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In line with the development of automotive and traffic systems, high mobility and density in different road topologies cause scalability and delay issues due to frequent disconnection between communication nodes. From a safety aspect, Cellular-V2X (C-V2X) wireless technology was introduced by the Third Generation Partnership Project Organization (3GPP) to realise the transmission of emergency messages at critical times, anywhere. Specifically, Mode 4 C-V2X supports side-link communication without relying on a base station to provide network coverage. However, Mode 4 is susceptible to several limitations, which include half-duplex transmission, packet collision, and propagation errors that will cause intermittent connectivity issues. It is also difficult to determine appropriate parameter configurations that can increase the spectrum efficiency of dense networks to facilitate reliable and low-latency networks. The objective of this paper is to investigate the effectiveness of a Mode 4 C-V2X system under different road topologies and traffic scenarios. The study adopts a Krauss vehicular mobility model based on SUMO software to model normal and dense networks in a highway and a road intersection scenario, then perform simulation using OMNET++ software to analyse the impact of different physical layer (PHY) configurations such as modulation and coding scheme, packet size, number of resource block allocation, as well as the probability of resource reservation. The results show that the optimal configuration of parameters depends on the scenario. For highway scenarios, a lower MCS and a higher number of RBs are recommended. For road intersection scenarios, a higher MCS and a lower number of RBs are recommended. The packet size should also be in accordance with the requirements of the application used. The findings of this study can be used to assist in the design of an optimal intelligent transportation system using adaptive C-V2X parameters that can be automatically adj

Environmental perception is a key element of autonomous driving because the information receive from the perception module influences core driving decisions. An outstanding challenge in real-time perception for autonomous driving lies in finding the best trade-off between detection quality and latency. Major constraints on both computation and power have to be taken into account for real-time perception in autonomous vehicles. Larger object detection models tend to produce the best results, but are also slower at runtime. Since the most accurate detectors cannot run in real-time locally, we investigate the possibility of offloading computation to edge and cloud platforms, which are less resource-constrained. We create a synthetic dataset to train an object detection model and evaluate different offloading strategies. Using real hardware and network simulations, we compare different trade-offs between prediction quality and end-to-end delay. Since sending raw frames over the network implies additional transmission delays, we also explore the use of JPEG compression at varying qualities and measure its impact on prediction metrics. We show that models with adequate compression can be run in real-time on the cloud while outperforming local detection performance.

The concept of Digital Twin (DT) has been broadly adopted in the Industry 4.0, in the healthcare and in the Smart Cities. It represents a digital model of the reality where it is possible to test and evaluate different actions before implementing them into the real world. In the context of Smart City, the digital copy of the city includes the representation of the road infrastructure, vehicles, pedestrians, .... Its main objectives are to ease the road maintenance, to provide the means for mobility simulations, and to create traffic information management systems. This pr, Nowadays, Vehicular-to-Everything (V2X) communications are becoming an essential element to improve safe driving conditions and autonomous driving. This thesis presents a comparison of two V2X communication technologies: IEEE 802.11p, and Cellular-V2X. The objective of this study is to evaluate the performance of both technologies in terms of the Medium Acces Control (MAC) layer, especially in a congested environment. Therefore, we analyze the different schemes used on these technologies to access shared channel resources and avoid interferences. The study is conducted using several simulation tools: SUMO which allows us to create personalized scenarios, and OMNeT++ used to simulate the network and transmit all the V2X messages between the vehicles. With SUMO we created a highway scenario that can support a high density of vehicles. And OMNeT++ is used to change the main simulation parameters, and obtain results such as all the packets received and sent through the network. Finally, we defined some performance metrics to analyze the results and observe how the technologies react over a congested scenario, with high densities of vehicles.

