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He, Qing. "Robust-Intelligent Traffic Signal Control within a Vehicle-to-Infrastructure and Vehicle-to-Vehicle Communication Environment." Diss., The University of Arizona, 2010. http://hdl.handle.net/10150/196011.
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Modern traffic signal control systems have not changed significantly in the past 40-50 years. The most widely applied traffic signal control systems are still time-of-day, coordinated-actuated system, since many existing advanced adaptive signal control systems are too complicated and fathomless for most of people. Recent advances in communications standards and technologies provide the basis for significant improvements in traffic signal control capabilities. In the United States, the IntelliDriveSM program (originally called Vehicle Infrastructure Integration - VII) has identified 5.9GHz Digital Short Range Communications (DSRC) as the primary communications mode for vehicle-to-vehicle (v2v) and vehicle-to-infrastructure (v2i) safety based applications, denoted as v2x. The ability for vehicles and the infrastructure to communication information is a significant advance over the current system capability of point presence and passage detection that is used in traffic control systems. Given enriched data from IntelliDriveSM, the problem of traffic control can be solved in an innovative data-driven and mathematical way to produce robust and optimal outputs.In this doctoral research, three different problems within a v2x environment- "enhanced pseudo-lane-level vehicle positioning", "robust coordinated-actuated multiple priority control", and "multimodal platoon-based arterial traffic signal control", are addressed with statistical techniques and mathematical programming.First, a pseudo-lane-level GPS positioning system is proposed based on an IntelliDriveSM v2x environment. GPS errors can be categorized into common-mode errors and noncommon-mode errors, where common-mode errors can be mitigated by differential GPS (DGPS) but noncommon-mode cannot. Common-mode GPS errors are cancelled using differential corrections broadcast from the road-side equipment (RSE). With v2i communication, a high fidelity roadway layout map (called MAP in the SAE J2735 standard) and satellite pseudo-range corrections are broadcast by the RSE. To enhance and correct lane level positioning of a vehicle, a statistical process control approach is used to detect significant vehicle driving events such as turning at an intersection or lane-changing. Whenever a turn event is detected, a mathematical program is solved to estimate and update the GPS noncommon-mode errors. Overall the GPS errors are reduced by corrections to both common-mode and noncommon-mode errors.Second, an analytical mathematical model, a mixed-integer linear program (MILP), is developed to provide robust real-time multiple priority control, assuming penetration of IntelliDriveSM is limited to emergency vehicles and transit vehicles. This is believed to be the first mathematical formulation which accommodates advanced features of modern traffic controllers, such as green extension and vehicle actuations, to provide flexibility in implementation of optimal signal plans. Signal coordination between adjacent signals is addressed by virtual coordination requests which behave significantly different than the current coordination control in a coordinated-actuated controller. The proposed new coordination method can handle both priority and coordination together to reduce and balance delays for buses and automobiles with real-time optimized solutions.The robust multiple priority control problem was simplified as a polynomial cut problem with some reasonable assumptions and applied on a real-world intersection at Southern Ave. & 67 Ave. in Phoenix, AZ on February 22, 2010 and March 10, 2010. The roadside equipment (RSE) was installed in the traffic signal control cabinet and connected with a live traffic signal controller via Ethernet. With the support of Maricopa County's Regional Emergency Action Coordinating (REACT) team, three REACT vehicles were equipped with onboard equipments (OBE). Different priority scenarios were tested including concurrent requests, conflicting requests, and mixed requests. The experiments showed that the traffic controller was able to perform desirably under each scenario.Finally, a unified platoon-based mathematical formulation called PAMSCOD is presented to perform online arterial (network) traffic signal control while considering multiple travel modes in the IntelliDriveSM environment with high market penetration, including passenger vehicles. First, a hierarchical platoon recognition algorithm is proposed to identify platoons in real-time. This algorithm can output the number of platoons approaching each intersection. Second, a mixed-integer linear program (MILP) is solved to determine the future optimal signal plans based on the real-time platoon data (and the platoon request for service) and current traffic controller status. Deviating from the traditional common network cycle length, PAMSCOD aims to provide multi-modal dynamical progression (MDP) on the arterial based on the real-time platoon information. The integer feasible solution region is enhanced in order to reduce the solution times by assuming a first-come, first-serve discipline for the platoon requests on the same approach. Microscopic online simulation in VISSIM shows that PAMSCOD can easily handle two traffic modes including buses and automobiles jointly and significantly reduce delays for both modes, compared with SYNCHRO optimized plans.
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Shooshtary, Samaneh. "Development of a MATLAB Simulation Environment for Vehicle-to-Vehicle and Infrastructure Communication Based on IEEE 802.11p." Thesis, University of Gävle, Department of Technology and Built Environment, 2008. http://urn.kb.se/resolve?urn=urn:nbn:se:hig:diva-3463.
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<p>This thesis describes the simulation of the proposed IEEE 802.11p Physical layer (PHY). A MATLAB simulation is carried out in order to analyze baseband processing of the transceiver. Orthogonal Frequency Division Multiplexing (OFDM) is applied in this project according to the IEEE 802.11p standard, which allows transmission data rates from 3 up to 27Mbps. Distinct modulation schemes, Binary Phase Shift Keying (BPSK), Quadrate Phase Shift Keying (QPSK) and Quadrature Amplitude modulation (QAM), are used according to differing data rates. These schemes are combined with time interleaving and a convolutional error correcting code. A guard interval is inserted at the beginning of the transmitted symbol in order to reduce the effect of Intersymbol Interference (ISI). The Viterbi decoder is used for decoding the received signal. Simulation results illustrate the Bit Error Rate (BER), Packet Error Rate (PER) for different channels. Different channel implementations are used for the simulations. In addition a ray-tracing based software tool for modelling time variant vehicular channels is integrated into SIMULINK. BER versus Signal to Noise Ratio (SNR) statistics are as the basic reference for the physical layer of the IEEE 802.11p standard for all vehicular wireless network simulations.</p>
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Westrick, Michael A. "Compact Wire Antenna Array for Dedicated Short-Range Communications: Vehicle to Vehicle and Vehicle to Infrastructure Communications." University of Toledo / OhioLINK, 2012. http://rave.ohiolink.edu/etdc/view?acc_num=toledo1345081406.
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Dodsworth, Joel Andrew. "The application of vehicle classification, vehicle-to-infrastructure communication and a car-following model to single intersection traffic signal control." Thesis, University of Leeds, 2018. http://etheses.whiterose.ac.uk/22741/.
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On-line responsive traffic signal optimization strategies most commonly use data received from loop detectors to feed information into an underlying traffic model. The limited data available from conventional detection systems has dictated the way that current 'state-of-the-art' traffic signal control systems have been developed. Such systems tend to consider traffic as having homogenous properties to avoid the requirement for more detailed knowledge of individual vehicle properties. However, a consequence of this simplification is to limit an optimizer in achieving its objectives. The first element of this study investigates whether additional data regarding vehicle type can be reliably extracted from conventional detection to improve optimizer performance using existing infrastructure. A single detector classification algorithm is developed and it is shown that, using a modification of an existing state-of-the-art optimization method, a modest improvement in performance can be achieved. The emergence of connected vehicle technology and, in particular, Vehicle-to-Infrastructure (V2I) communications promises more comprehensive data. V2I-based optimization methods proposed in literature require a minimum penetration rate of V2I equipped vehicles before performance matches existing systems. To address this problem, the second part of the study focuses on the development of a hybrid detection model that is capable of simultaneously using information from conventional and V2I detection. It is demonstrated that the hybrid detection model can begin to realise benefits as soon as V2I data becomes available. V2I-based vehicle classification is then applied to the developed hybrid model and significant benefits are demonstrated for HGVs. The final section of the thesis introduces the use of a more sophisticated internal traffic model and a new optimization method is developed to implement it. The car-following model based optimization method addresses the lack of modelled interaction between vehicles and is shown to be capable of reducing vehicle stops over and above the developed (vertical queue based) hybrid model.
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Agrawal, Manas. "Leveraging Vehicle-to-Infrastructure Communications for Adaptive Traffic Signaling and Better Energy Utilization." The Ohio State University, 2013. http://rave.ohiolink.edu/etdc/view?acc_num=osu1372785316.
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Shil, Manash. "Designing and simulating a Car2X communication system using the example of an intelligent traffic sign." Master's thesis, Universitätsbibliothek Chemnitz, 2015. http://nbn-resolving.de/urn:nbn:de:bsz:ch1-qucosa-161679.
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The thesis with the title “Designing and simulating a Car2X communication system using the example of an intelligent traffic sign” has been done in Chemnitz University of Technology in the faculty of Computer Science. The purpose of this thesis is to define a layered architecture for Infrastructure to Vehicle (I2V) communication and the implementation of a sample intelligent traffic sign (variable speed limit) application for a Car2X communication system. The layered architecture of this thesis is defined based on three related projects. The application is implemented using the defined layered architecture. Considering the availability of hardware, the implementation is done using the network simulator OMNET++. To check the feasibility of the application three scenarios are created and integrated with the application. The evaluation is done based on the result log files of the simulation which show that the achieved results conform with the expected results, except some minor limitations.
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Sonklin, Kachane. "Studies of communication and positioning performance of connected vehicles for safety applications." Thesis, Queensland University of Technology, 2020. https://eprints.qut.edu.au/207089/1/Kachane_Sonklin_Thesis.pdf.
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Connected vehicles for safety applications play a significant role on reduction of the risks of road accidents. However, the performance of communication and positioning approaches is a major concern. This thesis establishes a connectivity framework based on publish-subscribe architecture for high-timeliness vehicle-to-vehicle data exchanges and determines the performance requirements for precise vehicle positioning for various safety use cases. Extensive experimental results demonstrated the performance benefits of the communication and positioning solutions for vehicle safety applications.
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Walker, Jonathan Bearnarr. "An Empirical Method of Ascertaining the Null Points from a Dedicated Short-Range Communication (DSRC) Roadside Unit (RSU) at a Highway On/Off-Ramp." Diss., Virginia Tech, 2018. http://hdl.handle.net/10919/85151.
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The deployment of dedicated short-range communications (DSRC) roadside units (RSUs) allows a connected or automated vehicle to acquire information from the surrounding environment using vehicle-to-infrastructure (V2I) communication. However, wireless communication using DSRC has shown to exhibit null points, at repeatable distances. The null points are significant and there was unexpected loss in the wireless signal strength along the pathway of the V2I communication. If the wireless connection is poor or non-existent, the V2I safety application will not obtain sufficient data to perform the operation services. In other words, a poor wireless connection between a vehicle and infrastructure (e.g., RSU) could hamper the performance of a safety application.
