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联网
通信
领域
DSRC
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技术研究
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车联网通信领域(DSRC)的关键技术研究,联网,通信,领域,DSRC,关键,技术研究
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长安大学毕业设计（论文）成绩评定书 信息工程 学院毕业设计（论文）答辩委员会于 2014 年 6 月 17 日审查了 电子信息工程 专业学生 金啸 的毕业论文： 车联网通信领域(DSRC)的关键技术研究 。根据院答辩委员会的评分原则，评定该同学毕业设计（论文）成绩为： 良好 。 长安大学 信息工程 学院答辩委员会2014 年 6 月 Vehicle Safety Communications ProjectTask 3 Final ReportIdentify Intelligent Vehicle Safety ApplicationsEnabled by DSRC1 Introduction1.1 Driver Assistance Systems and WirelessCommunicationDriver assistance systems are currently being developed and deployed as the result ofimprovements in critical sensing areas such as computer vision and radar. The VSCproject introduces the added technical dimension of wireless technology to the potential development of driver assistance systems. The addition of wireless communications from vehicle-to/from-infrastructure, and from vehicle-to-vehicle, potentially enables a number of vehicle safety applications.Wireless technologies are rapidly evolving, and this evolution provides opportunities to utilize these technologies in support of advanced vehicle safety applications. Whereas cellular technologies have contributed the ability to rapidly report accidents after they occur, new wireless data communications technologies have the potential to support crash avoidance countermeasures. In particular, the new Dedicated Short Range Communications (DSRC) at 5.9 GHz offers the potential to support low latency wireless data communications between vehicles, and between vehicles and infrastructure. These low latency data communications within the immediate vicinity of a vehicle potentially enable a large number of vehicle safety applications. Many of these potential applications fall within the category of crash avoidance countermeasures.1.2 VSC Project GoalsThe goals of the VSC project are to: Estimate the potential safety benefits of communication-based vehicle safetyapplications in terms of reductions in vehicle crashes and functional years saved. Clearly define the communications requirements of selected vehicle safetyapplications. Work with standards development organizations to ensure that proposed DSRCcommunications protocols meet the needs of vehicle safety applications. Investigate specific technical issues that may affect the ability of DSRC (asdefined by the standards) to support deployment of vehicle safety applications. Estimate the deployment feasibility of communications-based vehicle safetyapplications. Assess the ability of proposed DSRC communications protocols to meet the needsof safety applications.1.3 Task 3 MethodologyUsing the vehicle safety applications compiled by reviewing existing literature underTask 1 as a starting point, a more comprehensive list of vehicle safety applications was formed. Each of the participants identified safety applications that they believe may benefit or be enabled by wireless communications (either vehicle-vehicle or vehicle infrastructure).In addition, brainstorming sessions between all members of the VSCC were organized to expand the list of potential safety applications, and group the safety applications with respect to complexity and when they may become commercially feasible for light vehicles. This list represents the best efforts of the participants at the time of publication. It may not contain all vehicle safety applications (due to similarity) but does contain, at a minimum, examples and brief descriptions of representative safety applications.Each safety application was defined and an initial estimate of potential safety benefitswas derived. A summary of crash types and causal factors was used to estimate the ability of the selected application to reduce vehicle crashes and functional years lost.The VSCC ranked the safety applications based on their anticipated maximum potential safety benefits and when they may become commercially feasible for light vehicles. The commercial feasibility estimates depended on the complexity of the safety application derived based on factors such as technical feasibility, stringency of system/communications requirements, economic viability, estimated market penetration,estimated effectiveness, etc.The VSCC and the USDOT jointly selected a subset of safety applications of mutual interest from the comprehensive list. Safety applications were selected based on potential safety benefit and were representative of the range of identified safety applications.The safety applications were further evaluated to more fully develop rough communication attributes and their requirements. The approach involved the development of safety system concepts and system analysis. The system analysis was based on the physics, geometry, modeling and simulation as appropriate. This task also identified other available communication paths that may enable each selected safety application.1.4 Report LayoutIn Chapter 2, the comprehensive list of identified application scenarios is presented. The relevant vehicle safety applications include brief application descriptions, and initially estimated rough communications