Vehicular Communication System

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VEHICULAR

COMMUNICATION SYSTEM

Submitted by

Nupur Goel2K10/EC/096

Nitish Sood

2K10/EC/095ACKNOWLEDGEMENT


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We Nitish Sood and Nupur Goel of D2 group, ECE (2nd year)

students thankfully acknowledge the valuable contribution ofDR.

MALTI BANSAL in completing our digital electronics projectand all the exercises and activities for accomplishment of the

project. She was always ready to help us in solving all the

problems that occurred while making this project.

Thanking You

Nupur Goel

2K10/EC/096

Nitish Sood

2K10/EC/095

DELHI TECHNOLOGICAL UNIVERSITY

BONAFIDE CERTIFICATE


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Certified that this seminar report Vehicular Communication

Systems is the bonafide work of Nitish Sood and Nupur Goel

who carried out the project work under my supervision in thedigital electronics laboratory and completed the project to my full

satisfaction.

SIGNATURE

Dr. Malti Bansal

Index

1. Acknowledgement

2. Certificate

3. Abstract


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4. Introduction

5. Motivation6. Development

7. Vehicle to vehicle communication system8. Intelligent speed adaptation

9. Autonomous cruise control

10. Electronic brake force distribution

11. Pre crash system

12. Driver Drowsiness Detection

13. Advanced Front Lightning System

14. Night vision15. E-call

16. Applications

17. Future scope18. Bibliography

Abstract

Vehicular communication system is a key part of intelligenttransportation system (ITS) while vehicle safety communication

(VSC) is a major target of vehicular communication. The use of

radio frequency identification (RFID) system for vehicular

communication has been proposed for pedestrian-safety. In this,

an extended RFID system and infrastructure for vehicle safety

communication through co-operative routing of information on

vehicles sudden motion and direction changes and warning

messages for post-accident scenarios is proposed. It also providesa demonstration on the structure of warning codes and flow of


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information within the system and the vehicular ad-hoc network

(VANET) for the vehicle safety. This also includes the simulation

results for line-of-sight (LOS) communication and a special non-

line-of-sight communication (NLOS) to observe the co-operative

distance covered by co-operative routing and the related bit error

rates (BER). Doppler shift effect is also considered in the

simulation.

IntroductionVehicular Communication Systems are an emerging

type ofnetworks in which vehicles and roadside units are

the communicating nodes; providing each other with

information, such as safety warnings and traffic

information. As a cooperative approach, vehicular

communication systems can be more effective in

avoiding accidents and traffic congestions than if each

vehicle tries to solve these problems individually.

Generally vehicular networks are considered to contain

two types of nodes; vehicles and roadside stations. Both

are Dedicated Short Range Communications (DSRC)

devices. DSRC works in 5.9 GHz band with bandwidth

of 75 MHz and approximate range of 1000m. The

network should support both private data

communications and public (mainly safety)

communications but higher priority is given to public


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communications. Vehicular communications is usually

developed as a part ofIntelligent Transport

Systems (ITS). ITS seeks to achieve safety and

productivity through intelligent transportation whichintegrates communication between mobile and fixed

nodes. To this end ITS heavily relies on wired and

wireless communications.
http://en.wikipedia.org/wiki/Intelligent_Transport_Systemshttp://en.wikipedia.org/wiki/Intelligent_Transport_Systemshttp://en.wikipedia.org/wiki/Intelligent_Transport_Systemshttp://en.wikipedia.org/wiki/Intelligent_Transport_Systems


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MotivationThe main motivation for vehicular communicationsystems is safety and eliminating the excessive cost of

traffic collisions. According to World Health

Organizations (WHO), road accidents annually cause

approximately 1.2 million deaths worldwide; one fourth

of all deaths caused by injury. Also about 50 million

persons are injured in traffic accidents. If preventive

measures are not taken road death is likely to become the

third-leading cause of death in 2020 from ninth place in

1990.

