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Abstracts
COMeSafety2 – A European Co-ordination Action driving Cooperative System Realization
Timo Kosch (BMW Group)
The presentation will
provide information about
the COMeSafety2 Coordination
Action which aims at the
realization of cooperative
systems on European roads.
The presentation will
include information on how
the project supports the
development of the necessary
standards under the European
Commission’s ITS
standardization mandate at
ETSI and CEN. It will also
explain how the mutual
validation and exploitation
of program results under the
EU-US cooperation agreement
are supported by the
project. It will show the
way forward on how the
European ITS Communications
Architecture, developed by
COMeSafety and meanwhile a
European Norm, can be
implemented – from an OEM’s
perspective. The focus of
the presentation will be on
the support for
standardization, with a
focus on the European
activities, complemented
with aspects on
international harmonization,
as a prerequisite for the
implementation. |
Kerry JohnsonKeeping the Car Relevant through Mobile Device Connectivity
(QNX Software Systems)
Mobile services offered on
smartphones, tablets, and other
mobile devices are growing at a
phenomenal rate. Moreover, many
of these services offer
significant utility to vehicle
drivers and passengers; in fact,
some are designed specifically
for in-vehicle use. These
services include maps with local
search capabilities that find
restaurants and other points of
interest, geosocial networking
applications that locate nearby
friends, and services that find
the closest available parking
spot or lowest nearby gas price.
Often, these services are rare
or non-existent in the
telematics systems currently
available from automakers. This
situation is unlikely to change,
for the simple reason that the
development cycles for
automotive systems are
significantly longer than those
for mobile devices and services.
Recognizing this problem,
automakers are looking for new
ways to leverage the consumer
mobile service infrastructure
and to bring Internet-based
services into the vehicle — the
OnStar Mobile App and BMW
ConnectedDrive being prime
examples.
In this session, we examine the
benefits and drawback of various
approaches to mobile application
integration and discuss how they
impact the user experience,
driver distraction, system
upgradability, access to new
mobile applications, and brand
identity. The discussion will
include techniques such as
Terminal Mode, iPod Out, remote
skins, and tethering. |
Connected vehicles address multiple areas of automotive innovation
Jim Bridgwater (Freescale Semiconductors)
As in-car telematics and infotainment systems continue
to evolve, they will have increasing similarities in
functionality with mobile consumer platforms such as
smartphones and tablet computers. At the same time, car
users will also face a choice as to whether to use their
portable device in the car, or to use the system
embedded in the car, or both together. It will also be
possible to run applications either on the local device,
in the “cloud”, or some combination of the two. All this
will open up new possibilities in the level of services,
but also the level of driver distraction, that are
possible. This paper will argue that the car must be
come the filter, managing safe and unsafe activities.
Innovation in automotive safety systems and safe but
convenient integration of connectivity into the car can
result in fewer accidents, better services and lower
environmental impact. |
The Connected Vehicle – Opportunities, Threats and Solutions for Connected Vehicles and Secure Telematics
Pat Kennedy (Cellport Systems)
Introduction
Smart Phones are creating a new environment for in-vehicle
software applications. These newly empowered applications
include real-time mapping and traffic data, ecommerce
systems, access to cloud-based multimedia, social networks,
information searching, and data communication. However this
new, and largely unstandardized, environment presents
security risks for these applications, users and, vehicle
resources. Historically, vehicle electronics communication
systems have been closed systems considered intrinsically
secure. Now, users’ desire enhanced connectivity for
consumer devices and services while creating potential
exposure of vehicle systems to attacks by malware from
unknown applications. Cellport proposes a secure telematics
framework to reduce this vulnerability by offering a
standardized architecture to solve this complex problem.
STF Architecture Overview
The core of Secure Telematics Framework is an embedded
Security Controller. This Controller can be configured as a
security gateway, or as a process monitor watching traffic
on the vehicle bus. The Security Controller authenticates,
authorizes and monitors all traffic between the external
interfaces and the vehicle. Credentials and access control
lists are stored in a Credential/Assertion Repository. The
STF model offers both Centralized Security and Federated
Security. These credentials can be used to provide ecommerce
security or authenticate applications.
The Controller can monitor the use of the vehicle resources.