requirements. These applications are also grouped into safety and non-safety categories, based upon the VSCC understanding of safety. This chapter also provides a discussion of potential alternative wireless technologies to DSRC, and their applicability to supporting the rough communications requirements of the identified application scenarios.Chapter 3 describes the analysis of the applications based upon estimated potential safety benefits. The chapter describes the process used to estimate relative potential safety benefits, as well as the ranking process. Finally, the results of the application rankings are described, and the selection of the high-priority vehicle safety applications is presented.The high-priority vehicle safety applications are further described and analyzed in Chapter 4, and more detailed communications requirements are developed and presented.Chapter 5 provides conclusions based upon the research results of Task 3.2 Application Descriptions and CommunicationsRequirements2.1 Introduction and AssumptionsThe description and the preliminary communication requirements needed for each of the DSRC-based application systems to function properly in its mode of operation are provided in the following sections. Each of the application systems requires a 5.9 GHz on-board unit (OBU) and antenna for proper functioning. In addition, standard in-vehicle sensors provide inputs that may be used by the applications. Additional sensors may be required by the application systems depending on functionality.Two sections are provided to introduce potential in-vehicle applications that can be enabled or enhanced through the use of DSRC communications. Section 2.3 identifies applications that are likely to be considered safety applications based on their ability to reduce traffic accidents and to improve general public safety. This section is divided into the following application categories:Intersection Collision AvoidancePublic SafetySign ExtensionVehicle Diagnostics and MaintenanceInformation from Other VehiclesSection 2.4 identifies applications that are likely to be considered non-safety applications,following these application categories:Traffic ManagementTollingInformation from Other VehiclesOther Potential ApplicationsAssumptionsIn defining the operational characteristics and communication requirements of the DSRC based applications listed in Sections 2.3 and 2.4, several assumptions have been made: A standardized DSRC message set and data dictionary would need to be established for safety applications that utilize vehicle-to-vehicle and/or vehicle-to-infrastructure communications. The message set would need to be agreed upon by all public and private sector organizations involved in this aspect of DSRC. Some applications would require vehicles to make periodic broadcasts (e.g. every 100msec.) in order to identify their position on the roadway. The transmitted data would need to be based on a location referencing standard that is accepted by DSRC stakeholders. Many of the preliminary communication requirements call for an on-board unit with a communication range between 100 1000 meters. The practicality of these requirements in light of transmission characteristics such as multipath and interference with other DSRC applications should be studied before such requirements are finalized. Many of the applications require communications in multiple directions from the vehicle. This could conceptually be achieved through an on-board unit using an omni-directional antenna, though transmission characteristics should be considered when evaluating the performance of such a system. The use of a directional antenna (especially for roadside units) should be considered for those applications in which data need only be transmitted or received in a specific direction. Security is an open issue for all of the listed applications. Potential security measurescould include a method of assuring that the packet/data was generated by a trustedsource, as well as a method of assuring that the packet/data was not tampered with oraltered after it was generated. Any application that involves a financial transaction(such as tolling) requires the capability to perform a secure transaction.2.2 Definitions of Communication ParametersA summary of communication characteristics and preliminary requirements follows each application description. These characteristics and preliminary requirements consist of: The Types of Communications, which describe: the source and destination of the transmission (i.e. infrastructure-to-vehicle, vehicle-to-infrastructure, or vehicle-to-vehicle communications) if a DSRC unit broadcasts a transmission (i.e. one-way communication) if a DSRC unit establishes a dialog with another unit or with multiple units (i.e. two-way communication) if the transmission is intended for a particular DSRC unit (i.e. point-to-point communications) if the transmission is intended for multiple DSRC units (i.e. point-to multi-pointcommunications)Either one-way or two-way communications may be point-to-point or point-to multi-point.This description does not include the forwarding of information through multiple paths of communication (e.g. vehicle-to-vehicle-to-vehicle). It