For example, a designer of a V2I safety application may require a minimum rate of data (or packet count) over 1,000 meters to effectively implement a Reduced Speed/Work Zone Warning (RSZW) application. The RSZW safety application is aimed to alert or warn drivers, in a Cooperative Adaptive Cruise Control (CACC) platoon, who are approaching a work zone. Therefore, the packet counts and/or signal strength threshold criterion must be determined by the developer of the V2I safety application. Thus, we selected an arbitrary criterion to develop an empirical method of ascertaining the null points from a DSRC RSU.
The research motivation focuses on developing an empirical method of calculating the null points of a DSRC RSU for V2I communication at a highway on/off-ramp. The intent is to improve safety, mobility, and environmental applications since a map of the null points can be plotted against the distance between the DSRC RSU and a vehicle's onboard unit (OBU). The main research question asks: 'What is a more robust empirical method, compared to the horizontal and vertical laws of reflection formula, in determining the null points from a DSRC RSU on a highway on/off ramp?'
The research objectives are as follows:
1. Explain where and why null points occur from a DSRC RSU (Chapter 2)
2. Apply the existing horizontal and vertical polarization model and discuss the limitations of the model in a real-world scenario for a DSRC RSU on a highway on/off ramp (Chapter 3 and Appendix A)
3. Introduce an extended horizontal and vertical polarization null point model using empirical data (Chapter 4)
4. Discuss the conclusion, limitations of work, and future research (Chapter 5).
The simplest manner to understand where and why null points occur is depicted as two sinusoidal waves: direct and reflective waves (i.e., also known as a two-ray model). The null points for a DSRC RSU occurs because the direct and reflective waves produce a destructive interference (i.e., decrease in signal strength) when they collide. Moreover, the null points can be located using Pythagorean theorem for the direct and reflective waves.
Two existing models were leveraged to analyze null points: 1) signal strength loss (i.e., a free space path loss model, or FSPL, in Appendix A) and 2) the existing horizontal and vertical polarization null points from a DSRC RSU. Using empirical data from two different field tests, the existing horizontal and vertical polarization null point model was shown to contain limitations in short distances from the DSRC RSU. Moreover, the existing horizontal and vertical polarization model for null points was extremely challenging to replicate with over 15 DSRC RSU data sets. After calculating the null point for several DSRC RSU heights, the paper noticed a limitation of the existing horizontal and vertical polarization null point model with over 15 DSRC RSU data sets (i.e., the model does not account for null points along the full length of the FSPL model).
An extended horizontal and vertical polarization model is proposed that calculates the null point from a DSRC RSU. There are 18 model comparisons of the packet counts and signal strengths at various thresholds as perspective extended horizontal and vertical polarization models. This paper compares the predictive ability of 18 models and measures the fit. Finally, a predication graph is depicted with the neural network's probability profile for packet counts =1 when greater than or equal to 377. Likewise, a python script is provided of the extended horizontal and vertical polarization model in Appendix C.
Consequently, the neural network model was applied to 10 different DSRC RSU data sets at 10 unique locations around a circular test track with packet counts ranging from 0 to 11. Neural network models were generated for 10 DSRC RSUs using three thresholds with an objective to compare the predictive ability of each model and measure the fit. Based on 30 models at 10 unique locations, the highest misclassification was 0.1248, while the lowest misclassification was 0.000. There were six RSUs mounted at 3.048 (or 10 feet) from the ground with a misclassification rate that ranged from 0.1248 to 0.0553. Out of 18 models, seven had a misclassification rate greater than 0.110, while the remaining misclassification rates were less than 0.0993. There were four RSUs mounted at 6.096 meters (or 20 feet) from the ground with a misclassification rate that ranged from 0.919 to 0.000. Out of 12 models, four had a misclassification rate greater than 0.0590, while the remaining misclassification rates were less than 0.0412.
Finally, there are two major limitations in the research: 1) the most effective key parameter is packet counts, which often require expensive data acquisition equipment to obtain the information and 2) the categorical type (i.e., decision tree, logistic regression, and neural network) will vary based on the packet counts or signal strength threshold that is dictated by the threshold criterion. There are at least two future research areas that correspond to this body of work: 1) there is a need to leverage the extended horizontal and vertical polarization null point model on multiple DSRC RSUs along a highway on/off ramp, and 2) there is a need to apply and validate different electric and magnetic (or propagation) models.<br>Ph. D.
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Yan, Fei. "Contribution à la modélisation et à la régulation du trafic aux intersections : intégration des communications Vehicule-Infrastructure." Phd thesis, Université de Technologie de Belfort-Montbeliard, 2012. http://tel.archives-ouvertes.fr/tel-00720641.
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Dans ce mémoire de thèse, nous avons étudié le problème de régulation du trafic en considérant les nouvelles technologies dans le cadre des Systèmes de Transport Intelligent (STI). Une nouvelle stratégie de contrôle est introduite afin d'exploiter le potentiel des infrastructures de la circulation à un niveau maximum. Plus précisément, basée sur la technologie VII " Intégration Véhicule-Infrastructure ", l'infrastructure routière aux carrefours (considérée aussi comme contrôleur) peut communiquer avec les véhicules autonomes qui arrivent à un carrefour de manière continue. Les données importantes sur les véhicules telles que la vitesse, la position et la destination sont alors reçues par des capteurs avancés et envoyées au contrôleur en temps réel. Par conséquent, il est possible d'élaborer une stratégie de contrôle du trafic en considérant chaque véhicule comme une entité indépendante. En d'autres termes, le droit de passage est attribué à chaque véhicule en fonction de son état et en fonction de l'état global du trafic au carrefour. Seuls les véhicules qui ont reçu le droit de passage peuvent traverser le carrefour. Le contrôle du trafic au niveau d'un carrefour vise donc à déterminer les séquences de passage des véhicules, c'est-à-dire les séquences de distribution des droits de passage.Cependant, la plus grande difficulté pour appliquer cette nouvelle stratégie est la contradiction entre l'optimisation des séquences de passages des véhicules et la complexité temporelle. Pour résoudre cette contradiction, nous avons d'abord formulé mathématiquement la problématique de régulation et nous avons ensuite étudié sa complexité. Nous avons prouvé dans un premier temps que le problème de régulation du trafic formulé à l'intersection isolée est NP-hard sous certaines conditions (nombre arbitraire de groupes de flux compatibles GFC,...) et ceci en se basant sur la réduction au problème de 3-Partition. Dans un deuxième temps, nous avons appliqué les méthodes de résolutions exactes sur un carrefour isolé pour proposer des algorithmes exacts (Branch and Bound et Programmation dynamique) permettant de trouver une séquence de passage optimale. Plusieurs propriétés du problème ont été introduites et prouvées et ceci afin qu'elles soient exploitées par ces algorithmes. Ces propriétés ont pour objectif de réduire considérablement l'espace de recherche et par conséquent le temps d'exécution de ces algorithmes exacts.Par ailleurs, nous n'avons pas limité nos recherches sur des carrefours isolées mais nous avons appliqué l'approche de contrôle proposée sur un réseau de carrefours tout en considérant un seul contrôleur. Cependant, un algorithme exact appliqué sur plusieurs carrefours ne peut pas être assez rapide surtout lorsqu'on a besoin de communiquer presque instantanément des informations aux véhicules (en temps réel). Nous avons proposé donc des méthodes de résolutions approchées afin de trouver en un temps raisonnable une séquence de passage satisfaisante pour chaque carrefour. Ces algorithmes (Algorithmes génétiques) ont en effet, besoin de moins de temps de calcul tout en assurant une bonne qualité de solution.Enfin, nous illustrons la mise en œuvre des déférentes approches proposées à travers des résultats de simulation afin d'évaluer leurs performances.
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Vaz, Francisco José Pires. "VNMS: vehicular network messaging system." Master's thesis, Universidade de Aveiro, 2016. http://hdl.handle.net/10773/21232.
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Mestrado em Engenharia de Computadores e Telemática<br>Com conceitos como a internet das coisas a surgir e a tornarem-se cada vez mais populares, criar ligações entre veículos foi apenas um próximo passo lógico, formando assim as redes ad hoc veiculares. Estas redes são um caso particular das redes móveis ad hoc, nas quais os veículos se ligam uns aos outros de uma forma espontânea. Acrescentar aos veículos a capacidade de comunicarem uns com os outros faz surgir uma abundância de possibilidades. Contudo, atualmente já existem diversas aplicações que fazem uso destas redes; no entanto, a maioria destas aplicações estão mais diretamente relacionadas com a ccomunicação entre veículo e não entre utilizadores. Soluções como o REINVENT fornecem a capacidade de expedir mensagens através de uma VANET utilizando smartphones, contudo falta-lhe uma camada lógica capaz de suportar a expedição de mensagens de utilizador para utilizador.
A nossa contribuição, o Sistema de Mensagens para Redes Veiculares (VNMS), permite a troca de mensagens entre utilizadores numa VANET. Com a implantação de um quadro de avisos virtual nos nós da VANET, com uma camada de reencaminhamento de mensagens e um naming service, fornece aos utilizadores a capacidade de trocarem mensagens entre si sem a necessidade de informação ou serviços da VANET. Os nós do VNMS atuam como agregadores de mensagens, providenciando repositórios locais de mensagens de utilizadores e reencaminhamento sobre a rede para o utilizador alvo, i.e., o nó ao qual o utilizador está ligado. Na perspetiva do utilizador, este pode usar os serviços do VNMS de uma forma transparente através de uma aplicação Android – foi criada uma aplicação de chat que usa a VANET como prova de conceito.<br>With concepts like the internet of things currently cropping up and getting more popular, connecting vehicles with each other was just a logical step, originating the vehicular ad-hoc networks (VANETs). VANETs are a particular case of Mobile ad-hoc networks (MANETs) in which vehicles connect with other vehicles in ad-hoc mode and evolving topologies. By enhancing vehicles with the ability to communicate with each other, an abundance of capabilities arises. However, currently most applications using VANETs are focused on the vehicle to vehicle communications, and not on vehicles users, either drivers or passengers. Previous work like REINVENT provided a solution capable of dispatching messages through VANETs using standard smartphones; however, it lacked a logical layer to support user to user logical message brokering.
Our contribution, the Vehicular Network Messaging System (VNMS), allows user to user message exchange on VANET. By deploying virtual bulletin boards (VBBs) in VANETs nodes, a layer of message forwarding, and user naming service, it provides users the ability to exchange messages without the explicit need of any VANETs specific information or service. VNMS nodes act as brokers for user messages, providing local user message repositories and VANETs routing to targeted user(s) i.e. its VANET node. From the user perspective, it is possible to use VNMS services transparently using Android mobile application – we implemented a VANETs enabled chat application as proof of concept.
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Randriamasy, Malalatiana. "Localisation et transmissions sécurisées pour la communication Véhicule à Infrastructure (V2I) : Application au service de télépéage ITS-G5." Thesis, Normandie, 2019. http://www.theses.fr/2019NORMR011/document.
