The Secure, Autonomic, FAult-Resiliant and Intelligent Taxi Hailing System (SAFARI-Taxi), currently undergoing prototyping, will broker rides between taxi drivers and spontaneous taxi users, or hailers. SAFARI-Taxi will leverage anticipated growth in connected vehicle infrastructure (V2X) as enabled by dedicated short range communications (DSRC) technology to replace line-of-sight street hailing with automated dispatch, via public kiosks and smart phone apps Hailing will be managed with a novel protocol, based on Hailing Request, Service Offer, Hailer Response, and Ride Cancellation messages. Threats to its operation will be mitigated using distributed dispatch; provisions for assuring correctness, timeliness, and appropriate content; and account lockouts, "hailing deposits", and ticketing. Preliminary results indicate that the system will reduce the time to match hailers with taxis. The project's goals align with the U.S. Dept. of Transportation's vision for dynamic mobility applications, including Integrated Dynamic Transit Operation, which specifically targets integration of taxis with public transportation through a citywide connected infrastructure.

Vehicle-to-Anything (V2X) est un terme générique qui explique l'utilisation de batteries de véhicules électriques pour obtenir une valeur supplémentaire lors de périodes de non-utilisation. Les services V2X génèrent des revenus de la batterie grâce à la charge dynamique monodirectionnelle (V1X) ou bidirectionnelle (V2X) afin de fournir des avantages au réseau électrique, de réduire la consommation énergétique des bâtiments et des maisons ou de fournir une alimentation de secours aux charges. Une méta-analyse du potentiel économique donne des résultats contradictoires avec la littérature et indique que la gestion de la consommation électrique, l'adéquation des ressources et le report de l’investissement dans le réseau ont plus de valeur que d’arbitrage sur les marchés d’énergie et réserve secondaire. Bien que je convienne que le développement soit pour et par le marché, je souligne que V2X se développera dans les limites du contexte réglementaire; les régulateurs ont donc un rôle de catalyseur à jouer.Une question importante est de savoir dans quelle mesure une utilisation supplémentaire de la batterie du véhicule affectera la capacité de la batterie au cours de sa durée de vie. Il est donc essentiel de comprendre les subtilités de la dégradation de la batterie pour estimer les coûts. Les batteries Li-ion sont des systèmes électrochimiques compliqués qui présentent deux phénomènes de dégradation simultanés, le vieillissement calendaire et le vieillissement cyclique. Dans les applications véhiculaires, le vieillissement du calendrier a tendance à être l’effet dominant de dégradation de la durée de vie, ce qui réduit le temps, élément le plus important de la dégradation; par conséquent, le coût de la dégradation dépend fondamentalement du temps.Une affirmation centrale de cette thèse est que le coût marginal de V2X n’est ni nul ni négligeable comme l’a accepté la littérature économique, mais dépend fortement de la dégradation de la batterie. Nous proposons ici une théorie des coûts marginaux V2X qui repose sur deux principes: 1.) il existe un coût d’efficacité associé au chargement de la batterie, et 2.) le véritable coût de dégradation de V2X prend en compte le coût d’opportunité, c’est-à-dire, la dégradation au-delà de ce qu’aurait été l’utilisation normale du véhicule.Avoir un concept clair du coût marginal de V2X, permet de comptabiliser et d’équilibrer correctement tous les coûts réels: coût de l’électricité, coûts d’efficacité du système et dégradation de la batterie. Cela permettra d’élaborer des stratégies de charge optimales et d’informer correctement les offres du marché de l’énergie. Il en résulte une compréhension plus nuancée des coûts marginaux. L’impact de la batterie V2X sur la vie de la batterie pourrait être considéré comme un coût, un bénéfice ou nul. Je conclus que le V2X peut offrir une valeur économique supérieure à celle précédemment entendue et que cette valeur supplémentaire sera réalisée grâce à l'amélioration simultanée de l'efficacité de la charge et de la réduction de la dégradation de la batterie EV. / Vehicle-to-Anything (V2X) is an umbrella term to explain the use of electric vehicle batteries to derive additional value during times of non-use. V2X services generate revenue from the battery asset through dynamic mono-directional (V1X) or bi-directional (V2X) charging to provide benefits to the electric grid, to reduce energy consumption of buildings and homes, or to provide back-up power to loads. A meta-analysis of economic potential gives results contradictory to the literature and indicates that Bill Management, Resource Adequacy, and Network Deferral are more valuable than Energy Arbitrage and Spinning Reserves. While I concur that development is of and by the market, I emphasize that V2X will develop within the constraints of the regulatory environment; therefore regulators have an enabling role to play.An important question is to what extent additional use of the vehicle battery will affect battery capacity over its lifetime, therefore understanding the intricacies of battery degradation is crucial to estimate costs. Li-ion batteries are complicated electrochemical systems which exhibit two concurrent degradation phenomena, Calendar Aging and Cycling Aging. In vehicular applications, Calendar Aging tends to be the dominating life degradation effect, which reduces to time being the most important component of degradation; therefore degradation cost is fundamentally time-dependent.A central claim of this dissertation is that gls{v2x} Marginal Cost is not zero nor negligible as the economic literature has accepted but is highly dependent on battery degradation. Herein, a gls{v2x} Marginal Cost Theory is proposed which is based on two main principles: 1.) there is an efficiency cost associated with charge operation, and 2.) the true gls{v2x} degradation cost takes opportunity cost into account, that is, only considers degradation beyond what would have been experienced by operating the vehicle normally.Having a clear concept of gls{v2x} Marginal Cost which can properly account for and balance all true costs: the cost of electricity, the system-efficiency costs, and battery degradation, will allow for development of optimal charge strategies and will properly inform energy market bids. This results in a more nuanced understanding of marginal costs as the resultant battery lifetime impact from gls{v2x} can be either be considered a cost, a benefit, or zero. I conclude that gls{v2x} may offer greater economic value than previously understood and that this additional value will be realized through the simultaneous improvement in charge efficiency and reduction of gls{ev} battery degradation.