However the deaths caused by car crashes are in

principle avoidable. US Department of Transport states

that 21,000 of the annual 43,000 road accident deaths in

the US are caused by roadway departures and

intersection-related incidents. This number can be

significantly lowered by deploying local warningsystems through vehicular communications. Departing

vehicles can inform other vehicles that they intend to

depart the highway and arriving cars at intersections can

send warning messages to other cars traversing that

intersection. Studies show that in Western Europe a mere

5 km/h decrease in average vehicle speeds could result in

25% decrease in deaths. Policing speed limits will be

notably easier and more efficient using communicationtechnologies.

Although the main advantage of vehicular networks is

safety improvements, there are several other benefits.

Vehicular networks can help in avoiding congestion and

finding better routes by processing real time data. This in

return saves both time and fuel and has significant

economic advantages.


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According to statistics from World Health Organization(WHO), approximately 1.2 million people die in road

accidents annually.

Major Sufferers of Road Accidents


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The main objective of vehicular communication systems

is to prevent traffic collision and thus provide safety. Itharnesses the power of collaborative approach to solvethe problem of congestion and accidents. Due to

reduction of accidents and traffic, a significant amount of

CO2 emission is reduced thus improving the

environment. Apart for providing safety, the vehicle-to-

vehicle communication system can also be used for

effective traffic management, driver assistance, policingand enforcement, route and direction optimization,

information related to travel, and automated highways.

Vehicular communication systems also lead to green

world. When accidents and traffic is reduced, it decreasesCO2 emissions.

Development


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Vehicular communications is mainly motivated by the

desire to implement Intelligent Transport Systems (ITS)

because of their key benefits in safety and traveling ease.

Several ITS institutions operate around the world tobring ITS concepts to real world. In the United States

one of the main players is U.S. Department of

Transportation (USDoT). The federal DoT promotes ITS

through investment in potentially high payoff initiatives.

One of these major initiatives, Vehicle Infrastructure

Integration (VII), seeks to increase safety by providing

vehicle to vehicle and vehicle to roadside unitscommunications through Dedicated Short Range

Communications (DSRC).

Intelligent Transportation Society of America (ITSA),

which has members from many diverse areas including

private companies, universities, and governmental

agencies, aims to improve cooperation among public and

private sector organizations. ITSA summarizes itsmission statement as vision zero meaning its goal is toreduce the fatal accidents and delays as much as possible.

Many universities are pursuing research and

development of vehicular ad hoc networks. For

example, University of California, Berkeley is

participating in California Partners for Advanced Transit

and Highways (PATH),[5]

along with several otheruniversities in California and elsewhere such

as Stanford, UCLA, MIT, Texas A&M etc.

Car manufacturers and communication corporations arealso investing in vehicular communications; among them

are Kapsch, General Motors, Daimler Chrysler, Ford

Motor
http://en.wikipedia.org/wiki/Vehicular_communication_systems#cite_note-4http://en.wikipedia.org/wiki/Vehicular_communication_systems#cite_note-4


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Company, Siemens, Honda, Toyota, BMW, Mercedes-

Benz and Mark IV.

Integrated automobile devices like On Star have begun to

make a presence on U.S. markets, with automobilemanufacturers like GM offering them as options on their

vehicles. Third party companies use these devices to

offer services such as directions and emergency

assistance to their customers. Although these devicesmay add an extra level of safety and peace of mind, they

do not offer drivers the freedom to communicate with

each other.

Vehicle to VehicleCommunication


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V2V (short for vehicle to vehicle) is an automobile

technology designed to allow automobiles to talk to

each other. The systems will use a region of the 5.9 GHz

band set aside by the United States Congress in 1999, theunlicensed frequency also used by Wifi.

V2V is currently in active development by General

Motors, which demonstrated the system in 2006 using

Cadillac vehicles. Other automakers working on V2V

include BMW, Daimler, Honda, Mercedes and Volvo.


