The study of this research has a challenge of learning data gathering sensor programming and design of electronic sensor circuit. The cost of autonomous vehicle development is expensive compared to purchasing an economy vehicle such as the Hyundai Elantra. Keeping the development cost down is critical to maintaining a competitive edge on vehicle pricing with newer technologies. Autonomous vehicle sensor integration was designed and then tested for the driving vision data-gathering system that requires the system to gather driving vision data utilizing area scan sensors, Lidar, ultrasonic sensor, and camera on real road scenarios. The project utilized sensors such as cheap cost LIDAR, which is that drone is used for on the road testing; other sensors include myRIO (myRIO Hardware), LabVIEW (LabVIEW software), LIDAR-Lite v3 (Garmin, 2019), Ultrasonic sensor, and Wantai stepper motor (Polifka, 2020). This research helps to reduce the price of usage of autonomous vehicle driving systems in the city. Due to resolution and Lidar detecting distance, the test environment is limited to within city areas. Lidar is the most expensive equipment on autonomous vehicle driving data gathering systems. This study focuses on replacing expensive Lidar, ultrasonic sensor, and camera to drone scale low-cost Lidar to real size vehicle. With this study, economic expense autonomous vehicle driving data acquisition is possible. Lowering the price of autonomous vehicle driving data acquisition increases involving new companies on the autonomous vehicle market. Multiple testing with multiple cars is possible. Since multiple testing at the same time is possible, collecting time reduces.

The human factor accounts for nine out of ten out of all traffic accidents, and because more vehicles are being deployed on the roads, the number of accidents will increase. Because of this, various automated functions have been implemented in vehicles in order to minimize the human factor in driving. In recent year, this development has accelerated and vehicles able to perform the complete driving task without any human assistance have begun to emerge from different projects around the world. However, the autonomous vehicle still has many barriers to overcome before safe driving in traffic becomes a reality. One of these barriers is the difficulty to visually perceive the surrounding. This is partly because of the fact that something can cover the camera sensors, but it is also problematic to translate the perceived data, that the sensors are collecting, into something valuable for the passenger. The situation could be improved if wireless communications were available to the autonomous vehicle. Instead of trying to understand the surrounding by the use of camera sensors, the autonomous vehicle could obtain the necessary data via wireless communication, which was the subject of this study. The study showed that wireless communication will be significant for the autonomous vehicle in the future. The conclusion is based on the fact that wireless communication was a solution in other transport systems that have had the similar barrier as for the autonomous vehicle. There are also plans on managing the barrier via wireless communication in pilot projects related to autonomous vehicles. / Den mänskliga faktorn står för nio av tio utav alla trafikolyckor, och eftersom att allt fler fordon kommer ut på vägarna så leder det till att olycksantalet ökar. På grund av detta så har olika automatiserade funktioner applicerats i fordonet för att undvika den mänskliga faktorn i körningen. Denna utveckling har accelererat och fordon som ska kunna utföra hela det dynamiska framförandet utan mänsklig assistans har börjat utvecklas i olika projekt runt om i världen. Dock så har det autonoma fordonet många barriärer kvar att övervinna, för säkert framförande, varav en av dessa barriärer är fordonets förmåga att visuellt uppfatta omgivningen. Dels genom att något kan täcka kamerasensorerna men även att kunna omsätta det sensorerna uppfattar till något värdefullt för passageraren. Situationen skulle dock kunna förbättras om trådlös kommunikation gjordes tillgänglig för det autonoma fordonet. Istället för att försöka uppfatta omgivningen via kamerasensorer, skulle det autonoma fordonet kunna få den information som behövs via trådlös kommunikation, vilket är vad denna studie behandlade. Studien visade att trådlös kommunikation kommer att ha en betydelse för det autonoma fordonet i framtiden. Slutsatsen grundar sig på att trådlös kommunikation varit en lösning inom andra transportsystem som haft en liknande barriär som för det autonoma fordonet. Man planerar dessutom på att hantera det autonoma fordonets barriär via trådlös kommunikation i pilotprojekt i dagsläget