In line with the development of automotive and traffic systems, high mobility and density in different road topologies cause scalability and delay issues due to frequent disconnection between communication nodes. From a safety aspect, Cellular-V2X (C-V2X) wireless technology was introduced by the Third Generation Partnership Project Organization (3GPP) to realise the transmission of emergency messages at critical times, anywhere. Specifically, Mode 4 C-V2X supports side-link communication without relying on a base station to provide network coverage. However, Mode 4 is susceptible to several limitations, which include half-duplex transmission, packet collision, and propagation errors that will cause intermittent connectivity issues. It is also difficult to determine appropriate parameter configurations that can increase the spectrum efficiency of dense networks to facilitate reliable and low-latency networks. The objective of this paper is to investigate the effectiveness of a Mode 4 C-V2X system under different road topologies and traffic scenarios. The study adopts a Krauss vehicular mobility model based on SUMO software to model normal and dense networks in a highway and a road intersection scenario, then perform simulation using OMNET++ software to analyse the impact of different physical layer (PHY) configurations such as modulation and coding scheme, packet size, number of resource block allocation, as well as the probability of resource reservation. The results show that the optimal configuration of parameters depends on the scenario. For highway scenarios, a lower MCS and a higher number of RBs are recommended. For road intersection scenarios, a higher MCS and a lower number of RBs are recommended. The packet size should also be in accordance with the requirements of the application used. The findings of this study can be used to assist in the design of an optimal intelligent transportation system using adaptive C-V2X parameters that can be automatically adj

NEC developed a Video Analytics implementation for traffic intersections using 5G technology. This implementation included both hardware infrastructure and software applications supporting 5G communications, which allows low latency and secure communications. The Virginia Tech Transportation Institute (VTTI) worked with NEC to facilitate the usage of a 3,400- to 3,500-MHz program experimental license band without SAS integration to successfully implement a private 5G deployment at the VTTI Smart Road intersection and data center. Specific use cases were developed to provide alerting mechanisms to both pedestrians and vehicles using cellular vehicle-to-everything/PC5 technology when approaching a traffic intersection and a dangerous situation is detected.

Cellular vehicle-to-everything (C-V2X) is a communication technology that supports various safety, mobility, and environmental applications, given its higher reliability properties compared to other communication technologies. The performance of these C-V2X-enabled intelligent transportation system (ITS) applications is affected by the performance of the C-V2X communication technology (mainly packet loss). Similarly, the performance of the C-V2X communication is dependent on the vehicular traffic density which is affected by the traffic mobility patterns and vehicle routing strategies. Consequently, it is critical to develop a tool that can simulate, analyze, and evaluate the mutual interactions of the transportation and communication systems at the application level to quantify the benefits of C-V2X-enabled ITS applications realistically. In this paper, we demonstrate the benefits gained when using C-V2X Vehicle-to-Infrastructure (V2I) communication technology in an energy-efficient dynamic routing application. Specifically, we develop a Connected Energy-Efficient Dynamic Routing (C-EEDR) application using C-V2X as a communication medium in an integrated vehicular traffic and communication simulator (INTEGRATION). The results demonstrate that the C-EEDR application achieves fuel savings of up to 16.6% and 14.7% in the IDEAL and C-V2X communication cases, respectively, for a peak hour demand on the downtown Los Angeles network considering a 50% level of market penetration of connected vehicles. The results demonstrate that the fuel savings increase with increasing levels of market penetration at lower traffic demand levels (25% and 50% the peak demand). At higher traffic demand levels (75% and 100%), the fuel savings increase with increasing levels of market penetration with maximum benefits at a 50% market penetration rate. Although the communication system is affected by the high density of vehicles at the high traffic demand levels (75% and 100% the peak demand)