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Technical SpecificationsTwo categories of draft standards provide outlines for

vehicular networks. These standards constitute a

category ofIEEE standards for a special mode of


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operation of IEEE 802.11 for vehicular networks

called Wireless Access in Vehicular

Environments (WAVE). 802.11p is an extension to

802.11 Wireless LAN medium access layer (MAC)andphysical layer (PHY) specification. As of November

2006 Draft 1.3 of this standard is approved. 802.11p aims

to provide specifications needed for MAC and PHY

layers for specific needs of vehicular networks. IEEE

1609 is a family of standards which deals with issues

such as management and security of the network:

1609.1 Resource Manager: This standard provides

a resource manager for WAVE, allowing

communication between remote applications and

vehicles.

1609.2 Security Services for Applications and

Management Messages

1609.3 Networking Services: This standard

addresses network layer issues in WAVE.

1609.4 Multi-channel Operation: This standard

deals with communications through multiple channels.

The current state of these standards is trial-use. A

vehicular communication networks which complies with

the above standards supports both vehicular on-board

units (OBU) and roadside units (RSU). RSU acts similarto a wireless LAN access point and can provide

communications with infrastructure. Also, if required,

RSU must be able to allocate channels to OBU. There is

a third type of communicating nodes called Public Safety

OBU (PSOBU) which is a vehicle with capabilities ofproviding services normally offered by RSU. These units

are mainly utilized in police cars, fire trucks, andambulances in emergency situations.


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As mentioned before DSRC provides several channels

(seven 10 MHz channels in North America) for

communications. Standards divide the channels into two

categories: a control channel and service channels.Control channel is reserved for broadcasting and

coordinating communications which generally takes

place in other channels. Although DSRC devices are

allowed to switch to a service channel, they must

continuously monitor the control channel. There is no

scanning and association as there is in normal 802.11.

All such operations are done via a beacon sent by RSU inthe control channel. While OBU and RSU are allowed to

broadcast messages in the control channels, only RSU

can send beacon messages.

In North America DSRC devices operate over seven

10 MHz channels. Two of the channels are used solely

for public safety applications which mean that they can

only be used for communications of message with acertain priority or higher.

Although 802.11p and 1609 drafts specify baselines for

developing vehicular networks, many issues are not

addressed yet and more research is required.

Intelligent Speed AdaptationIntelligent Speed Adaptation (ISA), also known as

Intelligent Speed Assistance, is any system that

constantly monitors vehicle speed and the local speed

limit on a road and implements an action when the

vehicle is detected to be exceeding the speed limit. This


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can be done through an advisory system, where the

driver is warned, or through an intervention system

where the driving systems of the vehicle are controlled

automatically to reduce the vehicles speed.Intelligent speed adaptation uses information about the

road on which the vehicle travels to make decisions

about what the correct speed should be. This information

can be obtained through use of a digital mapsincorporating roadway coordinates as well as data on the

speed zoning for that roadway at that location, through

general speed zoning information for a definedgeographical area (e.g., an urban area which has a single

defined speed limit), or through feature recognition

technology that detects and interprets speed limit

signage. ISA systems are designed to detect and alert a

driver when a vehicle has entered a new speed zone,

when variable speed zones are in force (e.g., variable

speed limits in school zones that apply at certain times ofthe day and only on certain days), and when temporaryspeed zones are imposed (such as speed limit changes in

adverse weather or during traffic congestion, at accident

scenes, or near road works). Many ISA systems will also

provide information about locations where hazards may

occur (e.g., in high pedestrian movement areas, railway

level crossings or railroad grade crossings, schools,hospitals, etc.) or where enforcement actions is indicated

(e.g., speed camera and red light camera locations). The

purpose of ISA is to assist the driver in keeping to the

lawful speed limit at all times, particularly as they passthrough different speed zones. This is particularly

useful when drivers are in unfamiliar areas or when they

pass through areas where variable speed limits are used.


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Research has found that that, in urban areas, the risk of a

casualty crash is doubled for each 5 km/h over the limit.