Consider an application that uses head-unit display. Should
an application try to send a command to a vehicle resource
unrelated to the display, the Security Controller will block
the command. The Security Controller reports or logs the
errant behavior of the corrupted application. The Security
Controller also monitors the behavior of an application in
the context of the vehicle state. For example, this function
could be used to prevent the vehicle display from presenting
distracting information while the vehicle is in motion, or
to limit the information to minimize the driver distraction.
Summary
Future software applications running in vehicles present
unknown safety and security risks. A means to protect
against unknown software exploits and secure the vehicle and
its users is necessary. Cellport believes that automotive
producers will turn Telematics Security into a high margin
recurring revenue stream. The Secure Telematics Framework
offers a systematic way to provide protection for
applications and transactions, ensuring security, comfort
and safety to vehicles and their users. |
Connected cars: What does it mean for the vehicle Electrics/Electronics-Architecture and for the semiconductor suppliers?
Marc Osajda (Freescale Semiconductors)
Without any doubt “connected vehicle” is the next big
step in mobility. We are living in a fully connected
world; however our vehicles are still relatively closed
system, providing very little embedded connectivity and
communication with the external world while moving. This
will evolve driven by new societal needs, but also to
enable electro mobility, reduce road fatalities and
provide better services.
However the electrical/electronic (E/E) architecture of
future connected vehicles will have to evolve in order
to take into account new challenges: Significantly more
data exchanged, security of exchanged data, functional
safety requirements.
These new vehicle E/E architectures have also
significant implications for the semiconductor industry.
Computing power requirements is exploding, memory size
is growing exponentially with more and more complex
software, power consumption reduction is a must,
ISO26262 compliant solutions is becoming standard, and
security/anti tampering features are being requested at
the silicon level.
This presentation will describe how the semiconductor
industry is addressing theses challenges. |
An NXP Semiconductors vision on the telematics roadmap towards 2020
Ir. Frank Daems (NXP Semiconductors)
After successful introduction of ATOP (Automotive
Telematics On board unit Platform) as an initial
automotive compliant Telematics component , NXP is now
ready to line out the product and technology roadmap
towards the Telematics services in 2020.
This presentation gives a view on the expected markets,
services and the related technology and IT functions
needed.
It creates insight in advanced usage and service models
and their impact on the actual business models and
standards
The second part of the presentation concludes on those
insights and formulates area’s of new potential
initiatives for automotive service standards.
The presentation focuses to volume markets as
roadpricing, ecall and car to infra and car to car
applications. |
Driver Distraction – To what extent can the work of ITU-T contribute to reduce drivers distraction?
Hans W. Gierlich (HEAD acoustics GmbH, ITU-T Focus Group on Car Communication (FG CarCOM))
While driving most of the human senses are occupied by
the driving task. Since the human visual systems as well
as the hands are used for driving - speech and hearing
are most likely the human senses which can be used for
controlling car functions and interacting with all types
of (multimedia) services. Furthermore speech
communication is most likely the only service which can
be used while driving without distracting the driver.
Therefore a mostly perfect and seamlessly integrated
speech interface is a key element in order to reduce the
driver’s distraction.
Since it’s beginning the ITU-T Focus Group CarCom is
working on standards which help to improve the
communication quality in the car. The work so far has
been focusing on narrowband and wideband car hands-free
systems. A special focus was made on superior speech
quality. So to cover all aspects of communication the
work takes into account:
- Superior speech quality on the car
- Superior speech quality for the far end listener
- Superior noise cancellation to provide excellent
speech quality while driving
- Low delay for good conversational interaction
- Good double talk performance for seamless and relaxed
conversation
Furthermore requirements the different subsystems used
in the cars are and their interaction are currently
under discussion, FG CarCom is developing interfaces,
testing procedures and requirements possibly including
interface requirements for improved speech recognition.
The presentation will explain the key elements and
requirements for a seamless service and their potential
impact on driver’s distraction. |
Using Telepresence to Enhance the Driving Experience
Scott Pennock (QNX Software Systems)
Telepresence refers to the degree of realism created by
a telecommunications system. When the level of
telepresence is high, users feel as if they are
physically present at the far end of the connection — or
that the person at the far end of the connection is
physically present in the local environment.
