ljubljana, slovenia 22 april 2008 co-operative systems for road safety “smart vehicles on smart...
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Ljubljana, Slovenia 22 April 2008
Co-operative Systems for Road Safety “Smart Vehicles on Smart Roads”
Giulio VivoCentro Ricerche Fiat
SP4 - SCOVA
SAFESPOT Integrated Project
Ljubljana, Slovenia 22 April 2008
Ljubljana, Slovenia 22 April 2008
INTELLIGENTVEHICLE
INTELLIGENTROAD
INTELLIGENT VEHICLEADVANTAGES
INTELLIGENT ROADADVANTAGESINTEGRATED WITH
REDUCTION OF INFRASTRUCTURE COST AND COMPLEXITY
sustainable deployment increased safety
REDUCTION OF VEHICLE SYSTEM COST AND COMPLEXITY
COOPERATIVE SYSTEMS FOR ROAD SAFETY:
“SMART VEHICLES” ON “SMART ROADS”
The SAFESPOT CONCEPT
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The SAFESPOT CONCEPT: from the autonomous intelligent vehicle…
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The SAFESPOT CONCEPT: … to intelligent Cooperative Systems
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Project type: Integrated Project (IP)
Co-funded by the European Commission Information Society and Media in the
6th Framework Programme
Consortium : 51 partners from 12 European countries:
OEM ( trucks, cars, motorcycles)ROAD OPERATORSSUPPLIERS
RESEARCH INSTITUTES UNIVERSITIES
Promoted by: EUCAR
Timeframe: Feb. 2006 – Jan. 2010
Overall Cost Budget : 38 M€
(European Commission funding 20.5M€)
IP coordinator : Roberto Brignolo C.R.F. Centro Ricerche Fiat (Italy)
SAFESPOT is working to design intelligent cooperative systems based on vehicle to vehicle and vehicle to infrastructure communication to produce a breakthrough for road safety.
SAFESPOT will prevent road accidents developing a:
“SAFETY MARGIN ASSISTANT”
to detect in advance potentially dangerous situations and extend, in space and time, drivers’ awareness of the surroundings.
SAFESPOT Integrated Project Cooperative Systems for Road Safety
“Smart Vehicles on Smart Roads”
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SAFESPOT SPECIFIC OBJECTIVES
• To use the infrastructure and the vehicles as sources (and destinations) of safety-related information and develop an open, flexible and modular architecture and communication platform.
• To develop the key enabling technologies: ad-hoc dynamic networking, accurate relative localisation, dynamic local traffic maps.
• To develop a new generation of infrastructure-based sensing techniques.
• To develop and test scenario-based applications to evaluate the impacts and the end-user acceptance.
• To define the practical implementation of such systems, especially in the initial period when not all vehicles will be equipped.
• To evaluate the liability aspects, regulations and standardisation issues which can affect the implementation.
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2006Requirements
2007Specs&development
2008Development&test
2009Test&evaluation
Core architecture requirement
Requirements
Specifications&architecture
TechnologicalProto&demo
Vehicles
Applications
ValidationOn Test site
Integration with CVIS
architecture
Test sites in Europe: France, Germany, Italy, Spain,
Sweden, the Netherlands
Results’Analysis
SAFESPOT TIME FRAME
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Actual phase Early integration
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VEHICLE TO VEHICLE (V2V)
INFRASTRUCTURE TO VEHICLE (I2V)
VEHICLE TO INFRASTRUCTURE (V2I)
DYNAMIC LOCAL COMMUNICATION NETWORKthe communication enables the cooperation among intelligent vehicles and
intelligent roads to produce a breakthrough for road safety
SAFESPOT KEY TECHNOLOGICAL CHALLENGES – THE VANET
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SAFESPOT KEY TECHNOLOGICAL CHALLENGES
Reliable, fast, secure, potentially low cost protocols for local V2V and V2I
communication
Candidate radio technology: IEEE 802.11p
Need for dedicated frequency band for secure V2V and V2I, avoiding interference
with existing consumer links
Aligned to C2C-C and CALM standardisation groups
A reliable, very accurate, real-time relative positioning
A real time updateable Local Dynamic Map
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A reliable, very accurate, real-time relative positioning:
• Satellite raw data (pseudo-ranges) enhancing the proven differential procedures (DGPS).
• Use of landmarks registered on digital maps.