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Autonomous vehicles rely on perceiving the environment using on-board sensor. These sensors have inherent limitations in terms of their effective range and risk occlusion due to their placement in the environment. These constraints limit the operational design domain of autonomous vehicles due to reliability and safety concerns. This report aims to show how an off-board sensor can be used as a complement to a vehicles on-board sensors. The goal of this sensor complement is to achieve an extension of the vehicle’s operational design domain and to relax constraints on the on-board sensors. Off-board sensors are less constrained in terms of sensor placement and allow for a more optimized location to perceive the environment. An autonomous vehicle is implemented and limitations in terms of sensing range and reliability is analyzed. An off-board camera based positioning system is also implemented and tested together with the autonomous vehicle in order to explore how an extension of the sensing range can be achieved. The extension of the operational design domain is tested by implementing a lane merge scenario which utilize both on and off-board sensor information. The lane merge scenario is also tested using different types of radio communication, namely 4G hotspot, 5G and wifi. The results of the lane merge scenario indicate that it is possible to achieve a range extension using an off-board sensor and thereby allow for a possible extension of the operational design domain of the autonomous vehicle. Although a range extension is possible, sending off-board sensor data over wireless radio raises questions on how applicable the solution is considering safety requirements in the automotive industry. / Autonoma fordon förlitar sig på att kunna uppfatta omgivningen med hjälp av sensorer ombord på fordonet. Dessa sensorer har begränsningar vid vilka avstånd de är tillförlitliga samt riskerar att bli ockluderade på grund av hur sensorn är placerad på fordonet. Dessa begränsningar försvårar fordonets användningsområde till följd av tillförlitlighet och säkerhetsaspekter. Denna rapport försöker visa hur en extern sensor kan användas för att komplettera sensorer ombord ett fordon. Målet med detta komplement är att åstadkomma en utökning av fordonets användningsområde samt minimera begränsningarna av fordonets förmåga att uppfatta omgivningen. Externa sensorer kan placeras med större frihet vilket möjliggör en mer optimal placering för att maximera förmågan att iaktta trafiken. Ett autonomt fordon implementeras och dess begränsningar i form av sensorkänslighet och pålitlighet analyseras. Ett externt kamera-baserat positioneringssystem är också utvecklat och testat tillsammans med det autonoma fordonet för att undersöka hur en utökning av användningsområdet kan genomföras. Utökningen av fordonets användningsområde testas genom att genomföra ett scenario där det autonoma fordonet ska dela körfält med en annan trafikant. I detta scenario används både sensorer ombord på det autonoma fordonet samt externa sensorer. Sensorinformationen delas genom olika typer av radiokommunikation, såsom, 4G hotspot, 5G och wifi för att se om nätverksfördröjningen har påverkan på resultaten. Resultatet tyder på att det är möjligt att uppfylla en utökning av det autonoma fordonets användningsområde genom att använda en extern sensor som utökar perceptionen av omgivningen. En utökning av användningsområdet är möjlig men väcker frågor om huruvida trådlös kommunikation kan uppfylla de krav och säkerhetsregulationer som finns inom bilindustrin.