So traveling at 70 km/h in a 60 km/h zone quadruples the

risk of a crash in which someone is hospitalized. As aresult, it is estimated that about 10% of casualties could

be prevented if the large group of motorists who

routinely travel at up to 10 km/h over the limit were

encouraged to obey the speed limits. About 20% of

casualties could be prevented if all vehicles complied

with the speed limits. Savings in fatal crashes would be

larger.Minor speeding therefore makes up a large proportion

of preventable road trauma. It is difficult for enforcement

methods alone to have an effect on this minor speeding.

An added problem is that even motorists who want to

obey the speed limits (to keep their life, license or

livelihood) have difficulty doing so in modern cars on

city roads. This is where an ISA system comes into itsown.

There are four types of technology currently available for

determining local speed limits on a road and determining

the speed of the vehicle. These are:

GPS

Radio Beacons Optical recognition

Dead Reckoning

Global Positioning System (GPS) Receiver based

systems

GPS is based on a network of satellites that constantly

transmit radio signals. GPS receivers pick up these

transmissions and compare the signals from several


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satellites in order to pinpoint the receivers location to

within a few meters. This is done by comparing the time

at which the signal was sent from the satellite to when it

was picked up by the receiver. Because the orbital pathsof the satellites are known very accurately, the receiver

can perform a calculation based on its distance to several

of the orbiting satellites and therefore obtain its position.

There are currently 24 satellites making up the GPS

network, and their orbits are configured so that a

minimum of five satellites are available at any one time

for terrestrial users. Four satellites is the minimumnumber of satellites required to determine a precise

three-dimensional position.

The popularity of GPS in current ISA and in car

navigation systems may give the impression that GPS is

flawless, but this is not the case. GPS is subject to a

number of fundamental problems. Many of these

problems relate to the accuracy of the determinedposition. The receiver still gets the signal from thesatellites, but due to satellites ephemeris uncertainties,

propagation errors, timing errors, multiple signal

propagation path, and receiver noises, the position given

can be inaccurate. Usually these inaccuracies are small

and range from five to ten meters for most systems, but

they can be up to hundreds of meters. In most situationsthis may not matter, but these inaccuracies can be

important in circumstances where a high speed road is

located immediately adjacent to roads with much lower

speed limits (e.g., residential streets). Furthermore,because GPS relies upon a signal transmitted from a

satellite in orbit, it does not function when the receiver is

underground or in a tunnel, and the signal can become

weak if tall buildings, trees, or heavy clouds come


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between the receiver and the satellites. Current

improvements being made to the GPS satellite network

will help to increase GPS reliability and accuracy in the

future but will not completely overcome the fundamentalshortcomings of GPS. In order to be used for ISA

systems, GPS must be linked to a detailed digital map

containing information such as local speed limits and the

location of known variable speed zones, e.g., schools.

Advanced digital maps have the capacity for real-time

updating to include information on areas where speed

limits should be reduced due to adverse weatherconditions or around accident scenes and road works.

Radio beacons

Roadside radio beacons, or bollards, work by

transmitting data to a receiver in the car. The beacons

constantly transmit data that the car-mounted receiver

picks up as it passes each beacon. This data could

include local speed limits, school zones, variable speedlimits, or traffic warnings. If sufficient numbers of

beacons were used and were placed at regular intervals,

they could calculate vehicle speed based on how many

beacons the vehicle passed per second. Beacons could be

placed in/on speed signs, telegraph poles, other roadsidefixtures, or in the road itself. Mobile beacons could be

deployed in order to override fixed beacons for usearound accident scenes, during poor weather, or during

special events. Beacons could be linked to a main

computer so that quick changes could be made.

The use of radio beacons is common when ISA systems

are used to control vehicle speeds in off road situations,

such as factory sites, logistics and storage centers, etc.,

where occupational health and safety requirements mean


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that very low vehicle speeds are required in the vicinity

of workers and in situations of limited or obscured

visibility.

