1. Co-operative Systems for Road Safety “Smart Vehicles on Smart Roads”
SAFESPOT Integrated Project
Co-operative Systems for Road Safety
“Smart Vehicles on Smart Roads”
Giulio Vivo
Centro Ricerche Fiat
SP4 - SCOVA
Ljubljana, Slovenia 22 April 2008

2. Ljubljana, Slovenia 22 April 2008

3. sustainable deployment increased safety
The SAFESPOT CONCEPT
COOPERATIVE SYSTEMS FOR ROAD SAFETY: “SMART VEHICLES” ON “SMART ROADS”
INTELLIGENT VEHICLE
ADVANTAGES
INTELLIGENT ROAD
ADVANTAGES
INTEGRATED WITH
REDUCTION OF VEHICLE
SYSTEM COST AND COMPLEXITY
REDUCTION OF INFRASTRUCTURE
COST AND COMPLEXITY
INTELLIGENT
VEHICLE
INTELLIGENT
ROAD
sustainable deployment increased safety
Ljubljana, Slovenia 22 April 2008

4. The SAFESPOT CONCEPT: from the autonomous intelligent vehicle…
Ljubljana, Slovenia 22 April 2008

5. The SAFESPOT CONCEPT: … to intelligent Cooperative Systems
Ljubljana, Slovenia 22 April 2008

6. SAFESPOT Integrated Project Cooperative Systems for Road Safety
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 OPERATORS
SUPPLIERS
RESEARCH INSTITUTES
UNIVERSITIES
Promoted by: EUCAR
Timeframe: Feb – Jan. 2010
Overall Cost Budget : 38 M€
(European Commission funding 20.5M€)
IP coordinator : Roberto Brignolo
C.R.F. Centro Ricerche Fiat (Italy)
SAFESPOT Integrated Project
Cooperative Systems for Road Safety
“Smart Vehicles on Smart Roads”
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.
Ljubljana, Slovenia 22 April 2008

7. SAFESPOT Consortium
Ljubljana, Slovenia 22 April 2008

8. 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.
Ljubljana, Slovenia 22 April 2008

9. SAFESPOT TIME FRAME 2006 Requirements 2007 Specs&development 2008
Test sites in Europe:
France, Germany, Italy, Spain,
Sweden, the Netherlands
Technological
Proto&demo
Vehicles
Validation
On Test site
Requirements
2006
Requirements
2007
Specs&development
2008
Development&test
2009
Test&evaluation
Core architecture
requirement
Specifications
&architecture
Results’
Analysis
Applications
Integration
with CVIS
architecture
Ljubljana, Slovenia 22 April 2008

10. Actual phase  Early integration
Ljubljana, Slovenia 22 April 2008

11. DYNAMIC LOCAL COMMUNICATION NETWORK
SAFESPOT KEY TECHNOLOGICAL CHALLENGES – THE VANET
VEHICLE TO INFRASTRUCTURE (V2I)
INFRASTRUCTURE TO VEHICLE (I2V)
DYNAMIC LOCAL COMMUNICATION NETWORK
the communication enables the cooperation among intelligent vehicles and intelligent roads to produce a breakthrough for road safety
VEHICLE TO VEHICLE (V2V)
Ljubljana, Slovenia 22 April 2008

12. SAFESPOT KEY TECHNOLOGICAL CHALLENGES
Reliable, fast, secure, potentially low cost protocols for local V2V and V2I
communication
Candidate radio technology: IEEE p
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
Ljubljana, Slovenia 22 April 2008

13. ACCURATE POSITIONING
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
ALGORITHMS
DGPS
Vehicle sensors’ data
Landmarks
Other vehicles’ positions
DATA FUSION
ALGORITHMS
DGPS
Vehicle sensors’ data
Landmarks
Other vehicles’ positions
Ljubljana, Slovenia 22 April 2008

14. LOCAL DYNAMIC MAPS
Vehicles in queue
Aim: to represent the vehicle’s surroundings with all static and dynamic safety-relevant elements
Signalling phases
Ego Vehicle – speed, position, status, etc
Output of cooperative
sensing/processing
Map from provider
Slippery road surface (ice)
Temporary regional info
Tunnel !
Landmarks for
referencing
Fog bank
Accident (just occurred)
Current concept to be refined during the project
Ljubljana, Slovenia 22 April 2008

15. SP4 – SCOVA – Vehicle centered applications
Ljubljana, Slovenia 22 April 2008

16. Ljubljana, Slovenia 22 April 2008

17. SP4 – SCOVA – Communication constraints
Ljubljana, Slovenia 22 April 2008

18. SP4 – SCOVA – Communication constraints
Control channel usage limits (US WAVE p)
rOBU = 3 Mbit/s * 580 μs / 750 ms = 2320 bit/s
rRSU = 3 Mbit/s * 750 μs / 100 ms = bit/s
Applicative models where “actor a ask actor b for…”
can not be adopted due to the implications related
to the poor usage of the communication channel.
Ljubljana, Slovenia 22 April 2008

19. 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.
Ljubljana, Slovenia 22 April 2008

20. 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.
Ljubljana, Slovenia 22 April 2008

21. Ljubljana, Slovenia 22 April 2008

22. 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

23. An Application Manager, running on the primary actor;
At the end, four applicative tasks are running in order to support the cooperative applications:
An Application Manager, running on the primary actor;
A Driver Assistance Application, running on the primary actor;
A Message Manager, running on each secondary actor;
A Cooperative Assistance Application, running on the secondary actors.
Application Manager +
Driver Assistance Application
Message Manager +
Cooperative Assistance Application
Ljubljana, Slovenia 22 April 2008

24. Conclusions 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.
Ljubljana, Slovenia 22 April 2008

25. REFERENCES IP web site www.safespot-eu.org
IP Coordinator Roberto Brignolo, Centro Ricerche Fiat
Tel
Core Group Centro Ricerche Fiat, Renault, Volvo, DaimlerChrysler,
Magneti Marelli, Bosch, COFIROUTE, ANAS, TNO
Sub-Projects Leaders
SP1 – SAFEPROBE Christian Zott, Robert Bosch GmbH,
SP2 – INFRASENS Angela Spence, MIZAR Automazione,
SP3 – SINTECH Achim Brakemeier, DaimlerChrysler,
SP4 – SCOVA Giulio Vivo, Centro Ricerche Fiat,
SP5 – COSSIB Guy Fremont, Cofiroute,
SP6 – BLADE Han Zwijnenberg, TNO,
SP7 – SCORE Abdelkader Mokaddem, Renault,
Quality&Dissemination, Angelos Amditis, ICCS,
Ljubljana, Slovenia 22 April 2008