System designers are using two emerging technologies,
wideband speech and stereo telephony, to help increase
telepresence. This session will explore the current
state and latest trends of these technologies in the
automotive environment. Topics will include wideband
deployment on mobile networks (Europe so far), the
increase in telepresence terminals (TVs, laptops, etc.),
the growing availability of IP connectivity (LTE, WiFi,
etc.), standardization efforts related to telepresence,
and importantly, techniques for turning the vehicle into
a telepresence terminal.
The session will include audiovisual demonstrations to
help attendees experience the increased sense of
presence firsthand. The session will also include
techniques for using telepresence to reduce driver
distraction. |
ATX Research on Using Voice Technologies to Mitigate Driver Distraction
Arnaud de Meulemeester (ATX Group)
Growing regulatory concern in the U.S. in recent years
about potential visual, tactile and cognitive
distractions to drivers in moving vehicles has focused
primarily on the in-vehicle receipt and transmission of
text-messages on portable communications devices and the
typing of destinations into vehicle navigation systems,
both nomadic and embedded.
In this research study, ATX Group, an automotive
telematics service provider to global automobile
manufacturers, and the Virginia Tech Transportation
Institute, assessed the performance of an ATX-developed,
speech-based interface with na�ve drivers as a
substitute for visual and tactile dependent tasks
involved in texting message and entering destinations
during driving. The study also sought to assess the
learning required of drivers to use the speech-based
interface. Performance was measured by whether the task
was successfully completed and the duration of task
completion, eye glance analysis, vehicle speed and lane
maintenance, and workload (mental demand, frustration,
awareness). .
Results suggest sizeable advantages in the use of voice
controls for both destination entry and texting tasks.
Drivers were able to perform tasks with lane
maintenance, eye glance analysis, and subjective
workload ratings showing significant advantages of
voice-based tasks over manual.
It was observed during both the texting and destination
entry tasks that there were no clear age or gender
differences in performance, limited source of confusion
in using voice technology to complete the tasks even
without a formal overview of how to use the system, and
that a majority of participants were impressed with the
system's ease of us. In this research, it appears
participants found the voice system intuitive and easy
to learn and non-distracting in terms of focusing on the
driving task. |
The SafeTRIP project: improving road safety for passenger vehicles, using S-band satellite communications
S�bastien Grazzini (Eutelsat)
SafeTRIP is an Integrated project (IP) of 20 partners
from 7 European countries, representing partners with a
wide range of research and business and interests and
expertise, coordinated by the motorway company Sanef of
France. The total research effort is about € 11.5
million, with funding of € 7.9 million by the European
Commission (DG Research). SafeTRIP started in October
2009 and will last 3 years; its main objective is to
improve the use of road transport infrastructures and to
optimize the alert chain in case of incidents – this
will be achieved through an integrated system from data
collection to safety service provision.
SafeTRIP builds on a new satellite technology: S-band
communication via the W2A satellite. W2A which was
launched by Eutelsat in April 2009, is specially
designed for providing DVB-SH broadcasting and opens new
perspectives for European telecommunications. The S-band
transmitter is optimized for multimedia content delivery
and 2-way communications for on-board vehicles units.
This new satellite technology gives the opportunity to
progress beyond the state of art allowing 2-way
communications via small omni-directional antennas on
the mobile units. Its advantages include full coverage
across Europe, multicast data transmission, quick and
easy deployment, and energy efficiency, since the
satellite is powered by solar panels.