No description available.

Public transport prioritization is used at signalized intersections to reduce travel times and increase the attractiveness of public transport. In the future, analog communication technologies for public transport prioritization are soon to be replaced by the promising vehicle-to-everything (V2X) technology. This abstract presents a holistic approach using V2X communication in public transport prioritization for an automated vehicle. In order to take full advantage of the V2X technology, this means to V2X-enable the traffic infrastructure and change the way of communication as well as the traffic light control. The approach was implemented and tested under real-life conditions at the research intersection Tostmannplatz in Braunschweig.

A novel system was developed that provides drivers lane merge advisories, using vehicle trajectories obtained through Dedicated Short Range Communication (DSRC). It was successfully tested on a freeway using three vehicles, then targeted for further testing, via simulation. The failure of contemporary simulators to effectively model large, complex urban transportation networks then motivated further research into distributed and parallel traffic simulation. An architecture for a closed-loop, parallel simulator was devised, using a new algorithm that accounts for boundary nodes, traffic signals, intersections, road lengths, traffic density, and counts of lanes; it partitions a sample, Tennessee road network more efficiently than tools like METIS, which increase interprocess communications (IPC) overhead by partitioning more transportation corridors. The simulator uses logarithmic accumulation to synchronize parallel simulations, further reducing IPC. Analyses suggest this eliminates up to one-third of IPC overhead incurred by a linear accumulation model.

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.

No description available.

With the growing number of vehicles on the road, improving traffic safety and efficiency has become a major challenge. One of the promising solutions is the implementation of Intelligent Transportation Systems (ITS), which utilizes communication technologies to facilitate real-time information sharing between vehicles and infrastructure. This research aims to contribute to the field of Intelligent Transportation Systems (ITS) improving traffic safety and efficiency achieving the Vision Zero goal. In this thesis, we focus on the performance analysis of two communication protocols used for two signal dissemination techniques for IVI (infrastructure-vehicle-information communication). Periodic, which sends signals at fixed intervals, and On-demand which sends signals upon request from road users. The results of our experiments showed that there are trade-offs between the periodic and on-demand approaches in V2I communications. The on-demand approach performs better in terms of PER (Packet error ratio), but it results in higher latency, even with low congestion. On the other hand, the periodic approach exhibits higher PDR (Packet delivery ratio) but suffers from inefficiencies due to the transmission of redundant messages resulting in higher PER. Our findings have implications for the scalability of V2I communications and can be translatable to other access technologies used in ITS.

Dedicated short-range communication (DSRC) systems, a form of vehicle-to-everything (V2X) systems, were placed on Utah Department of Transportation (UDOT) snowplows to request signal preemption. The study took place along five state routes in the Salt Lake City metropolitan area. Snowplows and intersections were equipped with the technology to communicate and process requests for signal preemption. Signal performance and vehicle performance analysis were performed to understand the impacts that snowplows requesting signal preemption had. Signal performance analysis was done to determine how snowplows with V2X systems using DSRC affected signals. Vehicle performance analysis was done to see if plowing and traffic efficiency and performance were improved, as well as evaluating safety implications of signal preemption. To perform the signal performance analysis, V2X data were collected to understand how often signal preemption was requested by snowplows, how often it was granted by signal controllers, and how long preemption requests affected signal controller timing. Snowplows requested preemption over 50 percent of the time they approached a signalized intersection. Of messages that requested signal preemption, over 80 percent were granted. On average, signal controllers are affected by preemption processing for less than 5 minutes. This shows that the system works as designed, is used often, and does not have adverse effects on signal controller. Data for vehicle performance analysis included analysis of snowplow speed data, general travel speed data, and crash data. These were collected to analyze the effects of snowplows requesting signal preemption on vehicle performance. The analysis showed that snowplow speeds are not changed due to the signal preemption system, but the number of times snowplows stopped was reduced. General travel speeds on equipped routes were more consistently closer to the speed limits than not equipped routes. Crash data showed a greater negative decrease on equipped routes than on not equipped routes. These findings showed minimal changes or impacts to vehicle performance, but anecdotal evidence from snowplow drivers indicates benefits from the system overall. There were various limitations in the analysis. Data granularity differed among datasets, making comparison between the different datasets difficult without reducing data integrity. Some datasets did not have much data, making statistical significance unclear. With these data limitations, conclusions were drawn, but do not fully describe all the potential benefits and impacts of snowplows with V2X systems that use DSRC to request signal preemption. Additional research is needed to better understand the impacts that snowplows requesting signal preemption has on different maintenance metrics, such as fuel usage and time spent plowing. It is also recommended that data used is explored for ways to improve the granularity.

No description available.