Cellular vehicle-to-everything (C-V2X) is a communication technology that supports various safety, mobility, and environmental applications, given its higher reliability properties compared to other communication technologies. The performance of these C-V2X-enabled intelligent transportation system (ITS) applications is affected by the performance of the C-V2X communication technology (mainly packet loss). Similarly, the performance of the C-V2X communication is dependent on the vehicular traffic density which is affected by the traffic mobility patterns and vehicle routing strategies. Consequently, it is critical to develop a tool that can simulate, analyze, and evaluate the mutual interactions of the transportation and communication systems at the application level to quantify the benefits of C-V2X-enabled ITS applications realistically. In this paper, we demonstrate the benefits gained when using C-V2X Vehicle-to-Infrastructure (V2I) communication technology in an energy-efficient dynamic routing application. Specifically, we develop a Connected Energy-Efficient Dynamic Routing (C-EEDR) application using C-V2X as a communication medium in an integrated vehicular traffic and communication simulator (INTEGRATION). The results demonstrate that the C-EEDR application achieves fuel savings of up to 16.6% and 14.7% in the IDEAL and C-V2X communication cases, respectively, for a peak hour demand on the downtown Los Angeles network considering a 50% level of market penetration of connected vehicles. The results demonstrate that the fuel savings increase with increasing levels of market penetration at lower traffic demand levels (25% and 50% the peak demand). At higher traffic demand levels (75% and 100%), the fuel savings increase with increasing levels of market penetration with maximum benefits at a 50% market penetration rate. Although the communication system is affected by the high density of vehicles at the high traffic demand levels (75% and 100% the peak demand)

By leveraging the use of wireless communication technologies and edge computing capabilities, Cooperative Intelligent Transport Systems (C-ITS) aim to improve safety and traffic management in mobility use cases. However, the deployment of C-ITS poses some critical challenges. Specifically, in heterogeneous systems, it is necessary to guarantee interoperability among the various available wireless technologies. This paper presents a cloud native infrastructure architecture for vehicular communications that guarantees the interoperability between cellular technologies (4G/5G), and specific Vehicle-to-Everything (V2X) communication technologies, such as LTE-PC5 and IEEE 802.11p wireless communications standards. Such interoperability is demonstrated through the implementation of an Edge Infrastructure where a vehicle equipped with one of the aforementioned radio access technologies, sends cooperative awareness messages, and such messages are received in vehicles provisioned with different wireless technologies., This work was supported by the grants ONOFRE-3 PID2020-112675RB-C43 and PID2019-106808RA-I00 funded by MCIN/AEI/10.13039/501100011033, INTEGRA CER20211031 funded by CDTI Cervera, the PODIUM project (101069547) funded by the European Commission, and the European Union’s Horizon 2020 Research and Innovation Programme under grant agreement No. 951947 (5GMED). The authors would also like to acknowledge CERCA Programme Generalitat de Catalunya for sponsoring part of this work., Peer Reviewed, Postprint (published version)

In recent years, the use of cellular network technologies to provide communication-based applications to vehicles has received considerable attention. 3GPP, the standardization body responsible for cellular networks specifications, is developing technologies to meet the requirements of vehicular communication applications, and the research community is testing and validating the ability of those technologies to implement different applications. This survey presents the body of work dealing with the use of cellular technologies to implement communication-based applications for the connected vehicle. We focus on basic and advanced road safety and traffic efficiency applications, which are critically important for the future of vehicular networks. We start by describing the different cellular-related technologies that have a role to play in providing services to the connected vehicle, propose a classification of types of communication used in vehicular applications, and then apply this classification to organize and present recent research work on the topic. Finally, we identify the main challenges in the use of cellular technologies to develop applications for the connected vehicle. © 2021 Elsevier Inc., Funding: This work was partially supported by the Agencia Estatal de Investigación (AEI, Spain) through the ACHILLES project (PID2019-104207RB-I00/AEI/10.13039/501100011033); and by the Madrid Government (Comunidad de Madrid-Spain) under the Multiannual Agreement with UC3M in the line of Excellence of University Professors (EPUC3M21), and in the context of the V PRICIT (Regional Programme of Research and Technological Innovation).

In recent years, the use of cellular network technologies to provide communication-based applications to vehicles has received considerable attention. 3GPP, the standardization body responsible for cellular networks specifications, is developing technologies to meet the requirements of vehicular communication applications, and the research community is testing and validating the ability of those technologies to implement different applications. This survey presents the body of work dealing with the use of cellular technologies to implement communication-based applications for the connected vehicle. We focus on basic and advanced road safety and traffic efficiency applications, which are critically important for the future of vehicular networks. We start by describing the different cellular-related technologies that have a role to play in providing services to the connected vehicle, propose a classification of types of communication used in vehicular applications, and then apply this classification to organize and present recent research work on the topic. Finally, we identify the main challenges in the use of cellular technologies to develop applications for the connected vehicle. © 2021 Elsevier Inc., Funding: This work was partially supported by the Agencia Estatal de Investigación (AEI, Spain) through the ACHILLES project (PID2019-104207RB-I00/AEI/10.13039/501100011033); and by the Madrid Government (Comunidad de Madrid-Spain) under the Multiannual Agreement with UC3M in the line of Excellence of University Professors (EPUC3M21), and in the context of the V PRICIT (Regional Programme of Research and Technological Innovation).