The approach of this project is to demonstrate the
technical feasibility, the business cases and to
experiment a subset of applications using three
road-based scenarios supported by on-field
experimentations. Then, according to the project
outcomes, we will identify other remaining obstacles -
technical, legal, organisational, economic - for
large-scale deployments. Our proposed business model is
to allow any third party developers to implement their
services using this unique, open system. The motor and
telecom industry in general will be able to benefit from
vehicles "always connected". |
On Board Unit hardware and software design for Vehicular Ad-hoc NETworks (VANET)
Paolo Pagano (National Inter-University Consortium for Telecommunications (CNIT) Research Unit, Pisa)
The Vehicular Ad-hoc NETworks (VANETs) are special wireless distributed systems where nomadic nodes, On-Board Units (OBUs), exchange messages with other OBUs and/or Road Side Units (RSU) to fulfil either safety critical, comfort oriented, or journey optimation tasks. An effective design for OBUs must allow for interoperability with independent systems inside and outside the vehicles. Following this requirement we designed, manifactured, and tested an ARM based platform embedding local non-volatile storage modules, and I/O peripherals to communicate with the vehicle Controller Area Network (CAN) bus, a Global Positioning System (GPS) receiver, and an IEEE802.11a/p compliant radio transceiver. This board, prototyped to be integrated into a Fully Networked Car, is designed for smart spaces, namely those usually called Intelligent Transportation System (ITS), where the car is supposed to produce information like transit time and consume information to update forecasts on transit time. Since the car can communicate with other cars (equipped with a similar OBU) within the range of the radio transceiver, the ITS smart space is eligible to scale to any surface.
The possible application scenarios are many, as a matter of example hereby we cite:
- navigation systems OEM can profit of real-time information ordered by the ITS and acquire it in digital form via the IEEE802.11a/p module; high level services like \park finder", and \path discovery" would be more reliable avoiding to make use of statistics on historical data series.
- in case of accident (or other kind of danger notified by the ITS) the system warns the driver by visual and acustic signals acting on the dashboard display and the speakers; if active safety is considered, the OBU can in turn trigger the brake system OEM and slow-down the vehicle;
- the calculated mean value for fuel consumption is used for predicting the residual vehicle autonomy and displaying such information on the dashboard. In the ITS, the OBU can acquire information about the altimetric profile of the route together with fresh updates about the traffic: the resulting prediction will be therefore more precise.
The main processor embedded in the board can be programmed making use of open source software based on Linux Embedded Operating Systems. Following this approach, a set of prototype software modules have been implemented. In the demo session, some real-time operations performed by the OBU will be shown: for instance the data packets acquired from the IEEE802.11a/p network interface will be published in the form of CAN messages and shown on a laptop. |
A Study of Network Coding for Multi-antenna Switched Linksbased Vehicle-to-Vehicle (V2V) Communications
Wai Chen (Telcordia Technologies), Ratul Guha (Telcordia), Jasmine Chennikara-Varghese (Telcordia), Rama Vuyyuru (Toyota ITC), Junichiro Fukuyama (Toyota ITC)
In recent years, there have been significant research
efforts related to vehicle to vehicle (V2V)
communications. The main demand of the V2V
communications is originally from safety-related
applications; other possible application areas including
communications support for traffic management have also
received much attention. Previously, an architectural
framework for organizing V2V networks that employs
dynamically switched directional radio links has been
proposed by the authors. The architecture strives to
reduce wireless channel contention associated with
omnidirectional antenna-based networking architecture
and, as a result, leads to a simple protocol
specification for V2V communications.
In this presentation, we will first review our proposed
V2V networking architecture that employs dynamic
switched directional links. We then describe methods for
network coding on such V2V networking architecture.
Owing to the increased reliability requirements for
safety applications, the resources (e.g., transmission
capacity) for other types of applications may be
limited. As a result, other high-throughput applications
(such as traffic information, software updates, etc.)
may have limited available capacity. We will describe
evaluation results of network coding methods on switched
link architecture, and then discuss the advantages of
network coding for high-throughput applications in
vehicular environments.
Finally, we will conclude by outlining some key open
challenges in network coding for V2V communications. |
From the connected car to the managed car
Yoram Berholtz (Red Bend Software)
This presentation will explore IVI from a connected software perspective. First, it describes how the automotive Industry is changing by providing wireless connectivity to cars and offering in-vehicle services. Based on an analysis of current IVI needs, the presentation then looks at relevant lessons from the mobile phone industry. Finally, the presentation will presents an outline of a good In-Vehicle Infotainment solution that brings together the best of breed mobile software management with a powerful virtualization solution. |
Platform Communication Services for Electric Vehicles
Chanan Gabay (Better Place) and Marc Brogle (Better Place), Johannes Tulusan (SAP Research) and Michal Shany (SAP Research)
The most recent estimates by
automotive experts predict a
high increase of Full Electric
Vehicles (FEV) until 2020.
