Model Deployment Overview Debby Bezzina Senior Program Manager University of Michigan Transportation Research Institute
Test Conductor Team 2
3
Connected Vehicle Technology 4
Safety Pilot Model Deployment Objectives Evaluate V2V and V2I operationally in a real world, concentrated environment Safety Applications Security Operating Concept Gauge user acceptance Assess the role for aftermarket devices in accelerating benefits Identify any additional research gaps Generate data to support estimates of safety system effectiveness 5
Safety Pilot Model Deployment Scope 1-year deployment began August 21, 2012 6-month extension approved through February 17, 2014 2836 vehicles equipped Passenger cars, trucks, buses, motorcycles, and a bike 73 lane-miles of roadway instrumented with 25 roadside-equipment installations Stakeholder Utilization of the SPMD site Provide access to, and support for, use of the operating environment by all stakeholders UMTRI developed other applications 6
Ann Arbor as the Deployment Site A good mix of high-volume, multi-modal traffic Urban, suburban and rural roads A variety of roadway characteristics Weather variation to examine events, applications, and equipment durability Proximity to vehicle manufacturers and suppliers 7
Driver Recruitment in Ann Arbor Recruit to maximize vehicle exposure to the site/other vehicles Large potential recruitment population City s population is 114,000 40,000 UM employees, VA Hospital, EPA, etc. Community based recruitment via public schools to increase exposure and probability of vehicle interaction Two trucking firms Con-way Freight and Sysco Foods Two transit agencies UM Transit, Washtenaw Intermediate School District Other organizations Arbor Springs UM Plant and Facilities (Moving/Construction/Plumbing, etc.) Metro Delivery Domino s Pizza Brewer s/sakstrup s 8
Devices Types Vehicle Awareness Device (VAD) Only sends the basic safety message. Does not generate warnings. Aftermarket Safety Device (ASD) Sends and receives the safety messages. The device issues audible warnings to the driver. Retrofit Safety Device (RSD) Like the ASD, but is connected to a vehicle data bus, can provide info from in-vehicle sensors. Also has a display for visual cues in addition to an audible alert. Integrated Safety Device (ISD) Designed into vehicles by the vehicle manufacturer, and is connected to a vehicle data bus. Sends and receives the safety messages, and it issues warnings to the driver. Roadside Equipment (RSE) Devices installed into the infrastructure that both send and receive safety messages, and can interface with traffic control systems. 9
Vehicle and Device Installations Integrated Vehicles Retrofit/ Aftermarket Devices Retrofit/ Aftermarket Devices Vehicle Awareness Devices Passenger Cars 64 100 200 2265 Heavy Trucks 3 12 4 50 Transit 3 85 Medium Duty 50 67 115 204 2450 Data Acquisition System Basic Messages Only 10
Safety Applications Forward Collision Warning (FCW)* Emergency Electronic Brake Light (EEBL)* Intersection Movement Assist (IMA) Blind Spot Warning (BSW) Do Not Pass Warning (DNPW) Left Turn Across Path (LTAP) Curve Speed Warning (CSW)* Transit Applications Right Turn in Front Warning* Pedestrian Detection* 11
Infrastructure Installations Strategy for site location Capture all traffic operating in Northeast Ann Arbor, with focus on local commuters, and all other trips Roadside Equipment at: 19 signalized intersections 2 SPaT enabled corridors, 6 signals per corridor 3 curves 3 freeway sites 1 at UMTRI Additional equipment installed at an intersection for radar-based pedestrian detection for transit application 12
13
Successful IPv6 RSE Installation 14
15 Fuller Road Actual vs. Projected SPaT Range
16
Data Collected Fifteen months of data collected Data being transferred to Independent Evaluator Data transferred to Real-Time Data Capture Program Archiving data for industry research Research Data Exchange Estimated 50 Million BSM collected daily or approximately 200 TB of data at project end 17
Battelle TRP Team TRP OBE component provider - DVI Transit Safety Applications Developer Lead Systems Integrator University of Michigan Transportation Research Institute (UMTRI) DAS provider DENSO TRP OBE component provider Wireless Safety Unit (WSU) Trapeze Transit bus installation and integration advisor Security Innovation Applications security consultant Greater Cleveland Regional Transit Authority Support development, testing and demonstration Transit agency perspective at key junctures
ConOps Scenarios: Pedestrian in Cross-Walk: Cross-Walk Button 1. Pedestrian pushes cross-walk button 2. Button actuates signal controller 3. Signal controller sends signal to SPaT System Box 4. SPaT System creates SPaT Message Blob 5. RSE Radio receives blob, encodes it, transmits it with GID 6. Transit vehicle receives GID and SPaT message 7. DENSO radio decodes message, sends message to TRP Safety Software 8. TRP Safety Software determines message and displays alert to driver
