Workshop on Vehicular Networks and Sustainable Mobility Testbed - Katrin sjöberg 'cooperative its – past, present, and future

Cooperative ITS –Past, Present, and Future

Workshop arranged by the EU project Future Cities in Porto

Katrin Sjöberg

April 24, 2015

Volvo Group Trucks Technology – Advanced Technology & Research

Short history of Volvo

Founded in 1926 in Göteborg, Sweden

– 14 April, 1927, the first car leaves the factory

In 1928, the first trucks and buses saw the day of light

1933, Volvo reached 10 000 manufactured vehicles

1941, Volvo reached 50 000 manufactured vehicles

The Volvo logotype is an ancient symbol for iron

Volvo is latin and means ”I roll”

Where are we today...

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Volvo Group Trucks Technology – Advanced Technology & ResearchKatrin Sjöberg3

The Volvo Group, which employs about 110,000 people, has production facilities in 18 countries and sales of products in more than 190 markets.


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Mack TrucksUD TrucksVolvo Trucks Renault Trucks

Volvo Buses

Nova Buses

UD Buses

Prevost

Eicher JVDFCV JV

Sunwin JV

Volvo CE

SDLG JVVolvo Penta

JV = Joint Venture


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Safety

Quality

Environmental care

Core values of the Volvo Group

Zero Accidents with Volvo Group Products

Build dependable products that meet our customers’ demands

”We are part of the problem but we are also part of the solution”

PG Gyllenhammar, former CEO, 1972


What is C-ITS?

Cooperative Intelligent Transport System

Direct communication between vehicles (vehicle-to-vehicle, V2V)

Communication between vehicles and roadside units (vehicle-to-roadside, V2R)

Decentralized network topology, all nodes are peers (vehicles as well as roadside units)

In C-ITS, all participants produce and consume information to improve the overall road traffic experience (safety, efficiency, added-value services)

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COOPERATIVE ITS – PAST

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History of C-ITS

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Forecast in 1994

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Source: Advanced Technology for Road Transport: IVHS and ATT, Ian Catling ed., Artech house, 1994.

eCall in Europe –law March 1, 2018, cars and light duty vehicles

Advanced Emergency Braking in Europe – law November 1, 2015, heavy duty vehicles.


Some major projects in Europe related to cooperative ITS

DRIVE I (1989-1991)

– Intelligent infrastructure

– Role of public authorities

– Vulnerable road users

PROMETHEUS

– Established by the automotive industry

– 1986-1994 (8 years)

– Contained several subprojects

– Focus on the intelligent vehicle

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DRIVE and PROMETHEUS werefunded by the European Union.

PROMETHEUS = PROgram for a European Traffic with Highest Efficiency and Unprecedented Safety


PROMETHEUS

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Source: Advanced Technology for Road Transport: IVHS and ATT, Ian Catling ed., Artech house, 1994.


PROMETHEUS cont’d

Cooperative Control Task Force (CCTF) within PROMETHEUSpromoted five applications

– Intelligent cruise control (I2V+sensors)

– Intelligent maneuvering control (V2V)

– Intelligent intersection control (I2V)

– Emergency warning (I2V)

– Medium-range pre-information (I2V)

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V2V = communication at 63-64 GHz, 500-1000 meters, 2 Mbps, 256 bits

V2I = communication at 5.8 GHz, 10-30 meters, <1 Mbps, 200 bits


Video with PROMETHEUS

http://youtu.be/6n7caUNkyAY

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FCC decision on 5.9 GHz 1999 The US frequency regulation authority FCC allocated a 75 MHz

band for cooperative ITS (called connected vehicle technology in the US) in 1999– 5.850-5.925 GHz– “to improve traveller safety, decrease congestion, facilitate the

reduction of air pollution, and help to conserve vital fossil fuels” Sparked today’s wave of cooperative ITS projects and deployment

plans In 2003, ASTM released the precursor to IEEE 802.11p, specifying

the whole protocol stack consisting of– Physical, data link and application layers

In 2004, IEEE took over the work from ASTM– Developed 802.11p approved in 2010

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ASTM = American Society for Testing and Materials, FCC = Federal Communications Commission


COOPERATIVE ITS – PRESENT

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C-ITS as we know it today

In 2008, EC issued a commission decision to set aside frequency band for C-ITS (5.875-5.905 GHz)

– Road traffic safety

Wireless technology IEEE 802.11p (a.k.a. ITS-G5 in Europe)

Artery of C-ITS is the position messages called Cooperative Awareness Message (CAM) triggered on vehicle dynamics

– Speed, heading, position, etc.