Important aspects such as
technological improvements,
electricity infrastructure, user
enablement, services, and
governmental regulations need be
resolved in order to enable
E-Mobility for Road Transport.
One crucial and crosscutting
factor for the successful
introduction of FEV is the
acceptance by the driver of
FEVs.
Due to these known challenges,
Electricity Information and
Communication Technologies
(EICT) and Services are needed
to neutralize the driver’s
"range anxiety": the fear to
break down due to the vehicle's
power range limitation and at
the same time to cope with the
sparse distribution of
electrical supply points during
the ramp-up phase.
Therefore, the ELVIRE (Electric
Vehicle Communication to
Infrastructure, Road Services
and Electricity Supply) EU
project, funded under FP7, will
develop an effective system,
which is capable of effectively
managing users mobility needs,
aimed at neutralizing the
driver’s "range anxiety" and
encouraging the customers to
embark on the fully electric
road transport
ELVIRE consortium includes 12
partners such as Continental,
Renault, Volkswagen, SAP,
ENDESA, Better Place, CEA-LIST,
ERPC, ATB and the Erasmus
University College.
In this paper, we specifically
identified the functionality
requirements needed to develop
an interactive EV service
interface between the vehicle
and its electricity
infrastructure.
The identification of the
respective functionalities and
requirements is achieved by
defining a storyline based on
typical driving scenarios of an
FEV driver and his / her
mobility needs. These scenarios,
which were iteratively evaluated
from car manufacturers,
infrastructure, utility
providers, automotive suppliers,
and research organisations,
formed the "ELVIRE Storyline".
Defined scenarios include FEV
requirements from driving a FEV,
continues monitoring, charging
and the possibility to swap the
battery. Thus, covering an
end-to-end service support of
the FEV value chain.
The storyline describes typical
systematic activities in 'a day
in the life of an FEV consumer'
divided into four phases:
Driving with a Plan, Charging,
and Driving without a plan, and
Home Charging. For instance, the
FEV driver is able to plan his /
her route according to the
energy needs and the on-board
system defines the route
accordingly. Another use case
includes the notification from
the system of the driver if the
battery level is too low and
offering him / her various
options to recharge or change
the battery. Therefore, the FEV
on-board system takes an active
/ smart role to support the
driver to reach the destination.
A more thorough analysis of the
ELVIRE Storyline generates an
understanding of FEV services,
such as Driving Services, Energy
Services and Generic Services.
These services are required to
support the FEV driver and to
reduce the “range anxiety”. As a
next step, from the defined
scenarios, functional
requirements are defined in
order to develop the FEV systems
and to demonstrate them in a
real world setting. |
New Energy Vehicles and ICT - An Entrance to the Future Smart Communication World
Fumihiko Tom Tomita (Telecommunication Technology Committee, Japan)
Sales tide of the EV (Electric Vehicle) has been started in the world. Total amount of the sales has been limited since now, but the EV may become a world dominant automobile category in the future. Because its power source is supported by a battery, and as a “mobile energy”, the EV is on very good terms with the ICT and one candidate of the real fully networked car. It will work especially under new social systems such as on-demand taxis/buses, personal/public city commuters, and a PV (Photovoltaic)-EV combination use in HEMS (Home Energy Management Systems), etc. The EV will also spread out to the world new users, and these new social systems will evolve into the future smart communication world.
The EV and ad-on-board electronics such as a car-pad or this fully networked car (EV-ICT) system will be not only a kind of the consumer electronics, but also will become new category of transporter. And, this mobile electronics or location-free energy and their information will be applicable to many kind of human life including the health and the security. Because our society has been supported by much kind of industries, the smart communication world centered by EV-ICT will be realized on the cross-industry ICT utilization.
ITU have to think about the future world human happiness, and fully networked car system will play one of the central roles there. At this EV-ICT revolution era, let’s start the cross-Industry cooperation in the ITU for the future world human happiness. Especially, the international standardization such as the communication between pedestrians and vehicles (P2V), and vehicles and vehicles (V2V) is an urgent theme for the world human safety life. |
Lithium cells and other battery factors influencing EVs
George Paterson (Axeon)
Current status of batteries.
What the future can hold on cell chemistry
Other factors influencing battery design.
