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This paper presents the computer vision-based V2X collaborative perception. Our system uses a forward-looking camera in the host vehicle. The camera detects road users such as pedestrians, vehicles, and motorcycles. Such information includes object type, relative location, direction, and speed. This information is used to compose proxy Basic Safety Messages on behalf of the detected objects. Early adopters of the V2X technology can experience the benefits of enhanced V2X market penetration. The outcome of adopting this concept will result in an inflated V2X market penetration rate leading to earlier safety, mobility, and situational awareness improvements. The ultimate goal is for all road participants to be fully aware of each other. The novelty of our work is the integration of computer vision-based detection and LTE-V V2X communications, in addition to implementing the concept for pedestrians and bicyclists.

Vehicle to Everything (V2X) technology has been studied extensively in the past years. Limited pilot and production deployments, and research work have demonstrated V2X benefits. These include improvement to safety, mobility conditions and environmental benefits. Several safety and mobility applications have been investigated in literature. Nonetheless, V2X holds a potential for broader innovation in connected and automated vehicle applications. Feasibility assessment and algorithm validation of such applications may prove to be challenging. This results from costs associated with test track rental and equipping vehicles with V2X technology. Besides, limited V2X penetration rate leads to unavailability of naturalistic testing environment. In this paper, we investigate the use of the autonomous vehicle simulation, named Carla, for V2X application validation. Carla is an open source project that we altered to enable V2X applications assessment.

Dedicated Short Range Communications (DSRC) for vehicle-to-vehicle (V2V) cooperative applications for advanced safety is becoming a reality. Many automotive manufactures are entering advanced research phases or even planning deployments of such applications in the near future. However, the success of most V2V applications requires full or near-full deployment of the DSRC devices in new and existing vehicles, which will take many years to accomplish. In the meantime, use of autonomous sensors in combination with V2V can augment this deployment transitional period. In this paper we propose a hybrid approach that uses autonomous sensors to rebroadcast information about unequipped neighboring vehicles. In addition to messages that a host vehicle sends about its own state (such as position, speed, and direction), additional sensing capabilities also allow sending information about neighboring vehicles. This information can be obtained from radars, cameras and other autonomous sensors.

Many Intelligent Transportation System (ITS) technologies have been developed to improve the safety and efficiency of cars, trucks, public transport and infrastructure. However, very few ITS have been developed specifically for the motorcycle user protection. In this paper an analysis of dynamic and static communications tests between a vehicle and two motorcycles are provided. The system enables vehicles and motorcycles to exchange safety information such as speed, heading, location, and brake status through the use of 5.9 GHz Dedicated Short Range Communication (DSRC) protocol. The vehicles and motorcycles can then assess the potential threat level based on the incoming messages from the nearby traffic. Several high-impact motorcycle-to-vehicle collision scenarios are analyzed. Technical challenges, such as motorcycle wireless unit antenna direction performance, communication performance and target classification accuracy are further investigated.

Precise vehicle positioning is dependent on the availability of a clear line of sight path between a vehicle and four or more satellites. For improved estimation of vehicle positioning in the absence of a complete set of visible satellites, Dedicated Short-Range Communication (DSRC) may offer a temporary position estimate. This paper investigates the feasibility of acquiring position based solely on DSRC signals. First the precision of DSRC signal strength (SI)-based position estimates is analyzed; this is followed by an analysis of position estimates based on time of flight (TOF). SI and TOF methods are compared using an extensive set of outdoor data collected from 30 vehicles on a test track. This research suggests that TOF is a better measure than SI for estimating position information.

Vehicle-to-Vehicle (V2V) safety application research based on short range real-time communication has been researched for over a decade. Examples of V2V applications include Electronic Emergency Brake Light, Do Not Pass Warning, Lane Departure Warning, and Intersection Movement Assist. It is hoped that these applications, whether present as warning or intervention, will help reduce the incidence of traffic collisions, fatalities, injuries, and property damage. The safety benefits of these applications will likely depend on many factors, such as usability, market penetration, driver acceptance, and reliability. Some applications, such as DNPW and IMA, require a longer communication range to be effective. In addition, Dedicated Short Range Communications (DSRC) may be required to communicate without direct line of sight. The signal needs to overcome shadowing effects of other vehicles and buildings that are in the way.