En réponse aux problèmes croissants liés aux transports routiers - accidents, pollutions,congestions - les véhicules à faibles émissions, équipés de systèmes de transports intelligents (ITS)sont progressivement développés. Si la finalité de cette démarche est le véhicule entièrementautonome, on peut néanmoins s'attendre à voir d'abord sur nos routes des véhicules automatisés surdes phases de conduite spécifiques. C'est le cas du convoi automatisé, qui permet à plusieursvéhicules de rouler en convois de manière automatique et donc d'augmenter la capacité des voies decirculation tout en réduisant la consommation de carburant. La fiabilité de cet ITS repose surplusieurs briques technologiques, et en particulier sur la mesure de distance et la transmission dedonnées véhicule-véhicule (V2V).De nombreux systèmes permettent de réaliser ces deux fonctions vitales comme, par exemple, lesradars ou lidars pour la mesure de distance et la technologie IEEE 802.11p pour la communicationvéhiculaire. Si ces différents dispositifs présentent de très bonnes performances, ils sont néanmoinsparticulièrement sensibles aux interférences, qui ne cessent de se multiplier à mesure que le nombrede véhicules équipés augmente et que le trafic est dense. Pour pallier les dégradations deperformances induites par de telles situations, des technologies complémentaires pourraient donc êtreutiles. Le récent développement des diodes électroluminescentes (LED) blanches, en particulier pourl'éclairage automobile, a permis l'émergence des communications optiques visibles sans fil (VLC).Les phares à LED sont alors utilisés pour transmettre des données entre véhicules et avec lesinfrastructures. Malgré la puissance limitée de ces éclairages, plusieurs études ont montré qu'unetransmission de qualité est possible sur quelques dizaines de mètres, faisant de la VLC uncomplément particulièrement intéressant à l'IEEE 802.11p, en particulier pour les convoisautomatisés. Par analogie, on peut alors se demander si les phares ne pourraient pas être aussi utiliséspour mesurer la distance V2V.Le but de cette thèse est donc de proposer et évaluer un système dédié aux situations de convoisautomatisés qui, à partir des phares avant et arrière des véhicules, transmet des données et mesuresimultanément la distance V2V. Dans un premier temps, une étude détaillée de l'état de l'art de laVLC pour la communication V2V est effectuée afin de déterminer l'architecture de base de notresystème. La fonction de mesure de distance est ensuite ajoutée, après une revue des différentestechniques usuelles. Une fois l'architecture générale du système établie, elle est dans un premiertemps validée par des simulations avec le logiciel Simulink. En particulier, les différents paramètressont étudiés afin de déterminer leur impact sur la résolution de mesure de distance et les performancesen transmission de données, puis afin de les optimiser. Si ces simulations fournissent des indicateursimportants pour la compréhension du système, elles ne peuvent cependant remplacer les tests d'unprototype réel. L'implémentation de ce prototype est alors détaillée ainsi que les tests réalisés dansdifférentes configurations. Ces différents tests démontrent l'intérêt des solutions proposées pour lamesure de distance et la communication V2V en convois automatisés. / In response to the growing issues induced by road traffic - accidents, pollution, congestion- low-carbon vehicles equipped with intelligent transportation systems (ITS) are being developed.Although the final goal is full autonomy, the vehicles of the near future will most probably be selfdrivingin certain phases only, as in platooning. Platooning allows several vehicles to moveautomatically in platoons and thus to increase road capacity while reducing fuel consumption. Thereliability of this ITS is based on several core technologies and in particular on vehicle-to-vehicle(V2V) distance measurement and data transmission.These two vital functions can be implemented with several kinds of systems as, for instance, radars orlidars for range-finding and IEEE 802.11p-based devices for vehicular communication. Althoughthese systems provide good performances, they are very sensitive to interferences, which may be agrowing issue as the number of vehicles equipped will increase, especially in dense traffic scenario.In order to mitigate the performance degradation occurring in such situations, complementarysolutions may be useful. The recent developments of white light-emitting diodes (LED), especiallyfor the automotive lighting, has allowed the emergence of visible light communication (VLC). WithVLC, the vehicle headlamps and taillights are used to transmit data to other vehicles orinfrastructures. Despite the limited optical power available, several studies have shown thatcommunication over tens of meters are possible with a low bit error rate (BER). VLC could thus bean interesting complement to IEEE 802.11p, especially in platooning applications. By analogy, onecould wonder if the automotive lighting can also be used for V2V range-finding.The goal of this thesis is thus to propose and evaluate a system dedicated to platooning configurationsthat can perform simultaneously the V2V distance measurement and data transmission functionsusing the headlamps and taillights of the vehicles. The first step of this study is thus a detailed stateof-the art on VLC for V2V communication that will lead to a first basic architecture of our system.Then, the range-finding function is added, after a careful review of the classical techniques. Once thegeneral architecture of the system is drawn, it is validated through simulations in the Simulinkenvironment. The different degrees of freedom in the system design are especially studied, in orderfirst to evaluate their impact on the measurement resolution and the communication performances,and then to be optimized. Although these simulations provide crucial keys to understand the system,they cannot replace real prototype testing. The implementation of the prototype is thus fullydescribed, along with the results of the different experiments carried out. It is finally demonstratedthat the proposed solution has a clear interest for V2V range-finding and communication inplatooning applications.

This bachelor degree project presents an extension of a base optimization model for a transit line which can be used to evaluate the efficiency of different configurations of a platoon with different scenarios of berths. Furthermore, different levels of autonomous vehicles are studied, three cases are presented. The first case implies that every vehicle has a driver, the second, semi-autonomous vehicles are used in the platoon which has a leading vehicle with driver. Then, the fully autonomous vehicles represent the last studied case. A new method to compute the service time in the stops which differentiate the time that passengers are boarding or alighting from delays or time lost in queues that may appear with an increasing demand is added to the base model. It is introduced also a two-step non-linear approach to the crowding factor that consider the sharp deterioration when the load factor of the bus is almost one. In this project the bus capacity has been considered as a variable to see if there is an optimum vehicle size that cover different values of demand. Numerical results are provided and the result show that vehicle platooning with equal number of vehicles than stop berths is always competitive in high-demands. Moreover, if semi-autonomous case is found the bus platooning gain effectiveness and is competitive with lower demand values. In the case of fully autonomous vehicles the gain of bus platooning is not as high as in the semiautonomous but has still an improvement and is competitive with medium demand values.