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La localisation précise des véhicules et la sécurité des échanges sont deux grands axes qui font la fiabilité des services fournis dans les systèmes de transport intelligent. Ces dernières années, elles font l’objet de nombreux projets de recherche pour des champs d’application divers. Dans cette thèse, le contexte d’application est la réalisation d’un service de télépéage utilisant la technologie ITS-G5. Cette technologie de communication sans-fil permet dans un premier temps le partage des informations de sécurité routière entre les véhicules (V2V), le véhicule et l’infrastructure (V2I). Dans cette thèse, on propose une architecture permettant d’échanger des transactions de télépéage utilisant les équipements communicants en ITS-G5 embarqués dans les véhicules connectés et les unités bord de route (UBR) de l’infrastructure. Les problématiques de nos travaux de recherche se concentrent sur la méthode de localisation des véhicules ayant effectué la transaction afin de pouvoir la valider et sur la sécurité de l’architecture proposée pour assurer l’échange de cette transaction. Afin de bien localiser les véhicules lors du passage au péage, notre approche propose la compréhension de la cinématique du véhicule par une modélisation adéquate à partir des données recueillies dans les messages coopératifs (CAM : Cooperative Awareness Message) en approche du péage. Cela améliorera les informations de géolocalisation déjà présentes. Notre objectif est d’arriver à une précision de moins d’un mètre pour distinguer 2 véhicules adjacents. D’autre part, le protocole de sécurité proposé permet d’assurer l’authentification des équipements participant à l’échange et à la validation de la transaction, l’intégrité des données échangées ainsi que la confidentialité des échanges compte tenu du contexte de communication sans-fil et de la sensibilité des données échangées. Une preuve de concept de la solution de télépéage utilisant la technologie ITS-G5 est développée et intègre nos deux contributions<br>The precise localization of vehicles and the security of communication are requirements that make almost of the services provided in intelligent transport systems (ITS) more reliable. In recent years, they have been the subject of numerous research projects for various fields of application. In this thesis, the context is the development of an electronic toll service using the ITS-G5 technology. This wireless communication technology initially allows the sharing of traffic safety information between vehicles (V2V), vehicle and infrastructure (V2I). In our work, we propose a tolling application using equipment operating in ITS-G5 embedded in the connected vehicles and roadside units. For this, ensuring both precise geolocation of the vehicles and security of communication are required to validate the transaction.In order to properly locate the vehicles during the toll crossing, our approach is based on the understanding of the kinematics of the vehicle through a suitable modeling from the data collected in the cooperative messages (called CAM: Cooperative Awareness Message). This approach aims to improve the geolocation information already present in the message. Our goal is to achieve vehicle localization with an accuracy lower than one meter to distinguish two adjacent vehicles. On the other hand, the proposed tolling protocol ensures the authentication of the equipment or entities involved in the exchange and the validation of the transaction, the integrity of the transmitted data as well as the confidentiality of the communication. In this way, we take into account the context of the wireless communication and the sensitivity of the exchanged data. Our two contributions are integrated in the implemented Proof of Concept of the tolling application using the ITS-G5 technology
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Jahangiri, Arash. "Investigating Violation Behavior at Intersections using Intelligent Transportation Systems: A Feasibility Analysis on Vehicle/Bicycle-to-Infrastructure Communications as a Potential Countermeasure." Diss., Virginia Tech, 2015. http://hdl.handle.net/10919/76729.
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The focus of this dissertation is on safety improvement at intersections and presenting how Vehicle/Bicycle-to-Infrastructure Communications can be a potential countermeasure for crashes resulting from drivers' and cyclists' violations at intersections. The characteristics (e.g., acceleration capabilities, etc.) of transportation modes affect the violation behavior. Therefore, the first building block is to identify the users' transportation mode. Consequently, having the mode information, the second building block is to predict whether or not the user is going to violate. This step focuses on two different modes (i.e., driver violation prediction and cyclist violation prediction). Warnings can then be issued for users in potential danger to react or for the infrastructure and vehicles so they can take appropriate actions to avoid or mitigate crashes.
A smartphone application was developed to collect sensor data used to conduct the transportation mode recognition task. Driver violation prediction task at signalized intersections was conducted using observational and simulator data. Also, a naturalistic cycling experiment was designed for cyclist violation prediction task. Subsequently, cyclist violation behavior was investigated at both signalized and stop-controlled intersections. To build the prediction models in all the aforementioned tasks, various Artificial Intelligence techniques were adopted. K-fold Cross-Validation as well as Out-of-Bag error was used for model selection and validation.
Transportation mode recognition models contributed to high classification accuracies (e.g., up to 98%). Thus, data obtained from the smartphone sensors were found to provide important information to distinguish between transportation modes. Driver violation (i.e., red light running) prediction models were resulted in high accuracies (i.e., up to 99.9%). Time to intersection (TTI), distance to intersection (DTI), the required deceleration parameter (RDP), and velocity at the onset of a yellow light were among the most important factors in violation prediction. Based on logistic regression analysis, movement type and presence of other users were found as significant factors affecting the probability of red light violations by cyclists at signalized intersections. Also, presence of other road users and age were the significant factors affecting violations at stop-controlled intersections. In case of stop-controlled intersections, violation prediction models resulted in error rates of 0 to 10 percent depending on how far from the intersection the prediction task is conducted.<br>Ph. D.
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Lebre, Marie-Ange. "De l'impact d'une décision locale et autonome sur les systèmes de transport intelligent à différentes échelles." Thesis, Lyon, 2016. http://www.theses.fr/2016LYSEI007/document.
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Cette thèse présente des applications véhiculaires à différentes échelles : de la petite qui permet d'effectuer des tests réels de communication et de service ; à des plus grandes incluant plus de contraintes mais permettant des simulations sur l'ensemble du réseau. Dans ce contexte nous soulignons l'importance d'avoir et de traiter des données réelles afin de pouvoir interpréter correctement les résultats. A travers ces échelles nous proposons différents services utilisant la communication V2V et V2I. Nous ne prétendons pas prendre le contrôle du véhicule, notre but est de montrer le potentiel de la communication à travers différents services. La petite échelle se focalise sur un service à un feu de circulation permettant d'améliorer les temps de parcours et d'attente, et la consommation en CO2 et en carburant. La moyenne échelle se situant sur un rond-point, permet grâce à un algorithme décentralisé, d'améliorer ces mêmes paramètres, mais montre également qu'avec une prise de décision simple et décentralisée, le système est robuste face à la perte de paquet, à la densité, aux comportements humains ou encore aux taux d'équipement. Enfin à l'échelle d'une ville, nous montrons que grâce à des décisions prises de manière locale et décentralisée, avec seulement un accès à une information partielle dans le réseau, nous obtenons des résultats proches des solutions centralisées. La quantité de données transitant ainsi dans le réseau est considérablement diminuée. Nous testons également la réponse de ces systèmes en cas de perturbation plus ou moins importante tels que des travaux, un acte terroriste ou une catastrophe naturelle. Les modèles permettant une prise de décision locale grâce aux informations délivrées autour du véhicule montrent leur potentiel que se soit avec de la communication avec l'infrastructure V2I ou entre les véhicules V2V<br>In this thesis we present vehicular applications across different scales: from small scale that allows real tests of communication and services; to larger scales that include more constraints but allowing simulations on the entire network. In this context, we highlight the importance of real data and real urban topology in order to properly interpret the results of simulations. We describe different services using V2V and V2I communication. In each of them we do not pretend to take control of the vehicle, the driver is present in his vehicle, our goal is to show the potential of communication through services taking into account the difficulties outlined above. In the small scale, we focus on a service with a traffic light that improves travel times, waiting times and CO2 and fuel consumption. The medium scale is a roundabout, it allows, through a decentralized algorithm, to improve the same parameters. It also shows that with a simple and decentralized decision-making process, the system is robust to packet loss, density, human behavior or equipment rate. Finally on the scale of a city, we show that local and decentralized decisions, with only a partial access to information in the network, lead to results close to centralized solutions. The amount of data in the network is greatly reduced. We also test the response of these systems in case of significant disruption in the network such as roadworks, terrorist attack or natural disaster. Models, allowing local decision thanks to information delivered around the vehicle, show their potential whatsoever with the V2I communication or V2V
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Carreira, Diogo Emanuel Silva Jordão. "Mobility of communications between vehicles and infrastructure." Master's thesis, Universidade de Aveiro, 2013. http://hdl.handle.net/10773/12493.
