V2 V V2 I Apps Come To Michigan Test Bed Article 9 1 11


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Connected Car technologies come to Michigan. Michigan is the place to come to test new connected car technologies, which is never more true than today! Over the last year we have seen a significant expansion of the connected vehicle test bed, called Michigan Development Test Environment (DTE) from the Novi area to Telegraph road for new Vehicle-to-Vehicle (V2V) and Vehicle-to-Infrastructure (V2I) applications.

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V2 V V2 I Apps Come To Michigan Test Bed Article 9 1 11

  1. 1. The  Connected  Vehicle  –  V2V  and  V2I  Imported  from   Michigan     A  White  Paper  by  Dave  McNamara,  Autotechinsider  LLC    Michigan is the place to cometo test new connected cartechnologies, which is nevermore true than today! Over thelast year we have seen asignificant expansion of theconnected vehicle test bed,called Michigan DevelopmentTest Environment (DTE) ifromthe Novi area to Telegraphroad for new Vehicle-to-Vehicle(V2V) and Vehicle-to-Infrastructure (V2I)applications. The Test Bed withroadside equipment (RSE) inOakland County, Michigan, iscentered in the cities of Novi,Farmington, Farmington Hills,and Livonia with expansion intoSouthfield. The RSE installationcovers 45 square miles,comprising 75 Center-Linemiles made up of 32 Interstate and Divided Highway and 43 Arterial miles. Anongoing Michigan expansion will cover an additional 6 Arterial Center-Lanemiles.New Active safety applications are now the focus of the vehicle and supplierResearch and Development. See the Ford YouTube video for an example of thenew collision avoidance applications possible when cars can talk to cars.ii NewV2I application are possible when intersections can talk to cars, such as warningyou that the traffic lights just stopped working, so you need to treat this busyintersection as a four way stop. Other V2I applications include a work zone alertthat lanes are blocked and emergency vehicle approaching notification so driverswill give it the right-of-way. As an example of new V2I applications, vehicles canknow when the light will change; you can be warned to slow down to stop in time.See the YouTube  Video that demonstrates how the signal phase, and timing ofthe traffic lights.iii Today you can come to the Telegraph Road portion of theV2V and V2I Technology Test Bed to experience these new applications. Anadditional 22 Road-Side Equipment (RSE) have been installed in contiguousintersections as shown below.www.autotechinsider.com     September  2,  2011  
  2. 2. The  Connected  Vehicle  –  V2V  and  V2I  Imported  from   Michigan     A  White  Paper  by  Dave  McNamara,  Autotechinsider  LLC    Source: U.S. Department of TransportationThese new applications provide the driver awareness of dangerous situationsahead of time so accidents can be avoided. We are quickly moving from passivesafety applications (e.g. airbags) that minimize the injury from a crash to moreproactive applications, which prevent crashes from happening in the first place.We should expect to see these new active safety applications in production carsand on the road in the 2013-2015 timeframe, mitigating or even avoidingcrashes. I will explain why in the author’s opinion sooner not later than 2015.Relative to new active safety apps, the use of wireless communications tocommunicate from car to car or to the roadside brings up new possibilities.Today, we benefit from autonomous radar and camera sensors on cars, namelyAdaptive Cruise Control (ACC) (e.g. longitudinal control) to cameras for lanekeeping (e.g. lateral control). Why do we need wireless communications for V2Vand V2I if we have these very capable sensors on-board? There are two basicreasons. First, existing Advanced Driver Assistance Systems (ADAS) can beimproved at very little additional cost. For example, ACC systems using V2V canwww.autotechinsider.com     September  2,  2011  
  3. 3. The  Connected  Vehicle  –  V2V  and  V2I  Imported  from   Michigan     A  White  Paper  by  Dave  McNamara,  Autotechinsider  LLC    know the weight and trajectory of the car ahead and the road condition andtherefore accurately calculate the stopping distances. The military for years hasemployed sophisticated “sensor fusion” to determine the exact nature of theenvironment or threat. Now this capability is affordable and available for our cars.Second, there is a whole suite of new active safety applications available throughwireless V2I and V2V as described in the referenced YouTube videos. Otherapplications include, okay-to-pass, numerous intersection safety related, andcurve speed warning to name a few, A favorite V2V application of mine isemergency vehicle approaching. My question when I hear the siren (if I hear thesiren) is what do I do exactly, how do I get out of the way, especially in amultilane highway?Once we recognize the significance of V2I/V2V applications and the importancerole in the next wave of new active safety applications, our next question is whatwireless technology should we use? Our typical reaction is that next generationof cellular wireless will enable these new safety apps, because 4G LTE is justaround the corner and faster is better. Upon reflection, there are significantfunctional and reliability requirements that cellular wireless may not meet. Manysafety applications require low latency (e.g. an air bag deployment decision is inthe low millisecond range) and deterministic communications, meaning it’sdifficult to envision sharing critical bandwidth with other applications. Imaginesharing bandwidth between a YouTube video download and a curve speedwarning. The auto industry has understood this problem for years and has useddifferent/dedicated networks on cars to segment the critical safety apps fromentertainment. In the same way, cellular will have an important role in providingmobility information, such as traffic data.The United