Intersections represents one of the most common accident sites in traffic today. The biggest cause of accidents is obstructed view and subpar communication between vehicles. Since autonomous vehicles rely on sensors that require a direct view intersections are some of the most complex situations. Where the potential for inter vehicular communication exists between modern vehicles, it is absent in the older generation. An overseeing intersection system can fill this function during the transition period to fully autonomous traffic. This project aimed to implement an intersection system to assist autonomous vehicles through a crossroad. The assist system’s objective was to collect and transmit data from cars close to the junction to the autonomous vehicles nearby. The concept was tested in simulations by having models traverse a crossroad to evaluate how it utilised the external information. No persistent conclusion could be made due to insufficient simulation environment and vehicle model control.

This thesis report presents a study on the virtualization of an Electric Cabin Scooter used to validate the feasibility of converting it into an autonomous vehicle. The project aimed to design, develop, and test a virtual model of the car that can navigate from points A to B while avoiding obstacles. The report describes the methodology used in the project, which includes setting up the workspace, construction of the virtual model, implementation of ROS2 controllers, and integration of SLAM and Navigation2. The thesis report also describes and discusses related work, as well as the theoretical background of the project. Results show a successfully developed working virtual vehicle model, which provides a solid starting point for future work. / Detta examensarbete presenterar en studie om virtualiseringen av en elektrisk kabinscooter. Den virtuella modellen används för att validera genomförbarheten av att omvandla den till ett autonomt fordon. Projektet syftade till att designa, utveckla och testa en virtuell modell av bilen som kan navigera från punkt A till B medan den undviker hinder. Rapporten beskriver metodiken som används i projektet, vilket inkluderar att sätta upp arbetsytan, konstruktion av den virtuella modellen, implementering av ROS2-kontroller och integration av SLAM och Navigation2. Rapporten diskuterar även relaterat arbete, samt teoretisk bakgrund till arbetet. Resultaten visar en framgångsrikt utvecklad fungerande virtuell fordonsmodell, som ger en solid utgångspunkt för framtida arbete.

コウモリは1送信2受信器のミニマルな超音波センシングデザインからは想像できない，高度な3次元飛行を実現させている．本論文では，①繰り返し同じ障害物環境下を飛行するコウモリの未知と既知の空間に対する音響センシング行動の違いを比較した．さらに，②未知環境飛行時に見られる特徴的な空間スキャニングの行動パターンをモデル化し，自律走行車を用いてコウモリの行動の有用性を実環境センシングのふるまいから定量的に評価した． / Bats possess a highly developed biosonar system that can be regarded as the minimum sensor requirement for three-dimensional spatial sensing. The present study 1) experimentally investigated changes in the pulse direction, pulse emission timing and flight path of CF-FM bats during an obstacle avoidance flight as the bats became familiar with the space around them and 2) expressed behavioral principles observed in the bats during flight, especially in an unfamiliar space, using an algorithm and then embedded the principles into an autonomous vehicle equipped with simple ultrasound sensors. The findings of this world-leading biomimetic research offer new possibilities for artificial-intelligence navigation systems. / 博士(工学) / Doctor of Philosophy in Engineering / 同志社大学 / Doshisha University

International crash statistics indicate a decrease of bicycle crashes, but at a slower pace compared to total crash numbers. The share of crashes with involved cyclists is above the modal share (see [1] for an overview). Depending on sources, types of analyses, and geographic regions, crash statistics suggest high rates of singlebike crashes and crashes between cyclists and other vulnerable road users (VRUs) [2], while cars are opponents in more than half of all fatal crashes in the European Union [3]. The design of th.e road environment is of particular relevance for crash risks. A study from London found three times higher injury odds for cyclists at intersections [4]. Connected and automated vehicles (CAV) are frequently said to increase the safety level in road traffic since they are less prone to human errors [5]. This might hold true in transport systems with little complexity, such as highways [6]. However, when it comes to complex situations in multimodal systems with multiple interactions between different road users, such as intersections in urban environments, existing solutions are not sufficient yet in terms of protecting VRUs. ... In order to contribute to the safety of VRUs in the interplay with CAVs in current systems, we propose a geospatial model, which delineates potential interaction risk zones from high definition (HD) maps and enriching these zones with additional information. These enriched risk zones are then provided as standardized OGC web service, which can be integrated in V2X systems. With this, we contribute to the visibility, and thus the safety of VRUs in connected transport systems. From a methodological point of view, the proposed model is a first step in integrating spatial context and semantic information explicitly into V2X communication. [From: Introduction]