– 1-10 Hz, max size 400 byte (including security), 6 Mbps

Event-triggered messages called Decentralized Environmental Notification Message (DENM)

– Triggered on behalf of a C-ITS application

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Drivers for C-ITS – Safety

Tranarpsbron, E6, Östra Ljungby, Sweden

January 15, 2013 March 31, 2013

Interstate 17, Virginia, US

Around 100 vehicles involved in both accidents caused by fog and black ice.

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Drivers for C-ITS – Fuel economy

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VDA = German Association of the Automotive Industry

The source to stops can be, e.g., red lights and shock waves in dense traffic scenarios, affecting the overall road traffic efficiency.


Drivers for C-ITS –Platoons Reduced CO2 emissions

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Results from EU project SARTRE

Results from Japanese project

JARI

Following truck

Lead truck


Main C-ITS actors working towards deployment ETSI TC ITS

– European Telecommunications Standards Institute Technical Committee on Intelligent Transport System

– Developed whole protocol stack including applications for vehicles CEN TC 278 WG18

– Develops applications for roadside part C2C-CC

– Consortium of OEMs, suppliers, universities– Pre-standardization – focus on vehicle side part– Certification

Amsterdam group – Consortium of road operators, OEMs, suppliers– Pre-standardization – focus on roadside part

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C-ITS protocol stack

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EN 302 663 – ITS-G5 TS 102 687 – DCC

TS 102 792 – Co-existence with CEN DSRC

EN 302 636-4-1 GeoNetworking media-independent

TS 302 636-4-1 GeoNetworking media-dependent

TS 102 636-5-1 Basic Transport Protocol

EN 302 637-2 CAM

EN 302 637-3 DENM

C-ITS applications

Harmonized EN 302 571 – frequency regulation


C2C-CC C2C-CC has developed a profile of all ETSI standards to

facilitate an interoperable system– Parametrizing ETSI standards

Triggering conditions have been developed for a set of applications (called day one applications) such as – Dangerous end of queue detection– Emergency electronic brake light– Stationary vehicle– Adverse weather condition – fog – Special vehicle warning– Etc.

Working on certification of the whole system

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Day one applications will warn the driver and driver must act upon the information.


Harmonized EN 302 571

Currently being revised within ETSI TC ERM TG37 (technical committee on electromagnetic compatibility)– It is revised due to stringent spectrum mask requirements (-65

dBm in the spurious domain) Defines spectrum mask, wanted and unwanted emission limits

etc., for the frequency band at 5.9 GHz allocated to road traffic safety (C-ITS)

Only legal document in Europe for putting C-ITS to the market Realizes what is written in the new Radio Equipment Directive

(RED)– Directive 2014/53/EU

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Harmonized EN 302 571

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Allowed output power 23 dBm/MHz, which translates to 33 dBm per 10 MHz channel.


Harmonized EN 302 571 cont’d

Also requires...

– Co-existence with CEN DSRC at 5.8 GHz (used for electronic road tolling based on radio frequency identification, RFID)

By normatively referring to ETSI TS 102 792 (currently being revised)

– Decentralized congestion control (DCC)

Algorithm for controlling the network load

By normatively referring to ETSI TS 102 687

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Normatively implies mandatory.


Why co-existence with CEN DSRC?

CEN DSRC is used for electronic toll collection (radio) at 5.795-5.815 GHz

C-ITS transmissions at 5.9 GHz can disturb the toll transaction

– Especially blocking the onboard unit of CEN DSRC

C-ITS vehicles need to reduce power to 10 dBm in the toll plaza and also reduce the duty cycle of CAMs (position messages)

Open issue is how the C-ITS equipped vehicles shall know when they are in a toll plaza or not

– CEN DSRC detector

– Geographical database containing all toll plaza positions

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Why DCC?