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Mestrado em Engenharia Electrónica e Telecomunicações<br>The unique characteristics of VANETs, such as high mobility, dynamic topology and frequent loss of connectivity, turn the network selection scheme into a complex problem. In a crowded wireless environment that surrounds us, mainly in urban areas, there is a proliferation and superposition of multiple networks and technologies. Therefore, in order to guarantee connectivity in a transparent way for users, the presence of a connection manager capable of taking informed decisions is crutial. With the increase of mobile traffic, several initiatives have been performed for deploying free/low-cost Wi-Fi hotspots across the cities, in order to offload traffic from the cellular networks into more cost-effective networks. On the one hand, clients benefit from lower data prices, and on the other hand, operators may reduce the amount of cellular infrastructure deployed. Furthermore, users will certainly prefer to connect to a free source of Internet whenever it is available instead of paying for it. Since nodes in VANETs are vehicles, the perception of the surrounding networks is constantly changing, becoming unstable with speed. Therefore, the high mobility of nodes in VANETs jeopardizes the existing network selection mechanisms, which for the network election, are based on Received Signal Strength (RSS) to choose where to connect. Moreover, in a VANET environment, there are no mechanisms capable of taking into account V2V communication according to the WAVE/DSRC technology. Thereby, we propose a connection manager which considers the Wi-Fi networks, cellular networks and the WAVE/DSRC technology to provide connectivity to vehicles. This connection manager is capable of looking into relevant data that is available in VANET-equipped vehicles, increasing the dynamic of the decision process. VCM is a connection manager optimized to operate in VANET scenarios, which takes into account the vehicle speed and heading, the infrastructure position along with their availability and also the number of hops to reach the service provider, besides the link quality. The proposed connection manager is based on an Analytical Hierarchic Process (AHP) that combines several candidate networks, geographic inputs and physical factors to determine the best connection at all times, including the technology and the best network, for each user. To determine the priority of each parameter, we proposed the combination of pairwise comparisons between the criteria involved, according to Saaty's pairwise comparison scale, enhancing the process through simulation and using a Genetic Algorithm (GA). To observe the enhancements provided by VCM, two typical connection managers were implemented: BCM which only looks to the signal quality to choose where to connect, and PCM which takes into account users preference besides the RSS. The evaluation was performed in a Manhattan grid, composed by several vehicles using SUMO's car-following model and with equal turn probabilities, and infrastructure randomly spread across the scenario. The results show that VCM outperforms the other two connection managers, proving that it is capable of operating in general scenarios minimizing the packet loss and with a reduced number of performed handovers.<br>As características únicas das redes veiculares, como a elevada mobilidade, a topologia dinâmica e a frequente perda de conectividade, tornam o esquema da escolha de rede num problema complexo. Num ambiente replecto de redes sem fios, principalmente nas áreas urbanas, existe um aglomerado e sobreposição de varias redes e tecnologias. Assim, para garantir ao utilizador a conectividade de forma transparente, é necessário a presença de um mecanismo capaz de tomar decisões informadas. Com o aumento do trafego móvel, varias iniciativas estão a ser realizadas, disponibilizando hotspots IEEE 802.11 a/g/n (Wi-Fi) pelas cidades, de forma a retirar trafego das redes celulares. Por um lado, os clientes podem usufruir de preços mais baixos e por outro lado, os operadores conseguem reduzir a quantidade de trafego móvel. Alem disso, os utilizadores irão preferir ligar-se a uma rede mais barata/grátis sempre que estiver disponível, desde que tenha boa qualidade. Uma vez que nas redes veiculares os nos são veículos, as redes disponíveis estão sempre a mudar, tornando-se cada vez mais instáveis com o aumento da velocidade. Assim, a mobilidade dos nos põe em causa as soluções existentes para mecanismos de selecção de redes, que maioritariamente para elegerem a melhor rede se baseiam apenas na qualidade do sinal. Alem disso, para um ambiente de redes veiculares, não existem mecanismos de selecção capazes de ter em conta comunicação Vehicle-to-Vehicle (V2V) de acordo com a tecnologia Wireless Access in Vehicular Environments (WAVE) / (Dedicated Short-Range Communications (DSRC). Assim, é proposta a criação de um gestor de conectividade capaz de ter em conta determinados factores que se encontram disponíveis nos veículos Vehicular Ad-hoc NETwork (VANET)-equipados para aumentar a dinâmica do processo de seleccao. O Vanet Connection Manager (VCM) é um gestor de conectividade optimizado para ambientes veiculares, que considera a disponibilidade de redes Wi-Fi, redes celulares e a tecnologia WAVE / DSRC para veículos. Este gestor tem em conta a velocidade e direcção do veículo, a posição das infraestructuras bem como a sua disponibilidade, o numero de saltos ate ao destino, alem da qualidade do sinal. O mecanismo proposto e baseado num Processo Analítico Hierárquico que combina varias redes candidatas, parâmetros geográficos e factores físicos para determinar a melhor ligação possível, incluindo a tecnologia e a melhor rede, para cada utilizador. Para o calculo das prioridades de cada parâmetro, foi proposto o método das combinações emparelhadas desenvolvido por Saaty, optimizando o processo através de simulação e recorrendo a um Algoritmo Genético. Para observar o desempenho do gestor de conectividade, implementaram-se dois gestores típicos de conectividade: Basic Connection Manager (BCM) que apenas tem em conta a força de sinal para escolher o melhor candidato, e o Preference-based Connection Manager (PCM) que tem em conta as preferências dos utilizadores para além da força de sinal. A avaliação foi realizada num cenário Manhattan, composto por vários veículos com modelos de simulação importados do SUMO e infraestrutura aleatoriamente colocada ao longo do cenário. Os resultados mostram que o VCM apresenta melhores resultados que os outros dois gestores de rede, provando que e capaz de operar em qualquer cenário, minimizando as perdas de dados e com um reduzido numero de mudanças de rede.
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Belmekki, Sabrine. "Multi-level risk and collective perception for high quality of service automated mobility in a highly dynamic V2X connected environment." Electronic Thesis or Diss., Université de Lille (2022-....), 2023. http://www.theses.fr/2023ULILB009.
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Les technologies des véhicules automatisés se développent rapidement et sont deplus en plus présentes dans notre vie quotidienne pour créer des systèmes de trans-port entièrement connectés. Les constructeurs automobiles équipent à présent lesderniers modèles de véhicules de certaines fonctions d'aide à la conduite. Les avan-tages potentiels de ces véhicules incluent la réduction des collisions, l'atténuationdes embouteillages, la réduction de la consommation de carburant, et une flexibil-ité accrue pour les personnes qui n'ont pas accès aux transports. Pour permettrel'automatisation de ces fonctions, il est nécessaire de disposer de données relativesà la détection d'obstacles, la configuration de la route et l'environnement.L'objectif de cette étude est d'examiner l'adaptabilité et l'aptitude du modèle decommunication de la feuille de branche de chaîne (Chain Branch Leaf-CBL) dansles systèmes coopératifs et d'examiner son impact sur les réponses de la circula-tion. De plus, la recherche vise à déterminer le rôle des unités en bord de route etl'efficacité de la perception à plusieurs niveaux dans la prévention des risques. Lebut ultime de cette recherche est d'améliorer la communication et la collaborationentre les véhicules conventionnels et autonomes, ce qui se traduira par une circu-lation plus sûre et plus efficace.Dans cette thèse, nous avons étudié l'utilisation d'une architecture et des stratégiesde communication adaptées pour améliorer la qualité de service en utilisant les in-formations des véhicules entourant l'égo véhicule. Nous avons proposé le conceptde Chain Branch Leaf-Gateway Clustering pour réaliser une topologie optimaled'unité de bord de route-UBR assurant une haute qualité et continuité de service.Nous avons également étudié la perception multi-niveau pour estimer les risquesde collision multi-niveau (local, local étendu, branche étendu et global).Par la suite, nous utilisons les métriques (Time to collision (TTC), Time TimeHeadway (TH), Distance of Gruyer (DG), Risk estimator with uncertainties andmultidimensional model (RIMUM)). Pour estimer les quatre risques de collision(étendus) dans des conditions optimales avec une localisation et une perceptionparfaites, et la situation d'incertitude de la perception avec une localisation par-faite. Les résultats montrent que les risques étendus permettent une meilleureanticipation de la collision que le risque local.De plus, nous avons développé une nouvelle version étendue du modèle Chainbranch leaf-Gateway (CBL-G), qui s'avère plus efficace en termes de couverture.L'architecture hiérarchique du modèle nous permet de calculer les risques de col-lision avec une plus grande précision. La classification en différents niveaux derisque nous permet de identifier les situations potentiellement dangereuses. Dans nos projets de recherche futurs, nous planifions d'étudier d'autres situationstelles que les intersections routières, les sorties et les entrées d'autoroutes ainsique les ronds-points. De plus, nous aimerions explorer les cas dans lesquels il est impossible de localiser les nœuds à travers la chaîne en passant à travers des tun-nels et élaborer des indicateurs de risque qui explorent tous les composants clés(véhicule ego, conducteur, obstacle, route et environnement)<br>The use of automated vehicle (AV) technologies such as self-driving cars is becoming more prevalent in daily life. These technologies aim to create fully- connectedtransportation systems, still there are concerns that remain unaddressed. Studieshave shown that AVs can reduce collisions, ease traffic congestion, and providetransportation options for those who lack access. Yet, car manufacturers havealready implemented certain automated features in their vehicles. One importantaspect of AVs is improving communication between the vehicle and roadside.The objective of this study is to investigate the adaptability and suitability of theChain branch leaf (CBL) communication model in cooperative systems to exam-ine its impact on traffic responses. Additionally, the research aims to determinethe role of Roadside Units and the effectiveness of multi-level perception in riskmitigation. The ultimate goal of this research is to improve communication andcollaboration between autonomous vehicles leading to safer and more efficient traf-fic flow.This thesis focuses on the estimation of obstacle attributes, the road, and theego-vehicle to improve the quality of service on the road through communication,localization, and perception functions. We propose architectures and communica-tion strategies that will take into account the information of surrounding vehiclesto optimize coverage and estimate collision risk at different levels including local,extended local, extended branch, and global.Subsequently, we use the most relevant metrics (Time to Collision (TTC), TimeHeadway (TH), Distance of Gruyer (DG), RISK (R), Risk estimator with Uncer-tainties and Multidimensional model (RIMUM)), to estimate the four (extended)collision risks. In optimal conditions first with perfect location and perception,and then the uncertainty scenario of perception with perfect location. Resultsshow that the extended risks allow better anticipation of the collision than thelocal risk.Furthermore, we have developed a new extended version of the Chain branch leaf-Gateway (CBL-G) model, which proves to be more efficient in terms of coverage.The hierarchical architecture of the model allows us to calculate collision riskswith greater accuracy. The different levels of risk allow us to identify potentiallydangerous situations earlier, which is considered to be very relevant for incidentprevention.In our future research projects, we plan to study other situations such as roadintersections, highway exits, and entrances, as well as roundabouts. Additionally,we would also like to explore cases where we are unable to locate nodes throughthe chain (such as passing through tunnels). And elaborate risk indicators thatexplore all key components (ego vehicle, driver, obstacle, road, and environment)
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Xu, Da Qian. "Coordination of plug-in electric vehicles over a communications infrastructure." Thesis, McGill University, 2013. http://digitool.Library.McGill.CA:80/R/?func=dbin-jump-full&object_id=114412.
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Proliferation of plug-in electric vehicles (PEVs) with poor regulation might impose additional stress on distribution grids and cause severe local grid problems. To alleviate potential negative impacts due to PEV loadings and to avoid costs from installing new generation capacity and postponing network reinforcements, coordinated schemes need to be applied. This thesis focuses on a multidisciplinary study on smart management of PEVs with the aid of advanced information and communication technologies (ICTs). A co-simulation environment is developed in collaboration with the Optical Zeitgeist Laboratory. A coordination scheme is then proposed, with the goals of achieving peak shaving and valley filling and maximum utilization of local renewable energy sources without compromising on vehicle owners' driving needs. The scheme is optimized in terms of different objectives with respect to either charging or discharging periods and multiple charging locations. The study is based on real-world transportation data and a residential network model mapped with a fiber-wireless communications infrastructure. By performing co-simulation, the proposed scheme is examined from the aspect of power engineering, including power demand, losses, and nodal voltage magnitudes obtained from load flow analysis, and simultaneously from the communications perspective such as required channel bandwidth and delay. The scheme is tested in comparison to a benchmark coordinated charging scheme, and its efficacy is also verified in a sensitivity analysis with a higher PEV penetration level.<br>La prolifération de véhicules électriques (VEs) sans régulation pourrait causer des problèmes au niveau des réseaux de distribution et causer des problèmes majeurs localement dans le réseau. Pour éviter les impacts dûs à la charge des VEs et éviter les coûts d'installation de mise à jour du réseau, il est possible d'éviter ces problèmes en opérant des mécanismes de coordination. Cette thèse porte sur l'étude multidisciplinaire de la gestion intelligente (dite smart) de VEs en exploitant les technologies de l'information et de la communication (TICs). Un co-simulateur est développé en collaboration avec Optical Zeitgeist Laboratory. Un mécanisme de coordination est ensuite proposé ayant pour but de diminuer le pic d'utilisation du réseau et en augmentant l'utilisation lors des périodes de faible pointe en utilisant les énergies renouvelables sans compromettre les besoins des propriétaires de VEs. Le mécanisme optimise selon plusieurs objectifs en planifiant des périodes de charge et décharge en tenant compte de l'emplacement des VEs. Les co-simulations effectuées prennent en compte des données statistiques réelles des comportements de transport et le réseau de distribution est contrôlé en utilisant un réseau de télécommunications de prochaine génération optique et sans-fil (FiWi). Le mécanisme de coordination tient compte de plusieurs aspects du génie électrique, tel que la demande de puissance, les pertes, le voltage ainsi que plusieurs métriques du réseau de communication FiWi. Le mécanisme est testé et comparé à un mécanisme existant proposé dans la littérature. De plus, le mécanisme proposé est analysé en variant le nombre de VEs dans une population donnée.