Intrusion detection systems (IDS) have already demonstrated their effectiveness in detecting various attacks in cellular vehicle-to-everything (C-V2X) networks, especially when using machine learning (ML) techniques. However, it has been shown that generating ML-based models in a centralized way consumes a massive quantity of network resources, such as CPU/memory and bandwidth, which may represent a critical issue in such networks. To avoid this problem, the new concept of Federated Learning (FL) emerged to build ML-based models in a distributed and collaborative way. In such an approach, the set of nodes, e.g., vehicles or gNodeB, collaborate to create a global ML model trained across these multiple decentralized nodes, each one with its respective data samples that are not shared with any other nodes. In this way, FL enables, on the one hand, data privacy since sharing data with a central location is not always feasible and, on the other hand, network overhead reduction. This paper designs a new IDS for C-V2X networks based on FL. It leverages edge computing to not only build a prediction model in a distributed way but also to enable low-latency intrusion detection. Moreover, we build our FL-based IDS on top of the well-known CIC-IDS2018 dataset, which includes the main network attacks. Noting that, we first perform feature engineering on the dataset using the ANOVA method to consider only the most informative features. Simulation results show the efficiency of our system compared to the existing solutions in terms of attack detection accuracy while reducing network resource consumption.

Intrusion detection systems (IDS) have already demonstrated their effectiveness in detecting various attacks in cellular vehicle-to-everything (C-V2X) networks, especially when using machine learning (ML) techniques. However, it has been shown that generating ML-based models in a centralized way consumes a massive quantity of network resources, such as CPU/memory and bandwidth, which may represent a critical issue in such networks. To avoid this problem, the new concept of Federated Learning (FL) emerged to build ML-based models in a distributed and collaborative way. In such an approach, the set of nodes, e.g., vehicles or gNodeB, collaborate to create a global ML model trained across these multiple decentralized nodes, each one with its respective data samples that are not shared with any other nodes. In this way, FL enables, on the one hand, data privacy since sharing data with a central location is not always feasible and, on the other hand, network overhead reduction. This paper designs a new IDS for C-V2X networks based on FL. It leverages edge computing to not only build a prediction model in a distributed way but also to enable low-latency intrusion detection. Moreover, we build our FL-based IDS on top of the well-known CIC-IDS2018 dataset, which includes the main network attacks. Noting that, we first perform feature engineering on the dataset using the ANOVA method to consider only the most informative features. Simulation results show the efficiency of our system compared to the existing solutions in terms of attack detection accuracy while reducing network resource consumption.

Intrusion detection systems (IDS) have already demonstrated their effectiveness in detecting various attacks in cellular vehicle-to-everything (C-V2X) networks, especially when using machine learning (ML) techniques. However, it has been shown that generating ML-based models in a centralized way consumes a massive quantity of network resources, such as CPU/memory and bandwidth, which may represent a critical issue in such networks. To avoid this problem, the new concept of Federated Learning (FL) emerged to build ML-based models in a distributed and collaborative way. In such an approach, the set of nodes, e.g., vehicles or gNodeB, collaborate to create a global ML model trained across these multiple decentralized nodes, each one with its respective data samples that are not shared with any other nodes. In this way, FL enables, on the one hand, data privacy since sharing data with a central location is not always feasible and, on the other hand, network overhead reduction. This paper designs a new IDS for C-V2X networks based on FL. It leverages edge computing to not only build a prediction model in a distributed way but also to enable low-latency intrusion detection. Moreover, we build our FL-based IDS on top of the well-known CIC-IDS2018 dataset, which includes the main network attacks. Noting that, we first perform feature engineering on the dataset using the ANOVA method to consider only the most informative features. Simulation results show the efficiency of our system compared to the existing solutions in terms of attack detection accuracy while reducing network resource consumption.