To avoid overloaded network

– Many vehicles within radio range can cause decreased reliability and increased delay adventuring road traffic safety applications

Selected medium access control (MAC) method stemming from 802.11p designed for low to moderate network loads

Ad hoc network topology

DCC for first C-ITS applications based on transmit rate control

– Control the number of packets injected to the network based on the current channel busy ratio (CBR)

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The US protocol stack versus the European approach

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WAVE = Wireless Access in the Vehicular Environment, SAE = Society of Automotive Engineer, BSM = Basic Safety Message, LLC = Logical Link Control,


COOPERATIVE ITS – FUTURE

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The Plan

https://www.youtube.com/watch?v=ur5ncncBkzA

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Automation Areas and Drivers for Automation Automation areas

– On-road automation– Automation in confined areas (e.g., quarry sites, harbours,

workyards) Drivers for automation

– Safety Reduces the number of accidents

– Environment Less jerky driving reduces CO2 emissions Heavy duty vehicles account for 17% of total CO2

emissions– Quality, productivity and cost

Increased road traffic efficiency increases efficiency of transport of goods and human

Reduced fuel consumption decreased costs

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Connected Automation

The marriage between automated vehicles using, e.g., already existing active safety systems and wireless communication

Using wireless communication (e.g., ITS-G5) as one of the inputs for controlling the vehicle without intervention by the driver

Example of applications

– Platooning

Increase road traffic efficiency and reduce fuel consumption

– Cooperative ACC

Damp shockwaves through the traffic

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Active Safety Systems in Production

Drivers need to act (information system)

– Lane Change Support (LCS)

– Lane Keeping Support (LKS)

Drivers do not need to act (vehicle can act automatically based on sensor input)

– Adaptive Cruise Control (ACC)

– Electronic Stability Program (ESP)

– Forward Collision Warning – Advanced Emergency Braking System (FCW-AEBS)

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Advanced Emergency Braking System

https://www.youtube.com/watch?v=ridS396W2BY

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Automation levels

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SAE J3016 ”Taxonomy and Definitions for Terms Related to On-Road Motor Vehicle Automated Driving Systems”

– Released January 2014

A major difference between level 2 and level 3

– Driver monitoring to system monitoring

SAE = Society of Automotive Engineers


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Deg

ree

of A

uton

omy

Time

Driverless predefined missions

Confined areas(e.g. workyard, harbour, construction sites)

Driver support

Machine Control

Remote Control

Remote Supervision

Driverless predefined routes

Connected autonomous vehicles and sites

Public roads

Highly automated driving, e.g., platooning

Connected automated vehicles

Partly automated driving, e.g., CACC

Scenario based automation of driving tasks, e.g, queue assist, low speed control maneuvers

Today: active safety and driver assistance

Connected Automation


Opportunities with Connected Automation

Automated vehicles need low-latency short-range communication such as ITS-G5 (IEEE 802.11p), otherwise, a much larger safety distance to other objects is needed for example

Better utilization of existing road infrastructure (less road traffic congestion)

– ACC requires a time headway of at least 2.8 sec to be stable

– Cooperative ACC using C-ITS can reduce this to at least 0.9 sec

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A string of vehicles is said to be stable if any disturbances introduced into the string is absorbed!


Functional Safety and ISO 26262

ISO 26262 ”Road vehicles – Functional safety”

Defines functional safety for automotive equipment applicable throughout the lifecycle of all automotive electronic and electrical safety-related systems

Automotive Safety Level Integrity Level (ASIL) expresses the risk reduction to prevent a specific hazard

– 4 ASIL levels

– Severity

– Exposure

– Controllable

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Wrap up

C-ITS at 5.9 GHz using IEEE 802.11p is essential for increasing road traffic safety and road traffic efficiency

– License-free (no subscription required)

C-ITS is the only enabler of platooning and CACC

In general, C-ITS is essential for automated vehicles to extend the information horizon beyond traditional sensor systems such as radar, cameras, etc, which are all line-of-sight technologies

C-ITS is closing the gap between long-range cellular communication and traditional sensor systems

C-ITS can be part of functional safety, cellular cannot be due to backbone connection

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Volvo Group Trucks Technology – Advanced Technology & ResearchKatrin Sjöberg40 2015-04-27

THANK YOU FOR LISTENING!

Katrin Sjöberg, Connected Vehicle Technology Specialist at Volvo GTT