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Lindblad, Liselotte. "DEPLOYMENT METHODS FOR ELECTRIC VEHICLE INFRASTRUCTURE." Thesis, Uppsala universitet, Fasta tillståndets fysik, 2012. http://urn.kb.se/resolve?urn=urn:nbn:se:uu:diva-177014.
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The thesis considers methods for the spatial deployment of public charging stations for electric vehicles. After studying the future situation for public charging infrastructure three cases where spatial deployment methods can come to use were identied: Public slow charging a within city area Public fast charging a within city area Charging station alongside a major road The methods were constructed using the GIS-software ArcGIS and was then validated using three different test studies (an introduction to GIS and ArcGIS is found in Appendix A). It could be concluded that it is difficult to predict the future public charging need because of uncertainties in predicting the future electric vehicle market penetration, charging behaviours and market models. The GIS software used proved to have many useful tools which made the deployment implementation straight forward. Much work will have to be invested in nding adequate GIS input data and defining the method objective and parameters, since each deployment situation is unique.
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SETHI, AAKASH KUMAR. "CONTROL STRATEGIES FOR ELECTRIC VEHICLE CHARGING INFRASTRUCTURE." Thesis, DELHI TECHNOLOGICAL UNIVERSITY, 2021. http://dspace.dtu.ac.in:8080/jspui/handle/repository/18902.
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The Electric Vehicles (EVs)/ plug-in hybrid EVs (PHEVs) are slowly and
steadily making inroads, in public as well as personal vehicle markets worldwide. The
limited fuel reserves and pollution caused due to conventional internal combustion
engine (ICE) driven vehicles are the main driving elements for allowing a paradigm shift
towards EVs. However, with the rapidly increasing demand of EVs, many experts had a
manifest concern regarding the charging infrastructure and thus, several studies have
been presented over it. With the growing popularity of EVs, power distribution networks
are under stress to accommodate the charging infrastructure. The large-scale penetration
of EV charging loads in low voltage network may lead to severe voltage fluctuations,
overloading of distribution transformer and harmonics related power quality issues.
To subsides the negative effect of EVs on distribution system, smart charging
technique must be required. During one of the two operating mode, EV charger transfers
active power to grid as well as compensating reactive power and known as Vehicle to
grid (V2G) mode. This mode requires a bidirectional EV charger which may operate in
all over the active-reactive (P-Q) power plane.
Moreover, single phase single stage EV chargers have inherent problem of
producing second order ripple component on DC side. This problem is further
exaggerated during vehicle-to-grid (V2G) mode of operation where it may be normally
controlled to supply both active as well as reactive power. During the V2G reactive
power compensation, the second order harmonics ripple component at DC side will
increase which further reduces the life cycle and performance of battery pack. Therefore,
the second order ripple component must be minimized for improving the life of battery
pack.
Therefore, the main aim of proposed study is to develop a robust control system
for EV charger to operate it in wide range of G2V and V2G mode of operations while
maintain the amount of ripple content on DC side within the permissible limit. The EV
charger may supply active power to grid if required and compensate reactive power
(inductive or capacitive) if a battery charges at slower rate. In that case, the remaining
rating of charger is utilized for compensating the reactive power for optimally utilization
charger can work as an active power filter and improves the power quality.
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In this regard, total four control techniques based on proportional integral (PI),
proportional resonant (PR), plant integrated proportional integrated (PIPI), repetitive
controller (RC), and adaptive neuro-fuzzy inference system (ANFIS) have been presented
in this thesis for two stage EV charger. The two control techniques have been presented
for both ON board and OFF board EV charger. These EV chargers having two
conversion stages i.e., AC-DC and DC-DC converter. Both the converters have their
separate controller. Moreover, for single phase single stage ON board EV charger, a
control technique has been proposed for minimization of second order ripple presented
on DC side. For this, single phase AC-DC converter is utilized for charging purpose.
Further, all the EV chargers are able to compensate the reactive power of local load.
They all have active and reactive power input references where active command depends
on customer desire charging rate and reactive command is requested by grid. All EV
charger prototype is controlled by using dSPACE 1104 in laboratory.
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Sandin, Carl-Oscar. "Developing Infrastructure to Promote Electric Mobility." Thesis, KTH, Industriell ekologi, 2010. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-55326.
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Electric mobility, E-mobility, will play a central role in a sustainable future transport system. The potential of curbing climate change in both short and long term are significant. Emobility will also offer the possibility to leapfrog the Internal Combustion car, IC-car, economy for developing countries. The low dependence of oil will be a benefit but E-mobility will demand a well functional electricity grid. Development of this grid will be beneficial for the developing world. For the European society E-mobility will in long term offer lower operating costs, decreased dependence of oil and lower emission of pollutants and Green House Gases, GHGs. All these factors are beneficial for the European society. The transition to E-mobility will depend upon a set of different factors and will call for different actions in order to overcome the barriers of E-mobility. A well developed charging infrastructure will be important in order to offer the full potential of E-mobility. The infrastructure will develop along with the market introduction of Electrical Vehicles, EVs. It is important that there are existing charging alternatives in the early introduction phase of EV in order to avoid the stagnation in the transition toward E-mobility. In order to provide the proper conditions for E-mobility, the determining factors must be investigated and evaluated. The four main factors are economical, social, R&D and infrastructure. The European driving patterns meet the offered operating range of an EV with ease. This means that EV has the potential to become an inner city vehicle under existing conditions. The investigation of the four determining factors leads to a base from which an implementation plan is suggested. The implementation plan is directed toward governments, energy utilities and other active participants in the development. The key factors of the implementation plan are to actively engage in the market, see E-mobility as a disruptive technology, use spin-off companies and social transparency. In order to gain the most from the implementation plan it is important that the correct actions are taken at the correct time. Therefore the transition period is divided into three phases; the introduction phase, the commercial phase and the re-development phase. The introduction phase will create the basic conditions for E-mobility. Government’s main action will be to invest in EVs and offer subsidies and other incentives to major companies that will equip their vehicle fleets with EVs. These actions will send signals toward vehicle Original Equipment Manufactures, OEMs, and other actors that the market of EVs is worth investing in. During the introduction phase try-out sessions, demonstrations and hearings will be important in order to communicate the advantages of E-mobility to society. Energy utilities will work to create roaming deals and standardization of important components and characteristics. The commercial phase is the most important phase for social adoption of E-mobility. During this phase commercial businesses will use EV charging a competitive advantage. New business models will be one of the keys to fully adoption of E-mobility. Cross industry alliances will reduce the initial cost, offer the service of a vehicle without owning it and leasing deals. The perception of travelling will shift and reduction of operating cost will be evaluated against travel time and planning. The re-development phase is based on a society that has adopted E-mobility. The development will proceed in order to offer more advantages to drivers but also to increase efficiency and to use the full potential of E-mobility.
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Swahn, Joakim, and Christian Udin. "Cooperative Vehicle-Infrastructure System : Identification, Privacy and Security." Thesis, Linköping University, Department of Science and Technology, 2007. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-9399.
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<p>This master thesis is to highlight the importance of what needs to be identified in the CVIS system, how this could be done, how different techniques affect privacy and security and how the privacy and security mechanisms can be improved for the whole system. The report starts with a background of ERTICO – ITS Europe, followed by a description of how the CVIS project is organized, how the CVIS system will work, and a presentation of privacy, security and identification, both in general and in CVIS. After this follows the analysis and the report is finally wrapped up with conclusions and recommendations.</p><p>Why this is an important topic to highlight and discuss and the reason being for this master thesis, is because there is a clear need within the CVIS consortium to harmonise these topics. As it is today, different persons and different sub-projects have different views and opinions on what needs to be identified for example. This needs to be harmonised in order for everyone to know what is being developed, but also, and much more importantly, to in the end get acceptance for the CVIS system. If people do not feel they can trust the system, if they feel it is not secure or that it violates their privacy, they will not use it, even if it has been proved the technique works.</p><p>The key question discussed in the report is what needs to be identified. This is the most important question to solve. There must be very good reasons and consensus why a certain entity is to be identified, otherwise identification of that entity will always be questioned. This also links very tightly with privacy.</p><p>The objective of this master thesis is to bring forward this critical question about identification, to highlight different reasons for identifying or not identifying different entities and to get the discussion started.</p><p>Finally, the main conclusions and recommendations on what to actually identify is the vehicle and the different parts in the central sub-system. The best technique would be by using single sign on with a very strong encryption, for example random numbers, that will be handle by a new node Identification Management Centre or that it will be a part of the Host Management Centre. To ensure privacy in the system, the single sign on mechanism should be combined with the approach of using pseudonyms when communicating in the CVIS system.</p>
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Boughton, Ryan Baxter. "A Living Vehicle." Thesis, Virginia Tech, 2020. http://hdl.handle.net/10919/99080.
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A living vehicle sets forth the ability for a lifestyle not of a static place, but as part of the interstate system built into the American landscape. A living vehicle provides the ability to craft a lifestyle around mobility, and will support the situation of living on the road for extended periods of time with many potential benefits over traditional travel. First and foremost, a living vehicle gives the individual the ability to travel large spans with relative ease. A living vehicle's architecture will also provide the interior environment that supports the necessities and tasks of daily life similar to a house. This enables the individual to complete tasks in their living vehicle, as they traditionally would in their house, with the options available in the living vehicle to self drive and wirelessly charge all while remaining on the road.<br>Master of Architecture<br>A living vehicle sets forth the ability for a lifestyle not of a static place, but as part of the interstate system built into the American landscape. A living vehicle provides the ability to craft a lifestyle around mobility, and will support the situation of living on the road for extended periods of time with many potential benefits over traditional travel. First and foremost, a living vehicle gives the individual the ability to travel large spans with relative ease. A living vehicle's architecture will also provide the interior environment that supports the necessities and tasks of daily life similar to a house. This enables the individual to complete tasks in their living vehicle, as they traditionally would in their house, with the options available in the living vehicle to self drive and wirelessly charge all while remaining on the road.
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Misra, Sohum. "Infrastructure Planning for Unmanned Vehicle Navigation in Constrained Environments." University of Cincinnati / OhioLINK, 2021. http://rave.ohiolink.edu/etdc/view?acc_num=ucin1614079054152227.
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Zhang, Shu. "Communication infrastructure supporting real-time applications." Aachen Shaker, 2007. http://d-nb.info/988385538/04.