Intrusion detection systems (IDS) have already demonstrated their effectiveness in detecting various attacks in cellular vehicle-to-everything (C-V2X) networks, especially when using machine learning (ML) techniques. However, it has been shown that generating ML-based models in a centralized way consumes a massive quantity of network resources, such as CPU/memory and bandwidth, which may represent a critical issue in such networks. To avoid this problem, the new concept of Federated Learning (FL) emerged to build ML-based models in a distributed and collaborative way. In such an approach, the set of nodes, e.g., vehicles or gNodeB, collaborate to create a global ML model trained across these multiple decentralized nodes, each one with its respective data samples that are not shared with any other nodes. In this way, FL enables, on the one hand, data privacy since sharing data with a central location is not always feasible and, on the other hand, network overhead reduction. This paper designs a new IDS for C-V2X networks based on FL. It leverages edge computing to not only build a prediction model in a distributed way but also to enable low-latency intrusion detection. Moreover, we build our FL-based IDS on top of the well-known CIC-IDS2018 dataset, which includes the main network attacks. Noting that, we first perform feature engineering on the dataset using the ANOVA method to consider only the most informative features. Simulation results show the efficiency of our system compared to the existing solutions in terms of attack detection accuracy while reducing network resource consumption.

The automotive industry is in the midst of a disruptive transformation as vehicles have transformed from mechanical machines to "computers with wheels." Every year, millions of connected vehicles operated by technologies join the roads globally. These technologies are vulnerable to cyber-attacks, putting the driver's and passenger's privacy and safety at risk, as well as putting transportation infrastructure in jeopardy in the event of accidents. To understand how to control these vulnerabilities, the first part of this project is dedicated to analyzing intelligent transportation systems, autonomous vehicles, connectivity and the devices involved. Also, attack methods and threats that can affect wireless communications are studied in order to understand the risks that we face and further propose potential mitigations. The second part of the project focuses on defining the test cases and evaluating the threats and risks that these may present. The various connections are also investigated through attacks on their wireless communications. For this, an environment that simulates communication between devices in a smart city is established and six test cases or attacks are completed: Scanning and Access, MitM, Jamming, Rogue AP, Interception and Impersonation, and GPS Spoofing. Some of the attacks performed represent more realistically than others the attacks to which automotive systems are vulnerable. However, all six cases have been completed and mentioned in order to understand and illustrate the diverse nature and types of attacks that can exist in wireless networks.

In the previous Safe-D project 04-104, a prototype wearable Personal Protective Equipment vest that accurately localizes, monitors, and predicts potential collisions between work zone (WZ) workers and passing motorists was developed and demonstrated. The system also notifies the worker when they’re about to depart geo-fenced safe areas within WZs. While the design supported a successful functional demonstration, additional design iteration was required to simplify, ruggedize, and reduce per unit costs to increase the likelihood of broader adoption. In addition, two new useful components were identified that support a more effective deployment package. One of these components is a Base Station that provides an edge computing environment for alert algorithm processing, consolidates communications of individual worker positions via a 4G link to a cloud computing environment, and can be coupled with a local roadside unit to support the broadcast of WZ information to connected and automated vehicles. The second component is a Smart Cone device that was added to help automatically define safe area boundaries and improve communications reliability between workers and the Base Station. This entire package was developed to support a broader scale deployment of the technology by the Virginia Department of Transportation.

In recent years, the use of cellular network technologies to provide communication-based applications to vehicles has received considerable attention. 3GPP, the standardization body responsible for cellular networks specifications, is developing technologies to meet the requirements of vehicular communication applications, and the research community is testing and validating the ability of those technologies to implement different applications. This survey presents the body of work dealing with the use of cellular technologies to implement communication-based applications for the connected vehicle. We focus on basic and advanced road safety and traffic efficiency applications, which are critically important for the future of vehicular networks. We start by describing the different cellular-related technologies that have a role to play in providing services to the connected vehicle, propose a classification of types of communication used in vehicular applications, and then apply this classification to organize and present recent research work on the topic. Finally, we identify the main challenges in the use of cellular technologies to develop applications for the connected vehicle. © 2021 Elsevier Inc., Funding: This work was partially supported by the Agencia Estatal de Investigación (AEI, Spain) through the ACHILLES project (PID2019-104207RB-I00/AEI/10.13039/501100011033); and by the Madrid Government (Comunidad de Madrid-Spain) under the Multiannual Agreement with UC3M in the line of Excellence of University Professors (EPUC3M21), and in the context of the V PRICIT (Regional Programme of Research and Technological Innovation).

