This work was motivated by the idea of developing a more encompassing collision avoidance system that supported vehicle to vehicle (V2V) and vehicle to infrastructure (V2I) communications. Current systems are mostly based on line of sight sensors that are used to prevent a collision, but these systems would prevent even more accidents if they could detect possible collisions before both vehicles were in line of sight. For this research we concentrated mostly on the aspect of improving the prediction of a vehicle's future trajectory, particularly on non-straight paths. Having an accurate prediction of where the vehicle is heading is crucial for the system to reliably determine possible path intersections of more than one vehicle at the same time. We first evaluated the benefits of merging Global Positioning System (GPS) data with the Geographical Information System (GIS) data to correct improbable predicted positions. We then created a new algorithm called the Dead Reckoning with Dynamic Errors (DRWDE) sensor fusion, which can predict future positions at the rate of its fastest sensor, while improving the handling of accumulated error while some of the sensors are offline for a given period of time. The last part of out research consisted in the evaluation of the use of smartphones' built-in sensors to predict a vehicle's trajectory, as a possible intermediate solution for a vehicle to vehicle (V2V) and vehicle to infrastructure (V2I) communications, until all vehicles have all the necessary sensors and communication infrastructure to fully populate this new system. For the first part of our research, the actual experimental results validated our proposed system, which reduced the position prediction errors during curves to around half of what it would be without the use of GIS data for prediction corrections. The next improvement we worked on was the ability to handle change in noise, depending on unavailable sensor measurements, permitting a flexibility to use any type of sensor and still have the system run at the fastest frequency available. Compared to a more common KF implementation that run at the rate of its slowest sensor (1Hz in our setup), our experimental results showed that our DRWDE (running at 10Hz) yielded more accurate predictions (25-50% improvement) during abrupt changes in the heading of the vehicle. The last part of our research showed that, comparing to results obtained with the vehicle-mounted sensors, some smartphones yield similar prediction errors and can be used to predict a future position.

Cette thèse s'inscrit dans une démarche Européenne de recherche sous l'égide du projet European Bus System of the Futur (EBSF). Ce projet vise à définir le bus de demain et de préparer son architecture embarquée, aux systèmes de transport intelligents (STI) critiques ou de divertissement, de plus en plus présents dans les véhicules. Les systèmes autrefois hétérogènes et autonomes, devrons à l'avenir communiquer sur une architecture orientée service (SOA) unique. L'objectif est d'optimiser le fonctionnement de l'architecture dans son ensemble grâce à des protocoles de communication ouverts et standards. C'est à partir de cette base, à laquelle nous avons activement apportée notre contribution, que notre thèse s'appuie. Le dimensionnement et la validation de ces architectures sont restés des éléments sans réponse à la suite du projet EBSF. Cette thèse présente premièrement une méthode dimensionnement des architectures STI basée sur les méthodes de décision multi-critères. Nous nous basons sur une étude poussée des besoins opérationnels collectés tout au long de la thèse. Dans un deuxième temps, nous adaptons le modèle de Criticité Mixte, définit dans le domaine du temps réel, aux flux de communication entre le véhicule et l'infrastructure. Enfin nous présentons les travaux réalisés dans le cadre de la standardisation européenne afin de promouvoir ce type d'architecture et les travaux de cette thèse / Intelligent Transportation systems (ITS) are massively used in the Public Transport sector since the Two decades. This profusion of systems on-board and off-board vehicles generates inter-operability issues. The growth of urban zones and the increase of public transport attractiveness, brought multi-modal constraints that are today limited due to a lack of architecture vision embracing all ITS. This thesis proposes to unify the architecture vision of on-board ITS. We based our technical architecture on the Service Oriented Architecture (SOA) proposed in the European Bus System of the Future (EBSF) project, in which this thesis actively contributed. We study first the global requirements of different transportation modes operated in Europe. Those requirements are a basis to the definition of technical constraints of a global architecture. Those constraints are ranked in terms of importance using a proposed method based on Multi-Criteria Decision Making (MCDM) techniques. The method that we propose permits to size the technical architecture. We then study the flow management of data, considering the context of operation of vehicles and the criticality of ITS applications. We propose to adapt the Real-time Mixed-Criticality model to communication systems on-board the vehicles. We apply this method on a communication gateway of a bus, through its journey. Finally we present the work done at the standardization level (CEN) in order promote the global architecture vision presented in the thesis