Optical recognition systems

So far, this technology has been focused solely on

recognizing speed signs. However, other roadside

objects, such as the reflective cats eyes that divide

lanes could possibly be used. This system requires the

vehicle to pass a speed sign or similar indicator and for

data about the sign or indicator to be registered by a

scanner or a camera system. As the system recognizes asign, the speed limit data is obtained and compared to thevehicles speed. The system would use the speed limit

from the last sign passed until it detects and recognizes a

speed sign with a different limit. If speed signs are not

present, the system does not function. This is a particular

problem when exiting a side road onto a main road, as

the vehicle may not pass a speed sign for some distance.Dead reckoning

Dead reckoning (DR) uses a mechanical system linked to

the vehicles driving assembly in order to predict thepath taken by the vehicle. By measuring the rotation of

the road wheels over time, a fairly precise estimation of

the vehicles speed and distance traveled can be made.

Dead reckoning requires the vehicle to begin at a known,

fixed point. Then, by combining speed and distance data

with factors such as the angle of the steering wheel and

feedback from specialized sensors (e.g., accelerometers,

flux gate compass, gyroscope) it can plot the path taken

by the vehicle. By overlaying this path onto a digital

map, the DR system knows approximately where the

vehicle is, what the local speed limit is, and the speed at


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which the vehicle is traveling. The system can then use

information provided by the digital map to warn of

upcoming hazards or points of interest and to provide

warnings if the speed limit is exceeded. Some top-endGPS-based navigation systems currently on the market

use dead reckoning as a backup system in case the GPS

signal is lost. Dead reckoning is prone to cumulative

measurement errors such as variations between the

assumed circumference of the tyres compared to the

actual dimension (which is used to calculate vehicle

speed and distance traveled). These variations in the tyrecircumference can be due to wear or variations in tyre

pressure due to variations in speed, payload, or ambient

temperature. Other measurement errors are accumulatedwhen the vehicle navigates gradual curves that inertial

sensors (e.g., gyroscopes and/or accelerometers) are not

sensitive enough to detect or due to electromagnetic

influences on magnetic flux compasses (e.g., from

passing underpower lines or when traveling across

a steel bridge) and through underpasses and road tunnels.

Autonomous Cruise ControlAutonomous cruise controlis an optional cruise

control system for road vehicles. It makes no use of

satellite or roadside infrastructure or of

any cooperative support from other vehicles. Hence

control is imposed based on sensor information from on-

board sensors only. The extension to cooperative cruise

control requires either fixed infrastructure as with

satellites, roadside beacons or mobile infrastructures as

reflectors or transmitters on the back of other vehicles

ahead.


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Such systems go under many different trade

names according to the manufacturer. These systems use

either a radar or laser sensor setup allowing the vehicle to

slow when approaching another vehicle ahead andaccelerate again to the preset speed when traffic allows

example video. ACC technology is widely regarded as

a key component of any future generations ofintelligent

cars. The impact is equally on driver safety as on

economizing capacity of roads.

Here the red car is automatically following the blue car

Laser-based ACC systems do not detect and track

vehicles in adverse weather conditions or do they reliably

track extremely dirty (non-reflective) vehicles. Laser-

based sensors must be exposed, the sensor (a fairly largeblack box) is typically found in the lower grille offset to

one side of the vehicle.Radar-based sensors can be hidden behind plastic

fascias; however, the fascias may look different from a

vehicle without the feature. For example, Mercedespackages the radar behind the upper grille in the center,

and behind a solid plastic panel that has painted slats to

simulate the look of the rest of the grille.


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Single radar systems are the most common. Systems

involving multiple sensors use either two similar

hardware sensors like the 2010 Audi A8 or the 2010

Volkswagen Touring, or central long range radar coupledwith two short radar sensors placed on the corners of the

vehicle like the BMW 5 and 6 series.