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Zhang, Shu. "Communication infrastructure supporting real-time applications /." Aachen : Shaker, 2008. http://www.gbv.de/dms/ilmenau/toc/565672754.PDF.
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Hajimirsadeghi, Seyedsalar. "Vehicle to Vehicle Communication in Level 4 Autonomy." Scholarship @ Claremont, 2017. http://scholarship.claremont.edu/cmc_theses/1622.
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With the number of deaths, commute time, and injuries constantly rising due to
human driving errors, it’s time for a new transportation system, where humans are no
longer involved in driving decisions and vehicles are the only machine that decide the
actions of a vehicle. To accomplish a fully autonomous world, it’s important for
vehicles to be able to communicate instantly and report their movements in order to
reduce accidents. This paper discusses four approaches to vehicle to vehicle
communication, as well as the underlying standards and technology that enable
vehicles to accomplish communicating.
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Johansson, Hjort Kim, and Johan Virtanen. "Electric Vehicle Charging Infrastructures In Cities : - A case study of Uppsala." Thesis, Uppsala universitet, Institutionen för teknikvetenskaper, 2015. http://urn.kb.se/resolve?urn=urn:nbn:se:uu:diva-253710.
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The thesis develops a model for deployment of public charging stations for electric vehicles and hybrids in the city of Uppsala in relation to the electricity demand. Areas for deployment of public charging stations has been determined through traffic flow analysis and is displayed in a map over the city of Uppsala. The model was constructed using three different prognoses for an increase of electric vehicles and hybrids. Through the prognoses the electricity demand has been determined and the number of public charging stations in relation to the electricity demand. It could be concluded that future public charging stations is difficult to predict due to uncertainties concerning the future electric vehicle market. In this study it is concluded that the number of public charging stations would not have a significant impact on the total electricity use in the city of Uppsala.
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Karlsson, Erika, Martin Koch, and Sissel Wangenborg. "Electric vehicle charging infrastructure in Uppsala : Current state and potential." Thesis, Uppsala universitet, Institutionen för teknikvetenskaper, 2016. http://urn.kb.se/resolve?urn=urn:nbn:se:uu:diva-295031.
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The aim of this study is to make an inventory of the charging infrastructure for electric vehicles in Uppsala municipality. The 89 public charging outlets in the area has been compiled according to their outlet type and power output and located in a map. The charging stations are deployed in the centre of Uppsala and in the outskirts, mainly the eastern parts. The total installed power of the charging outlets in Uppsala is 1036 kW. Potential energy use of the charging outlets has been calculated with several different coverage ratios. The result of potential energy use in a year with 100% coverage ratio is approximately 9 GWh which as an example equals 70% of Ångström Laboratory's electric energy use or 0.6% of Uppsala municipality's over a year. With data from 16 specific charging stations in Uppsala and other cities, coverage estimates have been done with a result between less than 1% up to 13%. It is concluded in this study that further measurements of the charging outlets' electric energy consumption are necessary in order to calculate coverage ratios and coordinate an expansion of the charging infrastructure.
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Atterby, Alfred, Jakub Bluj, and Elias Sjögren. "Potential for electric vehicle smart charging station expansion at Fyrisskolan." Thesis, Uppsala universitet, Institutionen för teknikvetenskaper, 2018. http://urn.kb.se/resolve?urn=urn:nbn:se:uu:diva-352636.
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The purpose of this bachelor thesis is to investigate the potential for electric vehicle charging at the high school Fyrisskolan, located in central Uppsala. The idea relies on charging electric vehicles (EV:s) outside of the hours of peak power consumption of the school which in this report is assumed to be solved by a suitable smart charger. In this project, various stochastic models are built to simulate solar energy production and school energy consumption using data collected from various sources. This generated data along with driving distances and EV:s energy consumptions are used to calculate the available energy for EV charging. The available energy is then used to distinguish a minimal, mean and maximal amount of cars that could potentially be charged outside Fyrisskolan for each chosen month. The data collected is taken from December, March and June. Calculations and simulations are done in MATLAB. Results show that with available energy outside the peak energy consumption hours, there is a possibility to charge around 104 EV:s in one work day. The main conclusion is that there is not only a big potential to expand the charging of EV:s outside the school by installing smart charging stations in a technical view, but also a desire from employees at the school and neighbours living near it, to charge their future electric vehicles.
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Sandberg, Joakim. "Inter-Vehicle Communication with Platooning." Thesis, KTH, Radio Systems Laboratory (RS Lab), 2014. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-147916.
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Today’s way of driving works very well, but there can be substantial improvements made in the road systems and in the vehicles themselves. Many of the disadvantages of current road systems and vehicles can be removed in the future by using appropriate information and communication technology. A disadvantage that has been considered to be a major problem for many years is the fossil fuel-consumption of vehicles. Hybrid-cars and all-electric cars are being developed to reduce the use of fossil-based fuels. Since it could take a long time for these new types of vehicles to replace vehicles currently using internal combustion engines, development must also seek to improve current vehicles. Fuel-savings and safety are two major aspects that researchers and vehicle manufacturers are trying to address. One approach that provides fuel-savings is driving in a convoy. Both Scania and Volvo are currently developing this approach. They aim to achieve the same goal, but in two different ways - since they do not build upon the exact same concepts. Scania is a major manufacturer of trucks and buses, while Volvo is a major manufacturer of trucks, buses, and cars. Both are seeking to improve the fuel-savings for trucks and busses, but Volvo is also seeking to improve fuel-savings for cars. Unfortunately, with every solution are new problems. Convoy driving brings advantages, but appropriate communication between the vehicles of the convoy and those seeking to join a convoy is necessary for this approach to work well. This is particularly challenging as these vehicles are in moving while communicating. For this reason, the communication needs to utilize wireless links. This thesis shows in more detail how the inter-vehicle communication works using Wi-Fi and why this is a good media to use when driving a convoy. The testing of Wi-Fi between two driving vehicles and in implementation of two model vehicles shows another perspective of Wi-Fi than today’s use of it.<br>Dagens sätt att köra i samhället fungerar väldigt bra men det finns naturligtvis massor av nackdelar med olika vägsystem och fordonen själva. Dessa nackdelar kan i framtiden försvinna med utvecklingen av IT-systemen. En stor nackdel som setts som ett problem sen flera år tillbaka är bränsleförbrukningen hos fordonen. Det finns hybridbilar och t.o.m. elbilar vilka utvecklas i syfte att spara på jordens bränsle resurser. Men eftersom det antagligen kommer ta flera tiotals år innan dessa fordon kommer ersätta dagens fordon med bränslemotorer så måste utvecklingen också gå i två vägar, nämligen att förbättra dagens bränsledrivna fordon. Bränsleförbrukning och säkerhet är de två främsta aspekterna vid denna typ av utveckling. Ett system som faktiskt förbättrar bränslebesparing är att köra på led som en konvoj. Detta körsystem utvecklas just nu av två större företag, Scania och Volvo. De siktar mot samma mål men har två olika tillvägagångssätt då de inte är i grunden exakt likadana företag. Scania bygger lastbilar och bussar medan Volvo förutom dessa fordon även bygger bilar. Detta ger Volvo en chans att även förbättra bilkörandet. Men med varje lösning kommer det nya problem. Detta sätt att köra ger givetvis fördelar men man oroar sig ändå för kommunikationen som behövs för detta system. Detta är inte enheter som står stilla på exempelvis ett kontor eller flygplats, utan det är enheter som rör sig ständigt, vilket betyder att kommunikationen måste vara trådlös. Denna rapport går in mer i detalj hur den externa kommunikationen mellan fordon fungerar med Wi-Fi och varför det är ett bra protokoll att använda i konvojer. Testerna med Wi-Fi körandes i två bilar och även i två små modellbilar ger Wi-Fi ett annat perspektiv än dagens användning.
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Hassan, Hosseini Hourieh. "Vehicle-to-Infrastructure connected smart cameras for intersection monitoring: concept study." Master's thesis, Alma Mater Studiorum - Università di Bologna, 2020.
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Infrastructure can obtain and share information about crashes, traffic jams, sharp curves and recommended speed. We can also dynamically change recommended speed based on weather or hazardous conditions. When mentioning something that is smart, by any means, it should have some specific features different from the ordinary monitoring. To take advantage of the full benefit of connected and automated vehicles, we need the infrastructure to be outfitted and that eventually confirms there is no smart city without smart camera.
The whole concept of this thesis exercise is about connection between the smart camera that is in infrastructure and the vehicles on the road. This thesis exercise was developed in FEV Italia s.r.l company which is internationally recognized and a leader in vehicle systems. The exercise has been performed in Green Research Mobility Laboratory. We worked on the concept study to make connection between smart camera for the purpose of intersection monitoring and our vehicle to receive warning messages to prevent collision. We worked with two different V2X standards to send warning messages to the vehicles.
Final section of this thesis exercise is developed with MATLAB interface to detect the time that these two vehicles will collide and the time that the camera will detect the second vehicle and subsequently sends the warning message to the first vehicle. Then we calculated the maximum latency to find out which standard fits best in our purpose with lesser delay. The proven and result in this thesis will be implemented by FEV company.
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Greene, Briun. "How to Develop the Electric Vehicle Charging Station Infrastructure in China." The Ohio State University, 2015. http://rave.ohiolink.edu/etdc/view?acc_num=osu1437409084.
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Mowry, Andrew Maxwell. "Integration challenges for fast-charging infrastructure to support electric vehicle adoption." Thesis, Massachusetts Institute of Technology, 2020. https://hdl.handle.net/1721.1/129127.
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Thesis: S.M. in Technology and Policy, Massachusetts Institute of Technology, School of Engineering, Institute for Data, Systems, and Society, Technology and Policy Program, September, 2020<br>Cataloged from student-submitted PDF version of thesis.<br>Includes bibliographical references (pages 59-64).<br>Highway fast-charging stations located between major population centers are necessary to address consumer charging concerns and thus to support the continued adoption of electric vehicles to meet decarbonization policy targets. Yet such stations, if sized to support anticipated demand, may cause operational difficulties on the power grid. Using a spatially resolved model of the power transmission network and a detailed market simulator, we characterize the effects of large-scale EV fast-charging on the Texas ERCOT system. We further explore three strategies to mitigate these effects -- energy storage colocation, network reinforcement, and demand flexibility --<br>and quantify their costs. This analysis is unique in its focus on highway fast-charging, in its nodal representation of the power grid, and in its measurement of transmission-level impacts. We find that highway fast-charging stations do have the potential to cause transmissionlevel impacts, especially by exacerbating local transmission constraints. Inter-zonal transfer constraints and increased costs due to the dispatching of more expensive generation also contribute to system costs. We develop a general method to identify the most impactful charging stations, but we find that the determination of cost-effective mitigation strategies for each station requires a more tailored approach. Our analysis indicates that transmission reinforcement and battery co-location are relatively competitive mitigation strategies, but that demand flexibility is not.<br>When considering policies to promote fast-charger development, policymakers should focus on involving multiple stakeholders who can contribute different expertise to identify costefficient solutions. Specifically, we suggest a central role for power utilities due to their experience planning transmission reinforcement, but we also highlight an important role for private developers, especially in the United States, for political feasibility and overall cost controls.<br>by Andrew Maxwell Mowry.<br>S.M. in Technology and Policy<br>S.M.inTechnologyandPolicy Massachusetts Institute of Technology, School of Engineering, Institute for Data, Systems, and Society, Technology and Policy Program
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Jerresand, Mikaela, and Ellen Skogh. "Smart and Robust Energy Infrastructure for the Future: Electric Vehicle Adoption." Thesis, KTH, Energiteknik, 2018. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-233232.