Factors influencing battery life
How the above affect transport of the future |
The design and integration of a high performance series hybrid powertrain in a Lotus Evora sportscar
Phil Barker (Lotus Engineering)
At the Geneva Auto Show 2010, Lotus Engineering showcased the Lotus Evora 414E high performance series hybrid concept car. Since then, a project has been started to build a number of running vehicles and this presentation will outline the project workscope.
The aims of the project will be identified together with the technical aspects of the specification and package of the series hybrid drivetrain. This will include details of the motor drive system, the battery pack, the Range Extender engine their associated thermal management. Additional comments will be made regarding the driver environment and the systems that can be put in place to enhance driver enjoyment of such a vehicle. Safety aspects will be outlined and some of the considerations behind how the controls systems are configured, including whole vehicle communication and integration.
Additionally, there will be a focus on the analysis work conducted to understand the performance and also the benefits in fuel consumption and therefore CO2. |
The Electrical Vehicle (EV) Ready Company
Ignacio Dizy (Telef�nica Spain)
The electrical vehicle is a new
business that is not looked up
in the same manner across the
organization. The Electrical
Vehicle (EV) ready company needs
to link the innovations and
developments of the different
departments and foster cross
company EV culture and habits.
Telef�nica's Climate Change
Office created a Task Force of
the Electric Vehicle that EV
penetration as part of its
Climate Change Strategy.
The TFVE sizes the EV business
opportunities outside and across
the company, from Research to
Sales and vice versa, giving an
end-to-end service approach to
ICT innovation and services
developments.
This presentation talks about EV
penetration in Spain and across
Europe. |
Synthesis of all normative documents concerning Electrical vehicle and charging infrastructure
Pierre Malaterre (4Icom)
Now this is sure we are going to
Electrical Vehicle era. Some of
the biggest problems are
batteries behavior; Safety,
performances, charging process…
It is obvious that the charging
process must be standardized.
Everybody must be able to
recharge the battery of his car,
everywhere and independently of
car brand. Different lobbies
think that they have the good
solution: Electricity
furnishers, service providers,
Electrical vehicle
manufacturers….The governments
want also have an universal
infrastructure solution and as
soon as possible.
The presentation focuses on
different actual proposal
Several topics are under
normalization process:
Safety of Li Ion Battery
Way of Charging AC,DC, High or
low power…
Way of customer identification
and payment, various services,
communication with infrastructure
EMC problems due to High power
switching
Safety versus Electricity
(repair shop and manipulation of
charging connectors and cords…)
Connectors between cars and
charging stations
A lot of standardization
organisms ISO, IEC, UIT, CEN
CENELEC SAE ETSI ….are involved
A list of relevant standard will
be shown, in the presentation,
with their scope: ISO 15118, IEC
61851, IEC 62196, J1772, IEC
62660, ISO 12405, ISO 23274 … |
Cooperative systems: the point of view of a road operator
Guy Fr�mont (Sanef)
Cooperative systems will allow the exchange in real time
of information between vehicles and road network
operators. They will be supported by V2V, V2I and even
I2I communication systems that will allow real time,
secure, ubiquitous communication, between thousands of
users at the same time and within the same location.
Vehicles will be located through accurate satellite
positioning combined with other on-board sensors.
Vehicles are sources and recipient of information and
event will relay it to other vehicles. The quality and
reliability of information can be improved with the
development of “Community networks of motorists”.
On-board units will receive, process and transmit large
amounts of data, but will display the relevant messages
to the drivers at the right time. Messages will be
filtered and presented according the priority criteria
like risk of collision, distance to incidents.
Cooperative systems will allow accident prevention:
warnings displayed on the screen on the on-board unit
will inform the driver on his environment, traffic
situation, risk of collision, etc., so that he can adapt
his speed, change lane or even break to avoid an
obstacle.
As motorists’ safety is impacted, cooperative networks
cannot be unregulated; it is very important that all the
information exchanged between vehicles and
infrastructure is coherent whatever the media used for
broadcasting. Information transmitted by road operators
can be given to road users through VMS, FM traffic
radio, cellular networks, WiFi, etc., but the driver
would not have confidence in the system and would not
have the appropriate behaviour if the information given
would be contradictory. So, it is important for the
success of the system and the security of all the
information transmitted is compiled and validated by
professionals, like road operators.