In recent years, the use of cellular network technologies to provide communication-based applications to vehicles has received considerable attention. 3GPP, the standardization body responsible for cellular networks specifications, is developing technologies to meet the requirements of vehicular communication applications, and the research community is testing and validating the ability of those technologies to implement different applications. This survey presents the body of work dealing with the use of cellular technologies to implement communication-based applications for the connected vehicle. We focus on basic and advanced road safety and traffic efficiency applications, which are critically important for the future of vehicular networks. We start by describing the different cellular-related technologies that have a role to play in providing services to the connected vehicle, propose a classification of types of communication used in vehicular applications, and then apply this classification to organize and present recent research work on the topic. Finally, we identify the main challenges in the use of cellular technologies to develop applications for the connected vehicle. © 2021 Elsevier Inc., Funding: This work was partially supported by the Agencia Estatal de Investigación (AEI, Spain) through the ACHILLES project (PID2019-104207RB-I00/AEI/10.13039/501100011033); and by the Madrid Government (Comunidad de Madrid-Spain) under the Multiannual Agreement with UC3M in the line of Excellence of University Professors (EPUC3M21), and in the context of the V PRICIT (Regional Programme of Research and Technological Innovation).

In recent years, the use of cellular network technologies to provide communication-based applications to vehicles has received considerable attention. 3GPP, the standardization body responsible for cellular networks specifications, is developing technologies to meet the requirements of vehicular communication applications, and the research community is testing and validating the ability of those technologies to implement different applications. This survey presents the body of work dealing with the use of cellular technologies to implement communication-based applications for the connected vehicle. We focus on basic and advanced road safety and traffic efficiency applications, which are critically important for the future of vehicular networks. We start by describing the different cellular-related technologies that have a role to play in providing services to the connected vehicle, propose a classification of types of communication used in vehicular applications, and then apply this classification to organize and present recent research work on the topic. Finally, we identify the main challenges in the use of cellular technologies to develop applications for the connected vehicle. © 2021 Elsevier Inc., Funding: This work was partially supported by the Agencia Estatal de Investigación (AEI, Spain) through the ACHILLES project (PID2019-104207RB-I00/AEI/10.13039/501100011033); and by the Madrid Government (Comunidad de Madrid-Spain) under the Multiannual Agreement with UC3M in the line of Excellence of University Professors (EPUC3M21), and in the context of the V PRICIT (Regional Programme of Research and Technological Innovation).

In recent years, the use of cellular network technologies to provide communication-based applications to vehicles has received considerable attention. 3GPP, the standardization body responsible for cellular networks specifications, is developing technologies to meet the requirements of vehicular communication applications, and the research community is testing and validating the ability of those technologies to implement different applications. This survey presents the body of work dealing with the use of cellular technologies to implement communication-based applications for the connected vehicle. We focus on basic and advanced road safety and traffic efficiency applications, which are critically important for the future of vehicular networks. We start by describing the different cellular-related technologies that have a role to play in providing services to the connected vehicle, propose a classification of types of communication used in vehicular applications, and then apply this classification to organize and present recent research work on the topic. Finally, we identify the main challenges in the use of cellular technologies to develop applications for the connected vehicle. © 2021 Elsevier Inc., Funding: This work was partially supported by the Agencia Estatal de Investigación (AEI, Spain) through the ACHILLES project (PID2019-104207RB-I00/AEI/10.13039/501100011033); and by the Madrid Government (Comunidad de Madrid-Spain) under the Multiannual Agreement with UC3M in the line of Excellence of University Professors (EPUC3M21), and in the context of the V PRICIT (Regional Programme of Research and Technological Innovation).