Electronic Brake ForceDistribution

Electronic brake force distribution is anautomobile brake technology that automatically varies

the amount offorce applied to each of a vehicles brakes,

based on road conditions, speed, loading, etc. Always

coupled with anti-lock braking systems, EBD can apply

more or less braking pressure to each wheel in order to

maximize stopping power whilst maintaining vehicular

control. Typically, the front end carries the most weight

and EBD distributes less braking pressure to the rearbrakes so the rear brakes do not lock up and cause a skid.

In some systems, EBD distributes more braking pressure

at the rear brakes during initial brake application before

the effects of weight transfer become apparent.

Under heavy braking, vehicle wheels may lock-up.

The anti-lock braking system (ABS) monitors wheel

speeds and releases pressure on individual wheel brakelines, rapidly pulsing individual brakes to prevent lock-

up. During heavy braking, preventing wheel lock-up

helps the driver maintain steering control. Modern ABShas an individual brake line for each of the four wheels,

enabling different braking pressure on different road

surfaces. For example, less braking pressure is needed to

lock a wheel on ice than a wheel which is on bare


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asphalt. If the left wheels are on asphalt and the right

wheels are on ice, during an emergency stop, ABS

detects the right wheels about to lock and reduces

braking force on the right wheels, helping to avoid lock-up and loss of vehicle control.

Pre Crash SystemA pre-crash system is an automobile safety system

designed to reduce the severity of an accident. Most

are also known as forward collision warning systemswhich use radar and sometimes laser sensors to detect

an imminent crash. Depending on the system they may

warn the driver, pre charge the brakes, Inflates seats

for extra support, moves the passenger seat to a better

position, folds up the rear head rest for whip lash,

retract the seat belts removing excess slack and

automatically apply partial or full braking to minimizethe crash severity.

Driver Drowsiness DetectionTechniques for Detecting Drowsy Drivers

Possible techniques for detecting drowsiness in driverscan be generally divided into the following categories:

sensing of physiological characteristics, sensing of driveroperation, sensing of vehicle response, monitoring the

response of driver.

Monitoring Physiological Characteristics

Among these methods, the techniques that are best,

based on accuracy are the ones based on human

physiological phenomena. This technique is implemented

in two ways:


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o Measuring changes in physiological signals, such as

brain waves, heart rate, and eye blinking; and

o Measuring physical changes such as sagging

posture, leaning of the drivers head and theopen/closed states of the eyes.

Advanced Front LightningSystem

There has been a recent resurgence in interest in the

idea of moving or optimizing the headlight beam in

response not only to vehicular steering and suspension

dynamics, but also to ambient weather and visibility

conditions, vehicle speed, and road curvature and

contour

A typical system measures steering angle and vehicle

speed to swivel the headlamps. The most advanced

AFS systems use GPS signals to anticipate changes in

road curvature, rather than simply reacting to them.

Night VisionCar Headlights are a narrow pencil-beam of lightintended to look down the road a given distance .They

cant illuminate the entire scene ahead without

blinding oncoming drivers, Sometimes this means you

cannot see threats or obstacles on the road while

driving at night .Further some when cars coming at the

driver, the driver somewhat blinded by the lights for

a moment the driver cannot see the road edge as well

and the driver may barely miss a pedestrian.

Night Vision system Uses infrared Energy as a flood

light because it cannot be seen by the human eye andthus its not a problem for other drivers .Since it

cannot be seen by the driver either special camera


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picks up the infra-red light and converts it to visible

light on a dashboard display.

E-CallThe in-vehicle e-call is an emergency call generated

either manually by the vehicle occupants orautomatically via activation of in-vehicle sensors after

an accident. When activated, the in-vehicle e Call

device will establish an emergency call carrying both

voice and data directly to the most appropriateemergency response service, normally a 112 Public

Safety Answering Point (PSAP). The voice call

enables the vehicle occupants to communicate with the

trained PSAP operator. At the same time, a minimum

set of data is sent to the PSAP operator containing

information about the incident including time, precise

location, the direction the vehicle was traveling andvehicle identification.