Typically, a road traffic centre is responsible for
collecting, compiling and processing large amount of
data and for providing traffic information and warnings
to road users, according to rules defined and agreed by
road authorities. It would be too dangerous to leave
unregulated road side devices broadcasting messages with
the “stamp” of road operator. V2V communication should
be used, but limited to the transmission of hazard
warning, in order to extend the horizon of the driver
beyond the visibility range.
This paper will present the main objectives and outcomes
of EC funded research projects such as SAFESPOT,
COOPERS, CVIS and SafeTRIP and express the point of view
of a road operator towards community networks. |
Connected Car and Expressway Traffic Management in China
Yun Yang (ITS Center, China)
1. The status of expressway networks in China and the
major issues faced by traffic management
2. what have been done in China – standardization and
deployment of ETC, National Highway Network Management
in China, etc.
3. How to improve highway network operation management
through public wireless network and integrate ETC and
information services are researching in China |
Standardization in Japan and activities toward international harmonization on ITS Cooperative Systems
Takeshi Yamamoto (NEC Corporation, ITS Business Promotion Center)
Standardization activities on ITS Cooperative Systems
have been conducted worldwide. For example in Japan,
development of a preliminary ARIB standard on Safe
Driving Support Systems using 700MHz band has started in
ITS Info-Communications Forum.
Since the standardization activities are in progress in
each Standards Development Organization (SDO) and the
region, sharing information on the existing ITS related
standards and current ITS standardization activities
should be facilitated among SDOs.
Furthermore, coordination of ITS standardization
activities is desirable to avoid conflicting standards.
Japan proposed in ITU-R SG5 WP5A to develop a new report
on ITS Cooperative Systems; “Advanced ITS
Radiocommunications” and the development is ongoing.
ARIB is leading ITS Task Force in Global Standards
Collaboration (GSC) to contribute for sharing the views
of SDOs and for information exchange on ITS Cooperative
Systems.
Regarding the coordination of the standardization
activities, ARIB will consider encouragement of closer
relations with SDOs, and Vehicle Communication Systems
(VCS) International WG in ITS Info-Communications Forum
will discuss the issue.
In this presentation, the relevant activities above will
be introduced. With that, the presenter would like to
provide an opportunity for discussions on the
coordination of the standardization activities. |
Managing interoperability to deliver the required customer service for cooperative Intelligent Transport Systems (ITS)
Nigel Wall (Shadow Creek Solutions)
Scene setting
Cooperative ITS, where vehicles share information with
each other and with infrastructure based systems is
expected to deliver major improvements to road safety,
efficiency, comfort and the impact of transport on the
environment. Cooperative ITS includes the automatic
generation of normal status and hazard warnings in order
to derive various forms of driver assistance. E.g. a
vehicle that detects a low-friction surface will warn
other vehicles in the area. Vehicles that receive the
warning will respond appropriately, possibly by reducing
speed, or limiting the torque through the driving wheels
as well as advising the driver. Vehicles approaching
junctions will be warned of any other vehicle that
appears to be ignoring a stop signal, to prevent an
accident.
We have seen major investment in proof of concept
demonstrators in Europe, America, Japan and Korea.
Standards are being developed in ISO, ETSI, CEN, IEEE,
IETF, etc. These standards are intended to allow
interoperability, yet to allow individual manufacturers
to include product differentiation.
How should interoperability be assured?
• By conformance testing to ensure that all the
standards are met
• Interoperability testing will be needed for a
representative set of operations. Ideally each vehicle
would be tested against every other vehicle. If this is
not done then there remains a risk that there may be an
incompatibility. In practice it is not possible to test
every permutation, so a small risk remains.
• Customer Service Management (CSM) will be required.
CSM will oversee the provision of a whole range of
services including configuration management; access
rights to third party services (including local
communications networks); fault identification; fault
tracking, analysis, mitigation and correction.
Customer Service Management
Work on communications standards has concentrated on ITS
Station to ITS Station interaction, typically via an
unmanaged, ad hoc, direct communication using the ETSI
G5 or US DSRC comms at 5.9GHz, infrared, or 63 GHz.