Målet med examensarbetet har varit att samla information åt ett tekniskt konsultföretag för att öka deras kunskap om autonoma system och fordonskommunikation. Statusen på arbetet kring dessa aktiva säkerhetssystem hos olika aktörer och hur systemen implementeras i dagens och framtidens fordon har undersökts genom omfattande litteraturstudier, intervjuer och marknadsanalyser. De autonoma systemen kan samla information från omgivningen genom sensorer och bidra till ett jämnare trafikflöde, ökad säkerhet, lättare bilar och bättre miljö. Genom fordonskommunikationen kan fordon kommunicera med varandra samt infrastrukturen och garantera en säker bilfärd. År 2030 utgörs innerstaden av autonom, elektrifierad kollektivtrafik för att transportera människor på begäran, samtidigt som personbilar till viss del förbjuds. Potentiella behov för människan i en fullt autonom bil har identifierats och diverse produktutvecklingsmetoder har tillämpats för att utforma två konceptuella lösningar för en framtida bilinteriör. Lösningarna visar interaktionen mellan människa och system eftersom underhållning och bekvämlighet blir viktigt i en fullt autonom bil. Respektive lösning är statsägd och rymmer fyra passagerare. I lösningarna är sittplatserna placerade på ett sätt som underlättar kommunikation mellan passagerarna. Passagerarna kan underhållas eller informeras individuellt eller gemensamt via text, ljud och bild. / The goal with this thesis project has been to collect information for a technical consulting company in order to increase their knowledge about autonomous systems and vehicular communication. The status of how various operators work with active safety systems and how the systems are implemented in current and future vehicles has been investigated through extensive literature studies, interviews and market research. The autonomous systems can collect information from the surrounding through sensors and contribute to better traffic efficiency, increased safety, lighter cars and a better environment. Through vehicle communication, the vehicle can communicate with each other in order to guarantee a safe ride. In 2030 the inner city constitutes of autonomous, electrified public transport to transport people on demand, meanwhile private cars are prohibited. Potential needs for the human in a fully, autonomous car has been identified and various product development methods has been applied in order to develop two conceptual solutions for a future car interior. The solutions show the interaction between human and system since entertainment and comfort becomes important in a fully, autonomous car. Each solution is state-owned and holds four passengers. In the solutions, the seats are placed in regard to facilitate communication between the passengers. The passengers can be entertained or informed individually or collectively by text, sound and images.

The thesis deals with the study of communication models for cooperative intelligent transport systems and the development of the application used for testing. The ETSI ITS-G5 and IEEE 1609.x DSRC/WAVE comunication stacks were compared to standartizes layered ISO/OSI reference model. The basic principes of comunication in inteligent transport systems are described for each model. Besides that the common messages structures for defining alert messages, the intersection geometry and trafic lights signals are described in further detail. Based on these structures and other requirements, an application is created that allows easy definition of alert messages, intersection geometry and its traffic light states.

Connected Autonomous Vehicles require intelligent autonomous intersection management for safe and efficient operation. Given the uncertainty in vehicle trajectory, intersection management techniques must consider a safety buffer among the vehicles, which must also account for the network and computational delay, queue and determine the best solution to avoid traffic congestions (smart intersection management), in this paper we model traffic by using Poisson distribution method then add a birth-death processes for each state and combine both two in one queuing system (The Markovian chain) to model the traffic.Also, this paper will compare some autonomous vehicles communication techniques in intersections to draw the best scenario for autonomous vehicle network communication in order to reduce the traffic congestion in an intersection.The Connected Autonomous Vehicles and a normal autonomous vehicle, as well from the third line of the intersection a mix between the both will be provided into the intersection.The last section is about applying the results from the first and second research question into a simulator and compare the simulation results to approve the advantage of using the next generation of transportation technology (The connected autonomous vehicles) over the normal conventional vehicles.

No description available.

Vehicle-related communications are a key application to be enabled by Fifth Generation (5G) wireless systems. The communications enabled by the future Internet of Vehicles (IoV) that are connected to every wireless device are referred to as Vehicle-to-Everything (V2X) communications. A major application of V2X communication systems will be to provide emergency warnings. This thesis evaluates Long-Term Evolution (LTE) and Dedicated Short Range Communications (DSRC) in terms of service quality and latency, and provides guidelines for design of cooperative LTE-DSRC systems for V2X communications. An extensive simulation analysis shows that (1) the number of users in need of warning has an effect on latency, and more so for LTE than for DSRC, (2) the DSRC priority parameter has an impact on the latency, and (3) wider system bandwidths and smaller cell sizes reduce latency for LTE. The end-to-end latency of LTE can be as high as 1.3 s, whereas the DSRC latency is below 15 ms for up to 250 users. Also, improving performance of systems is as much as important as studying about latency. One method to improving performance is using a better suitable antenna for physical communication. The mobility of vehicles results in a highly variable propagation channel that complicates communication. Use of a smart, steerable antenna can be one solution. The most commonly used antennas for vehicular communication are omnidirectional. Such antennas have consistent performance over all angles in the horizontal plane; however, rapidly steerable directional antennas should perform better in a dynamic propagation environment. A linear array antenna can perform dynamical appropriate azimuth pattern by having different weights of each element. The later section includes (1) identifying beam pattern parameters based on locations of a vehicular transmitter and fixed receivers and (2) an approach to find weights of each element of linear array antenna. Through the simulations with our approach and realistic scenarios, the desired array pattern can be achieved and array element weights can be calculated for the desired beam pattern. Based on the simulation results, DSRC is preferred to use in the scenario which contains large number of users with setup of higher priority, and LTE is preferred to use with wider bandwidth and smaller cell size. Also, the approach to find the controllable array antenna can be developed to the actual implementation of hardware with USRP. / Master of Science