The use of e-call has been estimated to decrease the

number of severe road injuries and fatalities by 5-15%


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ApplicationsVehicular communication networks will provide a wide

range of applications with different characteristics. As

these networks have not yet been implemented, a list of

such applications is speculative and apt to change in the

future (However safety, which is the main purpose of

these networks, will most probably remain the most

important applications). Furthermore some of these

applications require technologies that are not available

now. Ultimately we would like to delegate the full

handling control of our cars to the vehicles themselves;somewhat similar to autopilot. The classifications of

applications are not unique and many institutions

involved in intelligent transportation systems propose

their own set of applications and classifications. We

classify the possible applications in the following

categories:

Safety

Providing safety is the primary objective of vehicular

communication networks. Vehicles who discover animminent danger such as an obstacle inform others.

Electronic sensors in each car can detect abrupt changes

in path or speed and send an appropriate message to

neighbors. Vehicles can notify close vehicles of the

direction they are taking so the drivers can make better

decisions; a more advanced version of turn signals. In

more advanced systems, at intersections the system can

decide which vehicle has the right to pass first and alert

all the drivers. Some of the immediate applications are:

Warnings on entering intersections.

Warnings on departing the highways


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Obstacle discovery

Sudden halts warnings

Reporting accidents

Lane change warnings

Traffic management

Traffic management is utilized by authorities to

ease traffic flow and provide a real time response to

congestions. Authorities may change traffic rules

according to a specific situation such as hot pursuits and

bad weather. Applications include:

Variable speed limits

Adaptable traffic lights

Automated traffic intersection control

Accommodating ambulances, fire trucks, and police

cars

Driver assistance systems

Roadside units can provide drivers with information

which help them in controlling the vehicle. Even in the

absence of RSU, small transmitters may be able to issue

warnings such as bridge or tunnel height or gate width:

Parking a vehicle

Cruise control Lane keeping assistance

Road sign recognition

Policing and enforcement

Police can use vehicular communications in several

ways:

Surveillance


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Speed limit warnings

Restricted entries

Pull-over commands

Pricing and payments

Electronic payment results in convenient payments and

avoiding congestions caused by toll collection and makes

pricing more manageable. For instance tolls can be

variable for weekdays and weekends and during rush

hours:

Toll collecting

Parking payments

Direction and route optimization

For reaching a destination there are usually many

different routes. By collecting relevant information

system can find the best paths in terms of travel time,

expenses (such as toll and fuel)

Travel-related information

In an unfamiliar town drivers may be assisted to find

relevant information about available services:

Maps

Business locations

Car services

Gas stations

General information services

As with many other communication networks, vehicular

networks can be used to obtain various content andservices (not directly related to traveling). In this respect

there are numerous applications. In the case that wireless


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vehicular networks are integrated to the Internet, which

is very likely, virtually every application that is currently

used in the Internet will find its way to vehicular

networks as well. However applications with lowerbandwidth requirements are likely to become widespread

sooner. Some applications can be:

Web surfing

File downloads

Email

Gaming

Automated highways

Automated highway is not yet realizable but nevertheless

is an important application. In these highways thevehicles are able to cruise without help of their drivers.

This is done by cooperation between vehicles. For

example each vehicle knows the speed and direction of

travel of its neighboring vehicles through communicationwith them. The status is updated frequently; therefore

each vehicle can predict the future up to some necessary

time and is able to make appropriate decisions in

appropriate time. Because automated highways are not

limited by human response time, much higher speeds

will be possible. This application is virtually impossible

without utilizing vehicular networks.

Future Scope

While state DOT work to improve the infrastructure that

exists today, the future will bring tremendous innovation

in the areas of Intelligent Transportation Systems (ITS)

and Vehicle Infrastructure Integration (VII) that will

change the way we drive.


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AASHTO, U.S. DOT, and the automobile industry have

been working cooperatively to advance promising

technologies in both the public and private sectors to

help prevent crashes as well as to mitigate theconsequences of crash that do occur. In addition,

cooperative efforts between automobile manufacturers

and the public operational agencies are seeking ways to

prevent intersection collisions and warn drivers of

potentially hazardous conditions.