However, there will be occasions when an ad hoc
communication will involve a network that must be paid
for – possibly via satellite, or a local authority
roadside G5 access point. CSM will include a MVNO role,
brokering the payment with each individual network.
There has been very little work on the provision of CSM.
CSM will play an important part in the determination of
liability, should things go wrong. The European ITS
Directive on ITS 2010/40/EC defines the resolution of
liability as one of 24 key actions. More importantly the
CSM will identify and analyse problems that occur
without causing an accident or other loss. This
information will need to be shared with the
manufacturers of other ITS systems so that remedial
action can be applied to the systems that are causing
the problem.
CSM requirements need to be defined and agreed, so that
the necessary diagnostic and management interfaces and
data caching will be included at the required points
within the ITS Station. In practice there are likely to
be many customer service managers that will need to
cooperate seamlessly.
This paper seeks to stimulate interest in this essential
part of the overall ITS. |
Convergence of car connectivity
Bernadette Villeforceix (Orange) and St�phane Petti (Orange)
Future ITS applications will require cars to be
connected to other cars and the infrastructure. Such
connectivity can be achieved thanks to cellular networks
or by relying on a dedicated car to car and car to
infrastructure communication.
At first, in this paper, the current car to car
communication protocols under standardization will be
studied. In brief, to outline the heritage of ETSI ITS
reference architecture, the following quotes are to be
listed : management block coming from ISO CALM, access
layer including IEEE 802.11p, network layer coming from
C2C consortium. Both ETSI ITS and ISO CALM architectures
are composed of ISO layer blocks (access, network and
transport, facilities and application layers) plus
transverse management entity to manage cross layer
functions and security entities.
Access Layer: among the different access network
technologies considered in ITS systems : IR, GSM/EDGE,
3G/HSPA, millimetric wave…, a european profile, with PHY
and MAC layers directly derived from IEEE802.11p, is
defined to support adhoc communications in the 5.9GHz
frequency band, with dedicated frequency range allocated
to control and service channels. This profile has also
been adopted by ISO CALM and is named CALM M5;
Network protocols: ITS application scenarios (safety
and/or traffic efficiency) requiring single or multi-hop
communications are enabled by geographical routing based
on ITS dedicated network protocol; these ITS network
protocols –ETSI geonetworking protocol for single and
multi-hop communications and CALM FAST protocol that
only support single hop communications- are responsible
for addressing and routing functions to manage short,
quick and efficient adhoc communications based on short
range wireless technology, without help of a
coordinating infrastructure. Different geographical
routing schemes are defined for ITS communications:
geographical unicast, geographical broadcast and
topological scoped broadcast supported by one or multi
hops links.
In the presentation we propose to discuss further the
different layers of ITS communications protocols under
standardization with a focus on Ipv6 features that both
standards implement for mobility management in
particular NEMO (Network Mobility) basic support
protocol (RFC 3963), MCoA Multiple Care-of Addresses
(draft-ietf-monami6-multiplecoa) for ETSI and ISO.
In a second part, we will address deployment aspects of
ITS cooperative networks. Such deployement will require
network planning, network operation and coordination
processes where the network operator with its experience
will be an essential contributor for getting a complete
success. In the same idea, the V2V communications, if
not organized, could meet some problems with channel
interference if the frequency allocation plan is not
considered as an issue. From a telecommunication network
operator point of view, having the knowledge of an
optimized management of radio resources, we will discuss
on how to ensure the guarantee of the performance of
this cooperative network, for both P2P and P2M
communications.
Deployment will require on the other hand concrete
hardware solution that can cope with several
communication protocol. We will discuss the approach of
a onboard mobile router that can provide this multi
bearer connectivity, and aggregate the available
bandwidth provided by multiple access networks and all
hosts (passengers of the vehicle) share the bandwidth to
communicate with ground servers or other vehicles, this
access scheme being more efficient to reduce the impact
of new services than leaving individual access requests
initiated by each passenger of the vehicle.
Finally, we will present an Orange Labs approach for
such mobile router for the optimised management of radio
resources with an effective and dynamic QoS policy to
fulfill a strong requirement in network congestion
control and will put into perspective the convergence of
ITS communication protocols with the future LTE cellular
communication protocol. |
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