En esta Tesis Doctoral se realiza una caracterización experimental de las pérdidas de propagación del canal radio vehicular basada en una extensa campaña de medidas realizada en diferentes escenarios de propagación, todos ellos potenciales entornos de comunicaciones vehiculares. Se han realizado medidas en escenarios urbanos, suburbanos, rurales y de autovía, con condiciones reales de tráfico rodado, diferentes densidades de vehículos y condiciones de propagación. La sonda de canal empleada en las medidas ha sido diseñada e implementada con el propósito de realizar una caracterización en banda estrecha permitiendo analizar el efecto de las pérdidas de propagación y desvanecimiento multicamino. Las medidas se han realizado en la banda DSRC (Dedicated Short-Range Communications) a 5,9 GHz, adoptada en EEUU y Europa para comunicaciones vehiculares, y en la banda de 700 MHz propuesta por Japón para este tipo de comunicaciones. En este sentido, los resultados mostrados en esta Tesis Doctoral a 700 MHz son los primeros realizados en esta banda de frecuencia. Se han propuesto diferentes métodos de análisis de las medidas realizadas, permitiendo un extenso estudio de los parámetros que caracterizan las pérdidas de propagación. Se ha analizado el canal radio vehículo a vehículo (V2V, Vehicular-to-Vehicular) y el canal vehículo a infraestructura (V2I, Vehicular-to-Infrastructure), estableciendo un modelo lineal entre las pérdidas de propagación y el logaritmo de la distancia entre el transmisor y receptor. Se trata de un modelo sencillo, pero bastante exacto, que permite una fácil implementación en simuladores de redes vehiculares. A diferencia de otros trabajos previos, que solamente analizan valores medios de los parámetros del modelo de pérdidas, en esta tesis se presentan resultados que permiten conocer el rango de variación de dichos parámetros En la investigación realizada se ha analizado el impacto que las condiciones de propagación, en lo que respecta a línea de visión directa y obstrucción de la misma, tienen sobre el comportamiento de la atenuación introducida por el canal radio. Los resultados derivados de esta Tesis Doctoral pueden ser utilizados el diseño y evaluación de protocolos de comunicación bajo condiciones de propagación próximas a la realidad, así como en el diseño y planificación de las futuras redes vehiculares. / Fernández González, HA. (2014). Caracterización experimental de las pérdidas de propagación en comunicaciones vehiculares a 700 MHz y 5,9 GHz [Tesis doctoral]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/40370

This thesis report presents a method to analyze the communication architecture for the Intelligent Transportation Systems (ITS). The report also includes a case study on ASN.1 notation and analysis of its encoding rules. Included in the report is also: (i) accompanying instruction on how to use ASN.1 compilers to produce the C/C++ message encoder/decoder, and (ii) analysis of Non-IP communications of Communication Access for Land Mobiles (CALM-FAST) protocol stack in ITS. The thesis is a part of the research project entitled “SCOOP”, a joint project between SCANIA CV AB and KTH. The purpose of this thesis is to contribute to the ultimate goal, which is to equip a vehicle with necessary hardware and software technology to provide a platooning behavior in the GCDC 2011 competition. This goal is achieved by the means of wireless communication system for both vehicle to vehicle and vehicle to road side units communications in the platoon. Overall, this thesis introduces the important usage of ASN.1 in implementation of cut-edge telecommunication systems especially in V2V and V2I communication; and clarifies the CALM-FAST protocol stack in mobile nodes. / Kartlägga CALM-FAST protokollet och hur det användes tillsammans med den i tävlingen GCDC 2011 fastslanga kommunikationsprotokollet. GCDC var ett tävling i kooperativ körning arrangerad och initierad av Hollänska TNO och gick ut på att få fordon att agera tillsammans beserat på information sänt via WLAN 802.11p. ASN.1 användes och ingick i analysen.

Vehicular ad-hoc networks (VANETs) are used for vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) communications. The IEEE 802.11p/WAVE (Wireless Access in Vehicular Environment) and with WAVE Short Messaging Protocol (WSMP) has been proposed as the standard protocol for designing applications for VANETs. This communication protocol must be thoroughly tested before reliable and efficient applications can be built using its protocols. In this paper, we perform on-road experiments in a variety of scenarios to evaluate the performance of the standard. We use commercial VANET devices with 802.11p/WAVE compliant chipsets for both BSM (basic safety messages) as well as video streaming applications using WSMP as a communication protocol. We show that while the standard performs well for BSM application in lightly loaded conditions, the performance becomes inferior when traffic and other performance metric increases. Furthermore, we also show that the standard is not suitable for video streaming due to the bursty nature of traffic and the bandwidth throttling, which is a major shortcoming for V2X applications.