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I takt med att miljöbestämmelser från EU blir allt striktare i kombination med Sveriges strävan att gå mot en mer hållbar framtid, är elbilens adoption i samhället av största vikt. I den här rapporten har tidigare studier om framtida scenarier för en potentiell adoption analyserats som en grund för en litteraturstudie. Litteraturstudien har sedan genomförts med målet att kartlägga faktorer som kan påverka en framtida implementering av elbilar i Stockholm, Sverige. De områden som fokuserats på i rapporten är politiska, ekonomiska, sociala och teknologiska aspekter inom adoptionen. Inom dessa aspekter har underteman undersökts, exempelvis svensk lag, elpriser och batteriteknologi. Faktorerna som hittats har kategoriserats och rangordnats efter antagen påverkan utifrån litteraturstudien samt i vilken utsträckning de påverkar varandra och implementeringen av elbilar. Faktorer som ansågs viktiga för elbilarna var de som kopplar till körsträcka och batterikapacitet, samt faktorer rörande kostnad att köpa och äga en elbil. Ytterligare en faktor som visade sig vara viktig för en framtida implementering var den allmänna kunskapen om elbilar i samhället. En SWOT-analys utfördes med syfte att länka faktorerna till varandra för att sedan utvärdera deras påverkan på varandra och en framtida adoption. Utifrån kartläggningen togs åtta tänkbara framtidsscenarier fram för implementering i Stockholm. Dessa utvärderades sedan utifrån förstudien med de funna scenarierna, litteraturstudien och rangordningen av de påverkande faktorerna, innan slutsatsen drogs att en framtida adoption i Stockholm är fullt möjlig och att vi inom en snar framtid kommer att se en stor ökning av elbilar på Stockholms gator.<br>As EU environmental regulations become increasingly stricter and due to Sweden's ambition to move towards a more sustainable future, the adoption of electric vehicles in society is a key factor for success. In this report, previous studies on future scenarios for the adoption has been analysed, followed by a literature study on electric vehicles. The literature study was conducted with the aim of mapping factors that may affect a future adoption of electric vehicles in Stockholm, Sweden. The principal areas in the report are political, economic, social and technical aspects of the adoption. Within these aspects, subtopics have been investigated, such as Swedish law, electricity prices and battery technology. The discovered factors have been categorized and ranked according to their assumed influence based on the literature study, and to what extent the factors affect each other and the implementation. Factors considered important for the future of the electric vehicles were those related to driving distance and battery capacity, as well as factors relating to the cost of buying and owning one. Another factor that proved important for future implementation was the general knowledge of the electric vehicles in the society. A SWOT analysis was performed to link the factors to each other, evaluate their impact on one another and the adoption. Based on the survey, eight possible future scenarios for Stockholm were identified. These were then evaluated based on the found future scenarios, the literature study and the ranking of the identified influencing factors before the conclusion was drawn that a future adoption in Stockholm is fully possible and that we in a near future will see a significant increase of electric vehicles in the streets.
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Weigl, Dustin. "Characterizing the evolution of the alternative fuel vehicle and infrastructure Nexus." Thesis, Massachusetts Institute of Technology, 2019. https://hdl.handle.net/1721.1/122394.
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Thesis: S.M. in Transportation, Massachusetts Institute of Technology, Department of Civil and Environmental Engineering, 2019<br>Thesis: S.M. in Technology and Policy, Massachusetts Institute of Technology, Institute for Data, Systems, and Society, Technology and Policy Program, 2019<br>Cataloged from PDF version of thesis.<br>Includes bibliographical references (pages 50-53).<br>For decades, petroleum-based fuels have dominated as the primary energy source for the light duty vehicle (LDV) fleet in the United States and around most of the world. However, recent developments in alternative fuel vehicle (AFV) technology have led to viable alternatives to the traditional internal combustion engine. In particular, vehicles with zero tailpipe emissions including plug-in electric vehicles and fuel cell electric vehicles (FCEVs) powered by hydrogen fuel have the potential to greatly reduce transportation emissions. However, adoption of these vehicles has grown slowly for a number of reasons. One of the largest barriers to adoption is a chicken-or-egg problem; the interdependence between the adoption of AFVs and the expansion of a new network of refueling infrastructure to support them. This thesis examines the current status of refueling networks and AFV adoption around the world with a specific focus on the U.S. I specify the characteristics of the various impediments to AFV expansion including high purchase price, range anxiety, and consumer familiarity. I then present a series of sensitivity analyses examining the projected vehicle-infrastructure co-evolution using a system dynamics model parameterized for the United States private LDV fleet. For battery electric vehicles, the results indicate that steady growth in market share is possible, given continued investment and political support. Adoption of FCEVs, on the other hand, is likely to grow much more slowly and these vehicles may not enter the U.S. market at all unless supported by significant private investment or political intervention. However, significantly higher levels of adoption in concentrated areas may be possible in the simulated timeframe out to the year 2050.<br>by Dustin Weigl.<br>S.M. in Transportation<br>S.M. in Technology and Policy<br>S.M.inTransportation Massachusetts Institute of Technology, Department of Civil and Environmental Engineering<br>S.M.inTechnologyandPolicy Massachusetts Institute of Technology, Institute for Data, Systems, and Society, Technology and Policy Program
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Pop, Septimia-Cristina. "Conception et développement d'une infrastructure de communication collaborative." Phd thesis, Grenoble INPG, 2005. http://tel.archives-ouvertes.fr/tel-00081666.
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Ces dernières années le déploiement de réseaux sans fil a changé le paysage des réseaux informatiques. Grâce à l'évolution de la technologie informatique un utilisateur peut étendre son environnement de travail habituel en bénéficiant de la connectivité réseau accrue. La gestion souple de la mobilité lui permet d'accéder à différents environnements de collaboration. Cette thèse considère le problème de partage de l'affichage d'applications dans les conditions de la diversification des contextes de collaboration. Étant donné le déploiement du système de fenêtrage X et du système d'affichage à distance VNC, nous les avons choisi comme base pour notre travail. D'une part, nous avons conçu un système de partage d'applications X qui gagne en flexibilité par son interface du contrôle d'évènements d'entrée. Le système repose sur un multiplexeur de flots X conçu comme un service actif qui peut être chargé dynamiquement sur une plate-forme générique. D'autre part, nous avons transformé le système VNC en un système coopératif flexible. Le nouveau système est construit autour d'un proxy dynamiquement contrôlé à distance. Le proxy peut être programmé pour gérer différentes sessions de collaboration. Chaque session de collaboration peut utiliser des flots de données de VNC multiples. L'ouverture du système vers des politiques de contrôle d'évènements entrée permet l'adaptation au contexte de coopération. Finalement nous présentons des nouvelles perspectives concernant les possibilités de collaboration assistée par la technologie informatique dans un réseau informatique quelconque.
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Zhang, Shu [Verfasser]. "Communication Infrastructure Supporting Real-Time Applications / Shu Zhang." Aachen : Shaker, 2008. http://d-nb.info/1162790318/34.
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De, Stefano Timothy. "Information communication technology, broadband infrastructure and firm performance." Thesis, University of Nottingham, 2016. http://eprints.nottingham.ac.uk/37298/.
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Edström, Simon, and Erik Tällberg. "Message Prioritization for Autonomous Vehicle Communication." Thesis, KTH, Skolan för teknikvetenskap (SCI), 2018. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-230749.
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For autonomous vehicles to operate safely and efficiently they need to communicate messages with each other and the roadside infrastructure. Messages related to safety are more important than messages related to e.g. entertainment but the communication protocols of today do not allow for prioritization between these message types. In this report we analyze the possibility of such prioritization by extending simple medium access control protocols such as slotted-ALOHA and frequency division multiple access to allow for this. The performance of these extended protocols are then evaluated and compared using custom made simulations. We conclude that it is possible to prioritize between message types and that a combination of extended frequency division multiple access and slotted-ALOHA yields better performance results than one used separately.<br>För att autonoma fordon ska fungera säkert och effektivt behöver dem kommunicera med varandra och infrastrukturmoduler. Meddelanden som är kopplade till säkerhet är viktigare än de som relaterar till t.ex. underhållning men dagens kommunikationsprotokoll kan inte prioritera mellan dessa meddelanden. I denna rapport undersöker vi möjligheterna för sådan prioritering genom att vidareutveckla enkla medium access control protokoll för att kunna hantera detta. Särskilt analyseras protokollen slotted-ALOHA och frequency division multiple access. Prestandan för dessa modifierade protokoll utvärderas sedan och jämförs mellan varandra med hjälp av egenbyggda simuleringar. Vi drar slutsatsen att det är möjligt att prioritera mellan meddelanden av olika typer och att en kombination av frequency division multiple access och slotted-ALOHA ger bättre prestanda än när man använder endast ena.
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Chitedze, Zimani. "Mobility management for Wi-Fi infrastructure and mesh networks." University of the Western Cape, 2012. http://hdl.handle.net/11394/2960.
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Magister Scientiae - MSc<br>This thesis shows that mobility management protocols for infrastructure Internet may be used in a wireless mesh network environment. In this research Mobile IPv6 and Fast Handover for Hierarchical Mobile IPv6 are successfully implemented in a wireless mesh network environment. Two experiments were carried out: vertical and horizontal handover simulations. Vertical handover simulation involved a heterogeneous wireless environment comprising both wireless local area and wireless mesh networks. An OPNET Mobile IPv6 model was used to simulate the vertical handover experiment. Horizontal handover simulation involved Mobile IPv6 and Fast Handover for
Hierarchical Mobile IPv6 applied in ns2 wireless mesh network. The vertical handover results show that MIPv6 is able to manage vertical handover between wireless local area and wireless mesh network. The horizontal handover results illustrate that in mesh networks, Fast Handover for Hierarchical Mobile IPv6's performance is superior to Mobile IPv6. Fast Handover for Hierarchical Mobile IPv6 generates more throughput and less delay than Mobile IPv6. Furthermore, Fast Handover for Hierarchical Mobile IPv6 drops less data packets than Mobile IPv6. The simulations indicate that even though there are multi-hop communications in wireless mesh networks,
the performance of the multi-hop routing may not play a big role in the handover performance. This is so because the mesh routers are mostly static and the multi-hop routes are readily available. Thus, the total handover delay is not affected too much by the WMN hops in the paths for signaling message transmission.<br>South Africa
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Ding, Ranran. "A Clustering-based Multi-channel Vehicle-to-Vehicle (V2V) Communication System." University of Cincinnati / OhioLINK, 2010. http://rave.ohiolink.edu/etdc/view?acc_num=ucin1267545099.
