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.

The purpose of this thesis is to show up possibilities of inter-vehicle communication and to introduce new approaches in communication for the purpose of enhancing the security and the fluency of vehicle transportation. This thesis also highlights vulnerabilities in communication. The main goal is the analysis of existing technology and the design of protocol for data transfer with focus on minimizing handover time of informations. Part of the design is a simulation of communication based on acquired information.

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.

Purpose: This study aims to identify how OEM can design value propositions when addressing cybersecurity challenges. Currently there are no studies found that pinpoint the value that can be created regarding cybersecurity. Therefore, the purpose of this master thesis is to bridge cybersecurity and value proposition into a roadmap OEM can use to organize the activities required for mitigating cyberthreats, and thereby create value. Method: An abductive approach has been utilized in this thesis. The analysis was based on 15 interviews with industry experts and employees at the thesis company. Secondary data was gathered through a thorough literature review. To derive findings from the data collection, a thematic analysis was conducted. Findings: The findings resulted in 3 clusters, cybersecurity challenges, mitigation strategies and value proposition. From this, the value proposition for secure IoT devices framework was developed. The framework has three elements which is derived from the thematical clustering’s. Cybersecurity challenges, Value proposition design and core value dimensions.   Theoretical contributions: We believe our thesis have three theoretical contributions. Firstly, it contributes to the literature on crafting value propositions for IoT products. Secondly, the report adds to the growing literature regarding V2X. Lastly, the thesis presents the fusion of the two first contributions, where value proposition and V2X works in continuum, thereby contributing to business and commercialisation aspect of V2X. Practical contributions: The practical contribution for the thesis is the framework which can be used as a managerial guide in designing value propositions for IoT devices. The framework brings together different strategies to address cybersecurity challenges, and the importance of collaborative value creation. The practical contributions also include the placement of cybersecurity within the kano model, which is important to keep in mind when creating value. Limitations and future research: The first limitation is that the data collection was mainly conducted with industry professionals specializing in cybersecurity, though not specifically within the automotive sector. This may have introduced some bias in the findings. Another limitation is that majority of end users don’t have general knowledge regarding cybersecurity, which led to the decision to not pursue interviews directly with end users. Consequently, there are no mitigation activities based on end user’s input. However, anticipating that awareness and perceptions on cybersecurity will intensify in the future, this presents an opportunity for future research. / Syfte: Denna studie syftar till att identifiera hur OEMs kan utforma värdeerbjudanden genom att adressera diverse cybersäkerhetsutmaningar. För närvarande finns det inga studier som undersöker det värde som kan skapas gällande cybersäkerhet. Syftet med denna uppsats är därför att integrera cybersäkerhet och värdeerbjudande i en färdplan som OEMs kan använda för att organisera de aktiviteter som krävs för att motverka cyberhot och därigenom skapa värde. Metod: I denna rapport har en abduktiv ansats använts. Analysen baserades på 15 intervjuer med branschexperter och anställda på exjobb-företaget. Sekundärdata samlades in genom en noggrann litteraturöversikt. För att analysera resultat från datainsamlingen genomfördes en tematisk analys som resulterade i tre huvudteman; Cybersäkerhetsutmaningar, förebyggande strategier och värdeerbjudande. Resultat: Studien resulterade i flera viktiga aspekter att ta i beaktning vid konstruerandet av värdeerbjudanden för säkra IoT-enheter. Utifrån våra resultat konstruerades ett ramverk som ämnas användas av OEMs vid utformning av värdeerbjudanden. Ramverket består av tre element som härstammar från de tematiska klustren. Cybersäkerhetsutmaningar, Värdeerbjudande design och kärnvärden. Teoretiska bidrag: Vi anser att vår studie har tre teoretiska bidrag. För det första bidrar den till litteraturen för att utforma värdeerbjudanden för IoT-enheter. För det andra bidrar rapporten till den växande litteraturen inom V2X. Slutligen presenterar studien fusionen av de två första bidragen, där värdeförslag och V2X fungerar i kontinuitet och därigenom bidrar till affärs- och kommersialiseringssidan av V2X. Praktiska bidrag: Det praktiska bidraget för studien är ramverket som kan användas som en ledningsguide vid utformningen av värdeerbjudanden för V2X och övriga IoT-enheter. Ramverket sammanför olika strategier för att hantera cybersäkerhetsutmaningar och betydelsen av samarbete vid värdeskapande. De praktiska bidragen inkluderar också placeringen av cybersäkerhet inom Kano-modellen, vilket är viktigt att ha i åtanke när värde ska skapas för IoT produkter. Begränsningar och vidare forskning: Det finns två huvudsakliga begränsningar i vår studie. För det första så utfördes datainsamlingen huvudsakligen med branschexperter som specialiserat sig på cybersäkerhet, även om inte specifikt inom V2X säkerhet. Detta kan ha introducerat viss partiskhet i resultaten. En annan begränsning är att majoriteten av slutanvändare saknar allmän kunskap om cybersäkerhet, vilket ledde till beslutet att inte genomföra intervjuer direkt med slutanvändare. Följaktligen finns det inga förebyggande aktiviteter baserade på slutanvändares input. Däremot, med tanke på att medvetenheten och uppfattningarna om cybersäkerhet förväntas öka i framtiden, utgör detta en möjlighet för framtida forskning. Nyckelord: Innovation; Värdeerbjudande; Cybersäkerhet, Internet of Things, V2X

This thesis presents a prediction model for e-bikes and e-scooters, aimed at enhancing traffic safety and efficiency by sharing their intentions of future possible positions among road users. The research addresses the current automated vehicle technologies which lack communication between road users. The prediction model is based on and tested with a mobility model, adapted for modelling e-bikes and e-scooters in a simulator program primarily used for pedestrians. This implementation has produced the ability to predict future positions and further the development of intention-sharing capabilities in urban traffic scenarios. The model is built upon physical parameters and mathematical models for a controlled and regulated model. Polynomial regression was applied to predict positions based on historical data and the results were evaluated with RMSE metrics, demonstrating the prediction accuracy in different scenarios. The thesis also includes the integration of the prediction model into a hardware setup, a Raspberry Pi. Demonstrating the practical application and retaining the effectiveness of the model in a real-time environment. Gathered from the results, the model can reserve a predicted area every second but also has the capability to work during faster or slower time intervals, depending on the hardware used to enable the model in the protocol. With this, the research highlights the possibility of implementing this in CCAM systems. The results show promising accuracy with a simple controlled model using as little necessary data as possible. The project work contributes to the field of intelligent transport systems by providing a scalable solution to enhance the interaction between VRUs and vehicles, creating a step closer to achieving the Vision-Zero goal of having zero traffic-related accidents or fatalities.

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.