DATA FUSION
ALGORITHMSDGPSVehicle sensors’ dataLandmarksOther vehicles’ positions
DATA FUSION
ALGORITHMS
DGPSVehicle sensors’ dataLandmarksOther vehicles’ positions
ACCURATE POSITIONING
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LOCAL DYNAMIC MAPS
Map fromprovider
Landmarks for referencing
TunnelTunnel
Output of cooperative sensing/processing
Temporaryregional info
!
Current concept to be refined during the project
Accident (just occurred)
Accident (just occurred)
Fog bankFog bank
Slippery road surface (ice)
Slippery road surface (ice)
Ego Vehicle – speed, position, status, etc
Ego Vehicle – speed, position, status, etc
Signalling phases
Signalling phases
Vehicles in queue
Vehicles in queueAim: to represent the vehicle’s
surroundings with all static and dynamic safety-relevant elements
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SP4 – SCOVA – Vehicle centered applications
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Ljubljana, Slovenia 22 April 2008
SP4 – SCOVA – Communication constraints
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SP4 – SCOVA – Communication constraints
Control channel usage limits (US WAVE 802.11.p)
rOBU = 3 Mbit/s * 580 μs / 750 ms = 2320 bit/srRSU = 3 Mbit/s * 750 μs / 100 ms = 22500 bit/s
Applicative models where “actor a ask actor b for…”can not be adopted due to the implications relatedto the poor usage of the communication channel.
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This implies that a rigid synchronization between the world representation (LDM content) of the different vehicular nodes of the VANET can not be achieved. The single parameter enforcing the coherence between the different representation is the time, which is common and shared. So, dedicated tasks (both at the network level and at the applicative level) should be implemented for achieving a good “alignment” between the different LDMs.
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An example of the reference model that has been specified is related to the Speed limitation & safety distance application.
Let’s say that actor 2 needs to know the status of the brake pedal of actor 1. This parameter is easily available on the CAN bus of 1, but this information should be transmitted only after becoming aware of belonging (with a passive participation) to an applicative scenario where the assistance effects - warnings - are exclusively for the benefit of 2.
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Ljubljana, Slovenia 22 April 2008
The two state machines running on the primary actor and on the secondary actors of any given scenario are based on the VANET beacons; this should allow to build up a similar representation of the surrounding scenario
Ljubljana, Slovenia 22 April 2008
At the end, four applicative tasks are running in order to support the cooperative applications:
1. An Application Manager, running on the primary actor;2. A Driver Assistance Application, running on the primary actor;3. A Message Manager, running on each secondary actor;4. A Cooperative Assistance Application, running on the secondary actors.
Application Manager +Driver Assistance Application
Message Manager +Cooperative Assistance Application
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•An overview of the SAFESPOT project has been presented.
•Benefits of the cooperative approach are ranging from the sharing low-level data to the usage of integrated information for implementing a novel Safety Assistance for the users of the equipped vehicles.
•At the applicative level the advantages of using a cooperative approach are also significant; the complete situation around the vehicle can be described within a local dynamic database (the LDM) where some safety critical parameters (as the minimum positions and dynamics of the VANET actors) are shared by all vehicles in the surrounding.
•Vehicles can exchange their reciprocal position and negotiate for lane changes; dynamic hot spots information can be propagated among the co-operating vehicles. This level of information would be especially useful for the lesser equipped vehicles that do not carry full ADAS equipment but only have available some basic intercommunicating SAFESPOT unit.
•Finally, unequipped vehicles may also benefit as some information can be transferred from other SAFESPOT actors to traffic control centers and distributed by means of traditional medias such as information on the public radio or Variable Message Signs.
Conclusions
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REFERENCES
IP web site www.safespot-eu.org
IP Coordinator Roberto Brignolo, Centro Ricerche Fiat Tel. +39 011 9080 534 [email protected]
Core Group Centro Ricerche Fiat, Renault, Volvo, DaimlerChrysler,Magneti Marelli, Bosch, COFIROUTE, ANAS, TNO
Sub-Projects Leaders
SP1 – SAFEPROBE Christian Zott, Robert Bosch GmbH, [email protected] SP2 – INFRASENS Angela Spence, MIZAR Automazione, [email protected] SP3 – SINTECH Achim Brakemeier, DaimlerChrysler, [email protected] SP4 – SCOVA Giulio Vivo, Centro Ricerche Fiat, [email protected] SP5 – COSSIB Guy Fremont, Cofiroute, [email protected] SP6 – BLADE Han Zwijnenberg, TNO, [email protected] SP7 – SCORE Abdelkader Mokaddem, Renault, [email protected]
Quality&Dissemination, Angelos Amditis, ICCS, [email protected]