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Turco, Andrew. "After the gas station : redevelopment opportunities from rethinking America's vehicle refueling infrastructure." Thesis, Massachusetts Institute of Technology, 2014. http://hdl.handle.net/1721.1/90111.
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Thesis: M.C.P., Massachusetts Institute of Technology, Department of Urban Studies and Planning, 2014.<br>Thesis: S.M. in Real Estate Development, Massachusetts Institute of Technology, Program in Real Estate Development in conjunction with the Center for Real Estate, 2014..<br>Page 93 blank. Cataloged from PDF version of thesis.<br>Includes bibliographical references (pages 89-92).<br>Gas stations are found throughout the US, but their ubiquity causes them to go largely unnoticed. Because their purpose - refueling vehicles - is so uniform and so integral to the existing automotive transportation system, stations share extensive siting and design similarities across many contexts. Recent corporate, market, and regulatory pressures have led to the closure of tens of thousands of these stations in the past few decades. Increasingly stringent Corporate Average Fuel Economy (CAFE) standards will likely continue the trend of station closures. CAFE standards are expected to reduce future US gasoline consumption and spur the production of alternative powertrain vehicles. Of these new powertrain technologies, electric vehicles (EVs) demand particular attention because their introduction has been quite strong and because their adoption has the potential to significantly change the location and physical environment in which vehicles are "refueled." EVs differ from other propulsion systems in that they rely on electricity for power. Unlike liquid fuels, which are most efficiently distributed from centralized facilities, electric power can be obtained from a number of dispersed outlets. This thesis seeks to rethink the physical infrastructure that is and has been necessary to fuel the US's vehicles by exploring the most effective deployment of EV charging systems and by proposing potential reuses for unneeded gas station sites. After studying vehicle travel patterns and EV charging requirements, at-home suburban charging systems emerge as the most effective way to support electric vehicles. In addition to the environmental benefits to the transportation system, solar and smart-meter components of this charging system enable the greening of the power grid as well. As such, this thesis posits that the most effective deployment of EVs and their associated chargers would be in suburban areas that currently have dirty energy profiles and high solar capacity. Another promising place for EV charger deployment would be at centralized stations along major transportation routes that could be co-located with uses that actively take advantage of the extended time it takes to recharge an EV battery. Especially in EV target regions, reduced demand for gasoline can be expected to further unlock opportunities for gas station property redevelopment. Challenges to reuse include environmental remediation costs and liabilities, but this thesis explores strategies for overcoming these obstacles, as well as redevelopment functions that take advantage of gas stations' small and distributed characteristics<br>by Andrew Turco.<br>M.C.P.<br>S.M. in Real Estate Development
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Kanyaboina, Rajanikanth. "E-staurant a software infrastructure for restaurant management /." [Gainesville, Fla.] : University of Florida, 2001. http://etd.fcla.edu/etd/uf/2001/anp1605/finaldoc.pdf.
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Thesis (M.S.)--University of Florida, 2001.<br>Title from first page of PDF file. Document formatted into pages; contains x, 65 p.; also contains graphics. Vita. Includes bibliographical references (p. 63-64).
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Nordstedt, David Roger. "MicroJini a service discovery and delivery infrastructure for pervasive computing /." [Gainesville, Fla.] : University of Florida, 2001. http://purl.fcla.edu/fcla/etd/UFE0000338.
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Thesis (M.E.)--University of Florida, 2001.<br>Title from title page of source document. Document formatted into pages; contains xi, 76 p.; also contains graphics. Includes vita. Includes bibliographical references.
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Schafrik, Steven J. "Underground Wireless Mesh Communication Infrastructure Design Prediction and Optimization." Diss., Virginia Tech, 2013. http://hdl.handle.net/10919/19365.
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In an underground coal mine, the measure of a communication system is the coverage area it can provide at a quality that ensures a miner can communicate with other miners in and out of the mine during normal and emergency operations. The coverage area of a wireless mesh communication system can be calculated using the tool, COMMs, developed and discussed in this document. This tool can also be used to explore emergency operations, or operations where the mesh infrastructure is degraded or destroyed. Most often, the communication system is also capable of transmitting data from sensors including a set of sensors, such as Radio Frequency Identification readers, described as the tracking system.<br />An underground tracking system is described as a system that calculates a location in a useful coordinate when a tracked device is underground. The tracked device is a representative of a miner, group of miners or equipment, depending on state law and the mine\'s deployment. The actual location of the miner or equipment being tracked is the Ground Truth Position (GTP) and the tracking system\'s representation in the same coordinate system at the same time is the Tracking System Position (TSP). In an excellent tracking system the actual location, GTP, and TSP will be very close to each other. This work also develops a set of calculated metrics that describe tracking system performance.<br />The Tracking Coverage Area metric refers to the area within the mine that the tracking system either actively measures a tracked device\'s location or infers it based on the spatial limitations of the mine and information other than active measurements. Average Accuracy is the arithmetic mean of a set of distances from the TSP to the GTP associated with a tracking system. The Average Cluster Radius metric is the average distance a set of TSPs are from their center point, which is determined by the average location of a TSP relative to the GTP. A 90% Confidence Distance is the distance from a tracked device\'s actual location (i.e., GTP) that is greater than 90% of the collected distance from GTP to TSP magnitudes ("90th percentile").<br />Regulatory guidelines in the United States currently define different tracking qualities at locations in the mine. These can be classified in location categories of Working Face, Strategic Areas, and Escapeways and Travel-ways.<br />All direct paths via escapeway or travel-way from the mine portal to the working face should be simplified into a one-dimensional path that is subdivided by the three regulatory categories. Each of these subdivisions should be described using the metrics defined above.<br />These metrics can be predicted using COMMs for a tracking system that is utilizing an underground wireless mesh system that uses Received Signal Strength Indicators (RSSI) to calculate the TSP. Because the tracking system\'s algorithm to convert RSSI into a TSP is proprietary to the manufacturer, in order to develop predictions the engineer must collaborate with the manufacturer. In this document, the predictions and calculations were obtained in conjunction with the manufacturer and proved to be accurate describing the tracking system that was designed and tested.<br>Ph. D.
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Hestell, Filip, and Felix Zuber. "Designing an Efficient Communication Infrastructure for the Power Grid." Thesis, KTH, Skolan för elektroteknik och datavetenskap (EECS), 2019. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-254231.
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A step towards renewable energy is the smart grid, i.e. a power grid that is capable of smart distribution and load managing. This requires the participating components, nodes, to be able to communicate in a reliable fashion. The work of this project was to take on a mathematical approach by using the study of network science, which resulted in the design of a communication network topology for the power grid. The main focus of this undertaking was to quantify how a node in the power grid reacts to change in power flow, which was denoted as its sensitivity. By using Matpower, a tool programmed in Matlab, and our developed method, a communication network was able to be designed using a threshold algorithm. This method worked for the small scale power grids considered in this project, but a different approach might be needed for larger grids.
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Zinchenko, Tetiana [Verfasser], and Lars [Akademischer Betreuer] Wolf. "Reliability Assessment of Vehicle-to-Vehicle Communication / Tetiana Zinchenko ; Betreuer: Lars Wolf." Braunschweig : Technische Universität Braunschweig, 2014. http://d-nb.info/117582030X/34.
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Kim, Taehyoung. "Assessment of Vehicle-to-Vehicle Communication based Applications in an Urban Network." Diss., Virginia Tech, 2015. http://hdl.handle.net/10919/53514.
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Connected Vehicle research has emerged as one of the highest priorities in the transportation systems because connected vehicle technology has the potential to improve safety, mobility, and environment for the current transportation systems. Various connected vehicle based applications have been identified and evaluated through various measurements to assess the performance of connected vehicle applications. However, most of these previous studies have used hypothetical study areas with simple networks for connected vehicle environment. This study represents connected vehicle environment in TRANSIMS to assess the performance of V2V communication applications in the realistic urban network. The communication duration rate and spatial-temporal dispersion of equipped vehicles are investigated to evaluate the capability of V2V communication based on the market penetration rate of equipped vehicles and wireless communication coverage in the whole study area. The area coverage level is used to assess the spatial-temporal dispersion of equipped vehicles for two study areas.
The distance of incident information propagation and speed estimation error are used to measure the performance of event-driven and periodic applications based on different market penetration rates of equipped vehicles and wireless communication coverage in both morning peak and non-peak times. The wireless communication coverage is the major factor for event-driven application and the market penetration rate of equipped vehicles has more impact on the performance of periodic application. The required minimum levels of deployment for each application are determined for each scenario. These study findings will be useful for making decisions about investments on deployment of connected vehicle applications to improve the current transportation systems. Notably, event-driven applications can be reliably deployed in the initial stage of deployment despite the low level of market penetration of equipped vehicles.<br>Ph. D.
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Valeri, Stephen M. "Analysis of the Use of Probe Vehicles for Road Infrastructure Data Analysis." Thesis, Virginia Tech, 2012. http://hdl.handle.net/10919/43306.
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This thesis explores the concept of using sensors found in normal vehicles, also known as probe vehicles, to collect road infrastructure data. This concept was demonstrated by measuring vertical acceleration using in-vehicle sensors in order to describe road ride quality. Data collection was performed at the Virginia Smart Road using two instrumented vehicles. The gathered information was compared to road profile data collection, which is the current state-of-the-practice in ride quality assessment. Following the concept validation, the acceleration measurements were further analyzed for repeatability and effect of various independent variables (vehicle speed and type). A network-level simulation was completed using the robust set of measurements from the experiment. In addition, methodology for identifying rough sections and locations were established. Results show that under controlled testing conditions, roadway profile can accurately be estimated using probe vehicle acceleration data and may provide a more practical way to measure road smoothness. The analysis also showed that vertical acceleration data from a fleet of probe vehicles can successfully identify poorly-conditioned pavement areas. This suggests that instrumented probe vehicles might be a viable and effective way of implementing a network level roadway health monitoring program in the near future.<br>Master of Science
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Mahdy, Ahmed M. "A broadband infrastructure for ad hoc networks with optical wireless." [Lincoln, Neb. : University of Nebraska-Lincoln], 2005. http://0-www.unl.edu.library.unl.edu/libr/Dissertations/2005/MahdyDis.pdf.
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Chu, Carlson. "Development of broadband information infrastructure in Hong Kong /." Hong Kong : University of Hong Kong, 1998. http://sunzi.lib.hku.hk/hkuto/record.jsp?B19876804.
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