A vehicle's safety system capability can be enhanced by a cooperative Vehicle-to-Vehicle (V2V) system in which vehicles communicate their driving status data, such as location and speed, using a common Dedicated Short Range Communication (DSRC) protocol. The effectiveness of the V2V applications will depend on the number of the vehicles equipped. Market penetration significantly influences the effectiveness of V2V safety applications. Previous research indicated that it could take decades to reach 95% DSRC safety device penetration in the market if only the new vehicles are equipped with the DSRC transponders during manufacturing. In order to raise the market penetration of such technology in the foreseeable future and provide a safety benefit to the early adopters, a scenario that involves retrofit and aftermarket DSRC devices is suggested by U.S. Department of Transportation (USDOT).

Dedicated Short Range Communication (DSRC) is increasingly being recognized as the protocol of choice for vehicle safety applications by Original Equipment Manufacturers (OEMs) and road operators. DSRC offers the ability to communicate effectively from vehicle-to-vehicle and from vehicle to infrastructure with low latency and high reliability. A wide range of applications have been conceptualized to support safety, mobility and convenience, including: cooperative collision avoidance, travel information, and electronic payment. To be effective, infrastructure-based applications require an installed-vehicle base along with infrastructure deployment, while vehicle-to-vehicle applications require significant DSRC market penetration along with some degree of infrastructure support systems. Some vehicles currently include safety applications involving forward looking radar. The radar supplies information about objects, their distances and relative speed ahead of the host vehicle.

This paper deals with automotive software update (re-programming), describing the process as of today and suggests some alternatives, based on experience from the telecom industry. Specifically we analyze the Firmware Over The Air (FOTA) technology and its applicability to the automotive industry. Software update in the telecom industry has gone a great deal forward in providing an efficient FOTA solution. Today, all tier I mobile operators as well as device manufacturers are either providing a commercial FOTA service, or using FOTA in deployment phases. Some of them have already performed millions of firmware update transactions over the air, reducing costs, avoiding recalls and increasing customer satisfaction. Software in the automotive industry is growing quickly to become a significant part of the vehicle BOM. This growth and the exceptionally high warranty/recall cost could suggest a demand for FOTA.

The demand for drive-by-wire, pre-crash warning and many other new features will require high bandwidth from the future in-vehicle networks. One way to satisfy the high bandwidth requirement of future vehicles is to use a higher bandwidth bus or multiple busses. However, the use of a higher bandwidth bus will increase the cost of the network. Similarly, the use of multiple buses will increase cost as well as the complexity of wiring. Thus, neither option is a viable solution. Another option could be the development of a higher layer protocol to reduce the amount of data to be transferred. The higher layer protocol could be acceptable provided it does not increase the message latencies. The cost of implementing the protocol will be marginal because it can be done by making changes in software. Various data reduction protocols are available in the literature. We have made changes in the existing data reduction protocols to improve the performance of the protocol.

From time to time vehicles need to have their software modules updated for various reasons, such as the introduction of new features in vehicles, the need for changing the navigation map, the need for fine tuning various features of the vehicles, and many others. The software in a vehicle's electronic control unit (ECU) can be updated either at a service station or remotely via wireless links. Remote software update has many advantages: it can save consumers valuable time by not requiring them to bring their vehicles to service stations; software in multiple vehicles can be updated in parallel to save auto companies time and money; software in all recall vehicles can be updated in a timely manner, and so on. There are two main issues related to the remote software update operation. One issue is the bandwidth required for the update operation, and the other issue is the security of the communication links. In another paper we addressed the security issue of the communication links.

Future vehicles will have many features that include, but are not limited to, drive-by-wire, telematics, pre-crash warning, highway guidance and traffic alert systems. From time to time the vehicles will need to have their software modules updated for various reasons, such as to introduce new features in vehicles, the need to change the navigation map, the need to fine tune various features of the vehicles, etc. A remote software update has a number of advantages, such as it does not require consumers to take their vehicles to the dealers, and the dealers do not need to spend time on vehicles on an individual basis. Thus, remote software updates can save consumers' valuable time, as well as cost savings for the vehicle manufacturers. Since wireless links have limited bandwidth, uploading software in thousands of vehicles in a cost-effective and timely manner is a challenge. Another major issue related to the remote software update is the security of the update process.