is recommended that this multi-step approach be considered when designing an application that may benefit from the forwarding of data when distance or line-of-sight is an issue. The Transmission Mode describes whether the transmission is triggered by an event (i.e. event-driven), or whether it is sent automatically at regular intervals (i.e. periodic). The Minimum Frequency is the rate at which a transmission should be repeated (e.g. 1 Hz). The Allowable Latency is the maximum duration of time allowable between when information is available to be transmitted and when it is received (e.g. 100 msec). The Data to be Transmitted and/or Received describes the contents of the communication (e.g. vehicle location, speed and heading). Design considerations include whether or not vehicles make periodic broadcasts to identify their position on the roadway, and how privacy is best maintained. The Maximum Required Range of Communication is the communication distance between two units that is needed to effectively support a particular application (e.g. 100 m).2.3 Safety ApplicationsIntersection Collision Avoidance2.3.1 Traffic Signal Violation Warning2.3.1.1 Application DefinitionTraffic signal violation warning uses infrastructure-to-vehicle communication to warn the driver to stop at the legally prescribed location if the traffic signal indicates a stop and it is predicted that the driver will be in violation.2.3.1.2 Application DescriptionThe in-vehicle system will use information communicated from infrastructure located at traffic signals to determine if a warning should be given to the driver. The communicated information would include traffic signal status and timing, traffic signal stopping location or distance information, and directionality. The type of road surface and weather conditions near the traffic signal may also be communicated as this could be used to estimate braking distance.2.3.1.3 Communication Requirements Communication from infrastructure-to-vehicle One-way communication Point-to-multipoint communication Transmission mode: periodic Minimum frequency (update rate): 10 Hz Allowable latency 100 msec Data to be transmitted and/or received: traffic signal status, timing, directionality,position of the traffic signal stopping location, weather condition (if data isavailable), road surface type near traffic signal Maximum required range of communication: 250 m2.3.2 Stop Sign Violation Warning2.3.2.1 Application DefinitionStop sign violation warning uses infrastructure-to-vehicle communication to warn thedriver if the distance to the legally prescribed stopping location and the speed of thevehicle indicate that a relatively high level of braking is required for a complete stop.2.3.2.2 Application DescriptionThe in-vehicle application will use information communicated from the infrastructure to provide the warning. The communicated information would include stopping location or distance information, and directionality. The type of road surface and weather conditions near the stopping location may also be communicated as this could be used to better estimate braking distance. As an alternative to DSRC, digital maps and GPS could be used.2.3.2.3 Communication Requirements Communication from infrastructure-to-vehicle One-way communication Point-to-multipoint communication Transmission mode: periodic Minimum frequency (update rate): 10 Hz Allowable latency 100 msec Data to be transmitted and/or received: directionality, position of the stoppinglocation, weather condition, road surface type near the stop sign Maximum required range of communication: 250 m汽车安全性通信项目任务3总结报告（节选）基于DSRC的识别智能汽车安全性应用1简介1.1驾驶辅助系统和无线通信驾驶辅助系统现在发展的很完善，其发展得益于在关键的传感领域如计算机视觉和雷达方面的提高。VSC项目将无线技术更多的方面引进驾驶辅助系统的潜在发展。车辆与基础设备间，以及车辆间无线通信的附加物，潜在的促成了许多车辆安全性应用。无线技术正在飞速发展，这次推进提供了很多机会来使用这些技术支持高级车辆安全性应用。蜂窝技术已经为事故后快速报告做了贡献，然而新的无线数据通信技术有支持避免事故措施的潜能。尤其是新的DSRC工作在5.9Ghz提供潜能来支持车辆间，车辆与基础设备间的低延时无线数据通信。这些在紧邻车辆范围内的低延时数据通信促成了大量的车辆安全性应用。许多潜在的应用都属于避免事故措施的范畴。1.2 VSC项目目的VSC项目的目的是：估计在车辆碰撞上减少的和每年在功能上节约的基于通信的车辆安全性应用的潜在安全性利润。清楚的定义在选择的车辆安全性应用通信需求工作在标准开发组织中，确保提出的DSRC通信协议能满足车辆安全性应用的需求。调查那些可能影响DSRC性能（来自标准定义）的特殊的技术问题，以支持车辆安全性应用的部署。估计该系统的部署灵活性评估提出的DSRC通信协议的性能，以满足安全性应用的需求。1.3 任务3的方法论使用被编辑过的车辆安全性应用回顾任务1里现存的文献作为开始的地方，一个更综合的车辆安全性应用清单就形成了。每一个参与者都来辨别那些他们认为会有利润或可以通过无线通信（无论车-车还是车-设备）实现的安全性应用。此外，在VSCC全体成员间开展头脑风暴运动也是被安排来扩展这个潜在安全性应用的清单，并且按照各自的复杂度和可以在轻型车辆上商业化的时间分类。这个清单代表了参与者在发表之时的最大努力。它也许并未涵盖所有的车辆安全性应用（因为类似），但是确实最低程度上涵盖了典型安全性应用的事例和简要描述。每个安全性应用已定义，并且对于潜在安全性利益的最初估计也已经得到。一个关于碰撞类型和事发原因的总结被用于估计那些已选择应用，减少车辆碰撞和每年功能性损耗的能力。VSCC对这些安全性应用排名是基于它们预期的最大潜在安全性利润以及它们何时能在轻型车辆上商业化。商业可行性的估计取决于安全性应用的复杂度，这些应用基于诸如技术可行性，系统/通信的严格要求，经济可行性，预计市场渗透力和预计效果等因素。VSCC和USDOT在综合清单中选择了有共同利益的安全性应用小团体。安全性应用的选择是基于潜在的安全性收益，并代表着这个范围内被识别的应用。安全性应用在全面的发展原始的通信属性和它们的需求时被进一步评估。方法包括安全性系统概念和系统分析的发展。系统分析是基于物理，地理，建模和适度仿真。该任务也辨别了其他可用的通信路径来促成已选的安全性应用。1.4 报告安排在第二章，列有已辨识的应用场景综合清单。这些相关的车辆安全性应用包括简要的应用描述，初步的通信需求估计。这些应用也基于VSCC安全性的理解被归类为安全性和不安全性。本章同样提供了一个潜在可替代无线技术到DSRC，以及它们支持被识别的嘤嘤场景的原始通信需求的适用性的讨论。第3章 描述了应用的分析，基于潜在安全性利润的估计。本章描述的过程以及排名过程用于估计相关潜在安全性利益。最终描述应用排名的结果，高优先级的车辆安全性应用的选择也被呈现。第4章 高优先级的车辆安全性应用在第四章被进一步描述和分析，并发展和呈现了更多详细的通信需求。第5章 提出了基于任务3的结论。2 应用描述和通信需求2.1 简介和假设对每个基于DSRC的应用系统的描述和初步的通信需求的功能在以下章节中提供。每个应用系统需要一个5.9Ghz车载单元和天线为了正确运
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