed MPC controller, implemented using the PXI, is 47.994ms during one sampling period, which can satisfy the real-time requirement.

Meng, Ren, Guangqiang, Wu, Xunjie, Chen, Xuyang, Liu

Service Specific Permissions and Security Guidelines for Connected Vehicle Applications

J2945/5_202002 (Current)2/5/2020

SAE is developing a number of standards, including the SAE J2945/x and SAE J3161/x series, that specify a set of applications using message sets from the SAE J2735 data dictionary. (“Application” is used here to mean “a collection of activities including interactions between different entities in the service of a collection of related goals and associated with a given IEEE Provider Service Identifier (PSID)”). Authenticity and integrity of the communications for these applications are ensured using digital signatures and IEEE 1609.2 digital certificates, which also indicate the permissions of the senders using Provider Service Identifiers (PSIDs) and Service Specific Permissions (SSPs). The PSID is a globally unique identifier associated with an application specification that unambiguously describes how to build interoperable instances of that application. If the application features multiple activities such that different activities have different security impacts, correspond to different roles, or require different capabilities, then the application specifier should define an SSP data structure such that the contents of the SSP in a given certificate indicate which activities the certificate holder is entitled to carry out. This document establishes a security systems engineering process that can be used by future application specifiers to (1) determine which fields and activities should be subject to SSP constraints, and (2) specify a syntax and semantics for the SSPs for that application. It also addresses the development of SSPs for scenarios not addressed in the original application specification; for example, arising from regional extensions, changes in application functionality, or future expansions of the base SAE J2735 standard.

V2X Security Technical Committee

The Navigator

20AVEP01_021/1/2020

After years of heavy lobbying from the cable and wireless industry, the U.S. Federal Communications Commission (FCC) is on the verge of reallocating most of the spectrum that had been set aside for intelligent transportation systems including vehicle-to-everything (V2X) communications. While various automakers have been vocal in their support of V2X, the industry as a whole has only itself to blame for this development. The FCC first allocated 75 MHz of spectrum in the 5.9-GHz band for ITS (intelligent transportation systems) use 20 years ago. But precious little has been done with that spectrum since then, as other uses of wireless technology have been gobbling up the airwaves. For years, many automakers, suppliers and regulators worked to develop standards for V2X communications and large-scale pilot programs continue to operate in a number of cities including Ann Arbor, Mich., and Tampa, Fla.

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

Unsettled Topics Concerning Automated Driving Systems and the Transportation Ecosystem

EPR2019005

11/5/2019

Over the last 100 years, the automobile has become integrated in a fundamental way into the broader economy. A broad and deep ecosystem has emerged, and critical components of this ecosystem include insurance, after-market services, automobile retail sales, automobile lending, energy suppliers (e.g., gas stations), medical services, advertising, lawyers, banking, public planners, and law enforcement. These components - which together represent almost $2 trillion of the U.S. economy - are in equilibrium based on the current capabilities of automotive technology. However, the advent of autonomous vehicles (AVs) and technologies like electrification have the potential to significantly disrupt the automotive ecosystem. The critical cog governing the rate and pace of this shift is the management of the test and verification of AVs. In this SAE EDGE™ report, six senior industry leaders in the impacted ecosystems essay articles which describe sectors of the current automotive ecosystem and the manner in which AV technology can potentially reshape them - providing a mosaic of the massive infrastructure shifts which will be required to absorb AV technologies. NOTE: SAE EDGE™ Research Reports are intended to identify and illuminate key issues in emerging, but still unsettled, technologies of interest to the mobility industry. The goal of SAE EDGE™ Research Reports is to stimulate discussion and work in the hope of promoting and speeding resolution of identified issues. SAE EDGE™ Research Reports are not intended to resolve the issues they identify or close any topic to further scrutiny. Click here to access the full SAE EDGETM Research Report portfolio.

Razdan, Rahul