Efforts in the automobile industry are bringing 360-

degree awareness to motor vehicles. This awareness will

deliver information to the driver regarding vehicles in

blind spot locations for lane changing. Vehicles

approaching intersections will be made aware of vehicles

approaching from other directions and estimates ofvehicles trajectories will be made available as warnings

when appropriate.

Nissan's "Safety Shield" Concept applies a zone-of-safety approach for driver protection.

Nissan has laid out a zone-of-safety approach called the

Safety Shield, which seeks to maintain safe driving,return vehicles to safe driving when necessary, and


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reduce injuries in crashes. Other manufacturers are

following similar practices. Some of the technologies

being made available in each of these areas include the

following:

Maintain safe drivingthrough such technologies aslane-departure warnings, blind spot warnings, and

adaptive cruise control. Providing information on

road conditions ahead such as icy roads will also

contribute to safer driving.

Return vehicle to safe drivingthrough lane-

departure warnings and electronic vehicle stability

control.

Reduce injuries in crashes through seat belt

tightening and automatic braking, as well as post-

crash automated collision notification to emergencyresponders.

Driver using vehicle stability control over icy roadway

and

broadcasting message to nearby vehicles demonstrates

thesafety potential of ITS applications. Source: BMW.


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Lane-departure warning system showing camera tracking

lane markings is an ITS safety application.

BMW is also actively developing safety applications,

including night vision, to enhance driver awareness of

pedestrians and animals on the road that are outside the

range of normal vision.

Cooperative efforts between the U.S. DOT, the

automobile manufacturers, and the state transportation

agencies include exploring a group of safety applicationsthat prepare to reduce or even eliminate crashes. These

applications include the following:

Traffic Signal Violation Warning: This application

calls for VII-equipped traffic signals to broadcast

their phase status (i.e., red, yellow, or green) to all

VII-equipped vehicles approaching the intersection.Processors within the vehicle can use the signal


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information, combined with the vehicle speed and

location, and the location and speed of nearby

vehicles, to warn the driver of a potentially

dangerous situation. Stop Sign Violation Warning: In this application, a

high-speed roadside communication device

broadcasts the precise location of stop signs to

surrounding vehicles. Like the traffic signal

violation warning application, processors on the

vehicle can use this information, combined with the

vehicle speed and location, to warn the driver of apotential stop sign violation.

Driver Assistance at Intersections: The VII system

has the potential to assist drivers with dangerousmaneuvers at intersections, such as making turns

onto a busy roadway. The system can help drivers

find an adequate gap between vehicles traveling

on the crossing facility to make a turn or cross the

roadway. This type of assistance is particularly

beneficial at high-speed rural intersections without

signals, and for drivers making left turns at signals

without a protected left-turn phase.

"Night Visions" dashboard feature illuminates potential

hazards.


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Curve Speed Warning: This application would

broadcast precise roadway geometry and road

condition information to vehicles approaching a

curve. The vehicle could then use this information,combined with an awareness of its own speed and

location, to warn the driver if he or she is

approaching the curve too fast.

Electronic Brake Warning: This application calls

for VII-equipped vehicles to immediately broadcast

a hard braking message whenever the vehicles

deceleration rate exceeds a pre-set limit. Other

vehicles in the vicinity receive this anonymous

message and, if appropriate, warn the driver that a

vehicle ahead is stopped or is decelerating quickly.This application will help prevent vehicle pile-ups

that sometimes occur when a vehicle in fast-moving

traffic suddenly makes a panic stop. In-Vehicle Signage: This application is focused on

broadcasting various warnings and signing

information to motorists at appropriate times and

locations. A VII-equipped vehicle can use this

information, combined with an awareness of its own

location, speed and heading, to display messages to

the driver. Examples of in-vehicle signage include:work zone warnings, speed limit warnings, vehicle

size or weight warnings, one-way street or no

entrance warnings, and numerous other

infrastructure signage.


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