The development of autonomous ground and aerial vehicles has driven the requirement for radio access technologies (RATs) to support low latency applications. While onboard sensors such as Light Detection and Ranging (LIDAR), Radio Detection and Ranging (RADAR), and cameras can sense and assess the immediate space around the vehicle, RATs are crucial for the exchange of information on critical events, such as accidents and changes in trajectory, with other vehicles and surrounding infrastructure in a timely manner. Simulations and analytical models are critical in modelling and designing efficient networks. In this dissertation, we focus on (a) proposing and developing algorithms to improve the performance of decentralized vehicular communications in safety critical situations and (b) supporting these proposals with simulation and analysis of the two most popular RAT standards, the Dedicated Short Range Communications (DSRC) standard, and the Cellular vehicle-to-everything (C-V2X) standard. In our first contribution, we propose a risk based protocol for vehicles using the DSRC standard. The protocol allows a higher beacon transmission rate for vehicles that are at a higher risk of collision. We verify the benefits of the risk based protocol over conventional DSRC using ns-3 simulations. Two risk based beacon rate protocols are evaluated in our ns-3 simulator, one that adapts the beacon rate between 1 and 10 Hz, and another between 1 and 20 Hz. Our results show that both protocols improve the packet delivery ratio (PDR) performance by up to 45% in congested environments using the 1-10 Hz adaptive beacon rate protocol and by 38% using the 1-20 Hz adaptive scheme. The two adaptive beacon rate protocol simulation results also show that the likelihood of a vehicle collision due to missed packets decreases by up to 41% and 77% respectively, in a three lane dense highway scenario with 160 vehicles operating at different speeds. In our second contribution, we study the perfo

The transportation system has evolved into a complex cyber-physical system with the introduction of wireless communication and the emergence of connected travelers and connected automated vehicles. Such applications create an urgent need to develop high-fidelity transportation modeling tools that capture the mutual interaction of the communication and transportation systems. This paper addresses this need by developing a high-fidelity, large-scale dynamic and integrated traffic and direct cellullar vehicle-to-vehicle and vehicle-to-infrastructure (collectively known as V2X) modeling tool. The unique contributions of this work are (1) we developed a scalable implementation of the analytical communication model that captures packet movement at the millisecond level; (2) we coupled the communication and traffic simulation models in real-time to develop a fully integrated dynamic connected vehicle modeling tool; and (3) we developed scalable approaches that adjust the frequency of model coupling depending on the number of concurrent vehicles in the network. The proposed scalable modeling framework is demonstrated by running on the Los Angeles downtown network considering the morning peak hour traffic demand (145,000 vehicles), running faster than real-time on a regular personal computer (1.5 h to run 1.86 h of simulation time). Spatiotemporal estimates of packet delivery ratios for downtown Los Angeles are presented. This novel modeling framework provides a breakthrough in the development of urgently needed tools for large-scale testing of direct (C-V2X) enabled applications.

The transportation system has evolved into a complex cyber-physical system with the introduction of wireless communication and the emergence of connected travelers and connected automated vehicles. Such applications create an urgent need to develop high-fidelity transportation modeling tools that capture the mutual interaction of the communication and transportation systems. This paper addresses this need by developing a high-fidelity, large-scale dynamic and integrated traffic and direct cellullar vehicle-to-vehicle and vehicle-to-infrastructure (collectively known as V2X) modeling tool. The unique contributions of this work are (1) we developed a scalable implementation of the analytical communication model that captures packet movement at the millisecond level; (2) we coupled the communication and traffic simulation models in real-time to develop a fully integrated dynamic connected vehicle modeling tool; and (3) we developed scalable approaches that adjust the frequency of model coupling depending on the number of concurrent vehicles in the network. The proposed scalable modeling framework is demonstrated by running on the Los Angeles downtown network considering the morning peak hour traffic demand (145,000 vehicles), running faster than real-time on a regular personal computer (1.5 h to run 1.86 h of simulation time). Spatiotemporal estimates of packet delivery ratios for downtown Los Angeles are presented. This novel modeling framework provides a breakthrough in the development of urgently needed tools for large-scale testing of direct (C-V2X) enabled applications.