States Department of Transportation (USDOT) and specifically theNational Transportation Safety and Highway Administration, (NTSHA) declaredDedicated Short Range Communications (DSRC) as the wireless technology ofchoice for new V2V and V2I applications that require low latency, urgent andlocal (short-range) in nature. "We envision connected vehicle technology as aplatform to save many lives on Americas roads, and foster innovations weve yetto imagine - a game-changer for vehicle safety," said National Highway TrafficSafety Administration (NHTSA) Administrator David Strickland.1 NHTSA hasdeclared in several public forums (“workshops” around the US) that they willbegin the process to initiate a regulatory decision in 2013, a decision on whetherto require inclusion of these new technologies and applications in new vehicles.Many expect that the New Car Assessment Program (NCAP) will be the tool to                                                                                                                1  USDOT  Press  Release  -­‐  ttp://www.rita.dot.gov/press_room/press_releases/rita_005_11/html/rita_005_11.html  www.autotechinsider.com     September  2,  2011  
  4. 4. The  Connected  Vehicle  –  V2V  and  V2I  Imported  from   Michigan     A  White  Paper  by  Dave  McNamara,  Autotechinsider  LLC    facilitate compliance that is new cars will get the 5th star if they employ this newactive safety technology.What is so special about DSRC and why not concentrate on using commercialcellular, especially 4G when it eventually comes? DSRC (802.11p) operatessimilar to WiFi (802.11x) but in the 5.9 GHz band regulated by the FederalCommunications Commission. David Strickland reminded us at the well-attendedTelematics Update Detroit conference this June 2011 just this; "Im just puttingeveryone on notice. A car is not a mobile device. Im not in the business ofhelping people tweet better. Im not in the business of helping people post onFacebook better." Cellular was designed to help people communicate betteracross large geographical areas and communities; with Twitter as a popularsocial app. DSRC as shown was designed with a different mission. It is wellsuited for urgent and local safety messages and compliments cellularcommunications. It’s a wide area LAN technology and DSRC is a local safetyLAN. They can work together to provide seamless information. Cellular can tellyou that traffic is blocked for miles ahead and DSRC that the car immediatelyahead of you just initiated an emergency panic stop!What does the future hold and where are we going? The important and firstobservation is that the USDOT is committed to a national infrastructure that willemerge as connected regions of DSRC to enabled V2V and V2I applications.The infrastructure as shown in the diagram below will have interoperablecomponents, specifically the RSEs with a variety of on-board equipmentsolutions, OEM installed and aftermarket. I expect eventually every state DOTwill create test beds, which will expand and be integrated nationally from theviewpoint of data sharing.The existing test beds, of which Michigan is largest, include Palo Alto, California,Mclean, Virginia, Orlando, Florida, the site of the 2011 Intelligent TransportationSystems World Congress, and Manhattan, New York. Expect the OEMs and keysuppliers to leverage these test beds to do the early testing of productionsystems. There is nothing more important than testing vehicle safety systemsunder actual radio reception and traffic conditions. We need to quantify howrobust these systems are when deployed in a larger scale of thousands of cars.To that end, the USDOT has chosen Ann Arbor, Michigan as the safety pilot cityfor a large-scale deployment of three thousand cars. (USDOT RITA JPO pressRelease). iv In addition to the Safety Pilot vthe USDOT has sponsored DriverAcceptance Clinics viin six cities to learn how well the user interface works andhow drivers respond to these new applications. The safety pilot and thesupporting clinics to get real consumer feedback are the key steps in proceedingtowards a NHTSA rule making decision in 2013.www.autotechinsider.com     September  2,  2011  
  5. 5. The  Connected  Vehicle  –  V2V  and  V2I  Imported  from   Michigan     A  White  Paper  by  Dave  McNamara,  Autotechinsider  LLC    Source: USDOTLastly, come to Michigan and experience these new V2V and V2I applications onactual roads and intersections. Science Applications International Corporation(SAIC) is the test conductor for the USDOT and can be contacted to arrange atour and, if interested, use of the test beds. Please contact Jeremy Durst formore information: Jeremy Durst, SAIC Michigan Operations Lead (248) 374-5098 jeremy.s.durst@saic.comYou will also want to come to the ITS World Congress Technology Showcase inOrlando in October to experience these applications first hand.vii                                                                                                                i  http://www.its.dot.gov/connected_vehicle/technology_testbed2.htm  ii  http://www.youtube.com/watch?v=PF1a-­‐g9suR8  iii  http://www.youtube.com/watch?v=R02SmHKy1ic  www.autotechinsider.com     September  2,  2011  
  6. 6. The  Connected  Vehicle  –  V2V  and  V2I  Imported  from   Michigan     A  White  Paper  by  Dave  McNamara,  Autotechinsider  LLC                                                                                                                                                                                                                                                                                                                                              iv  http://www.rita.dot.gov/press_room/press_releases/rita_005_11/html/rita_005_11.html  v  http://www.its.dot.gov/safety_pilot/index.htm  vi  http://www.rita.dot.gov/press_room/press_releases/rita_003_11/html/rita_003_11.html  vii  http://www.itsworldcongress.org/  www.autotechinsider.com     September  2,  2011