1 2 3 1. Pedestrian pushes cross-walk button 2. Button actuates signal controller 3. Signal controller sends signal to SPaT System Box
4 4. SPaT System creates SPaT Message Blob
5 6 5. RSE Radio receives blob, encodes it, transmits it with GID 6. Transit vehicle receives GID and SPaT message
7 8 7. Denso Radio received blob, sends message to TRP Safety Software module 8. The TRP safety software module determines message and displays alert to driver
ConOps Scenarios: Pedestrian in Cross-Walk: Pedestrian Detection 1. Pedestrian begins to cross intersection 2. Pedestrian detected by SmartWalk System 3. SmartWalk System sends signal to SPaT System Box 4. SPaT System creates SPaT Message Blob 5. RSE Radio receives blob, encodes it, transmits it with GID 6. Transit vehicle receives GID and SPaT message 7. DENSO radio decodes message, sends message to TRP Safety Software 8. TRP Safety Software determines message and displays alert to driver
1 1. Pedestrian enters crosswalk
2 3 2. SmartWalk Sensor detects pedestrian 3. SmartWalk Sensor sends signal to SPaT System Box
ConOps Scenarios: Right Turning Vehicle 1. DSRC-equipped vehicle(remote vehicle) broadcasting BSM approaches bus on left hand side of bus 2. Remote vehicle s DSRC radio continually calculates likely path, speed, and heading and broadcasts as part of the BSM 3. Remote vehicle driver signals right hand turn and begins moving in front of the bus while updating the BSM 4. Transit bus receives BSM from the Remote Vehicle 5. Denso radio forwards BSM information to TRP Safety Software 6. Denso radio sends Transit Bus CAN-Bus information (gear/brake status) to TRP Safety Software 7. TRP Safety Software determines if display needed 8. TRP sends visual and audible alert to transit operator
1 1. Remote vehicle broadcasting BSM approaches bus on left hand side of bus 2. Remote vehicle s DSRC radio continually calculates likely path, speed, and heading and broadcasts as part of the BSM 2
3 3. Remote vehicle driver signals right hand turn and begins moving in front of the bus while updating the BSM with new likely path and heading
8 7 6 5 4 4. Transit bus receives BSM from Remote Vehicle 5. Denso radio forwards BSM information to TRP Safety Software 6. Denso radio sends Transit Bus CAN-Bus information (gear/brake status) to TRP Safety Software 7. TRP Safety Software determines if display needed 8. TRP sends visual and audible alert to transit operator via DSRC
Overall The Model Deployment has been an enormous, coordinated effort In spite of its size, the largest of its kind, the Model Deployment has been very successful A significant number of challenges were successfully addressed Valuable lessons have been learned Data has been delivered to the Independent Evaluator to support future U.S. DOT efforts SUCCESS! 31
Ongoing Research Needs for MDs MD s needed by USDOT, OEMs, MDOT, UM, others. V2V False Positive Testing and App Development V2M Application Development and Assessment V2V Advanced Application Development (OEMS, etc.) V2P Application Development and Assessment Test Spectrum Sharing in Real World V2X Environment Establish & Evaluate Real-World V2V Security Model Test V2I Safety Applications Test V2I Mobility Applications Test V2I Environmental Applications Test V2I and I2I Operations and Maintenance Test fusion of Connected + Automated 32
Michigan Mobility Transformation Center Transforming mobility systems for the 21 st century Creation of a unique, one-of-a-kind test facility that will support connected and autonomous vehicles. Allow researchers to test emerging concepts in connected and automated vehicles and vehicles systems in both offroad and on-road settings Draws on U-M s broad strengths in engineering, urban planning, energy technology, information technology, policy and social sciences to accelerate progress 33
Off-Roadway Urban Facsimile Track Four-lane straight-away 1000 (or more) Loops at either end Lane exit/merge lanes adjoining the straight-away Three-lane main street that intersects the straight-away with center turn lane Series of side streets that are two lanes wide Includes a two lane traffic circle At least one curve that is two lanes wide 34
Additional Test Facility Features 3- and 4-way intersections that have a variety of traffic control devices Stop signs Traffic signals Yield signs, etc. Variety of lane marking White and yellow painted Raised reflectors, etc. Collection of road signs and moveable posts, along with barrels and signage to simulate construction zones and lane closures Urban obstacles under consideration Mechanized pedestrians Simulated buildings adjoining intersections Multiple crosswalks with various pedestrian control devices Sidewalk lining the main street and at least one other road One or more roads with dedicated bike lanes 35
Questions? dbezzina@umich.edu www.safetypilot.us