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...
Katrin Sjöberg
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Katrin Sjöberg
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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 Trucks
UD TrucksVolvo Trucks Renault Trucks
Volvo Buses
Nova Buses
UD Buses
Prevost
Eicher JVDFCV JV
Sunwin JV
Volvo CE
SDLG JV
Volvo 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 were
funded 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 PROMETHEUS
promoted 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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DegreeofAutonomy
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
Katrin Sjöberg
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Katrin Sjöberg
40 2015-04-27
THANK YOU FOR LISTENING!
Katrin Sjöberg, Connected Vehicle Technology Specialist at Volvo GTT

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

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