Vehicular communications hold the promise of disrupting mobility services and supporting the mass adoption of future autonomous vehicles. Regulators have set aside specific spectrum at the 5.9 GHz band to support Intelligent Transport Systems (ITS) safety applications, for which a world-wide adoption of a standardized radio technology is a key factor to deliver on this promise. Two technologies are currently positioned to begin its commercial path, IEEE 802.11p and LTE-PC5 Mode-4. The main differences between these technologies lie on the design of their channel access mechanisms. This paper provides an analysis of the impact that the Medium Access Control (MAC) mechanisms included in 802.11p and LTE-PC5 Mode-4 will have on the performance of the applications using the Cooperative Awareness Service, applying two new application-level metrics used by safety applications: Neighborhood Awareness Ratio and Position Error. We have found that, even with an equivalent physical layer performance, the MAC layer of LTE-PC5 Mode-4 will mostly outperform the MAC layer of IEEE 802.11p (or its not yet ready enhanced version 802.11bd). However, IEEE 802.11p/bd results in slightly better vehicle positioning accuracy at lower distances., Part of proceedings: ISBN 978-1-6654-4505-4QC 20220816

The development of autonomous ground and aerial vehicles has driven the requirement for radio access technologies (RATs) to support low latency applications. While onboard sensors such as Light Detection and Ranging (LIDAR), Radio Detection and Ranging (RADAR), and cameras can sense and assess the immediate space around the vehicle, RATs are crucial for the exchange of information on critical events, such as accidents and changes in trajectory, with other vehicles and surrounding infrastructure in a timely manner. Simulations and analytical models are critical in modelling and designing efficient networks. In this dissertation, we focus on (a) proposing and developing algorithms to improve the performance of decentralized vehicular communications in safety critical situations and (b) supporting these proposals with simulation and analysis of the two most popular RAT standards, the Dedicated Short Range Communications (DSRC) standard, and the Cellular vehicle-to-everything (C-V2X) standard. In our first contribution, we propose a risk based protocol for vehicles using the DSRC standard. The protocol allows a higher beacon transmission rate for vehicles that are at a higher risk of collision. We verify the benefits of the risk based protocol over conventional DSRC using ns-3 simulations. Two risk based beacon rate protocols are evaluated in our ns-3 simulator, one that adapts the beacon rate between 1 and 10 Hz, and another between 1 and 20 Hz. Our results show that both protocols improve the packet delivery ratio (PDR) performance by up to 45% in congested environments using the 1-10 Hz adaptive beacon rate protocol and by 38% using the 1-20 Hz adaptive scheme. The two adaptive beacon rate protocol simulation results also show that the likelihood of a vehicle collision due to missed packets decreases by up to 41% and 77% respectively, in a three lane dense highway scenario with 160 vehicles operating at different speeds. In our second contribution, we study the perfo

The transportation system has evolved into a complex cyber-physical system with the introduction of wireless communication and the emergence of connected travelers and connected automated vehicles. Such applications create an urgent need to develop high-fidelity transportation modeling tools that capture the mutual interaction of the communication and transportation systems. This paper addresses this need by developing a high-fidelity, large-scale dynamic and integrated traffic and direct cellullar vehicle-to-vehicle and vehicle-to-infrastructure (collectively known as V2X) modeling tool. The unique contributions of this work are (1) we developed a scalable implementation of the analytical communication model that captures packet movement at the millisecond level; (2) we coupled the communication and traffic simulation models in real-time to develop a fully integrated dynamic connected vehicle modeling tool; and (3) we developed scalable approaches that adjust the frequency of model coupling depending on the number of concurrent vehicles in the network. The proposed scalable modeling framework is demonstrated by running on the Los Angeles downtown network considering the morning peak hour traffic demand (145,000 vehicles), running faster than real-time on a regular personal computer (1.5 h to run 1.86 h of simulation time). Spatiotemporal estimates of packet delivery ratios for downtown Los Angeles are presented. This novel modeling framework provides a breakthrough in the development of urgently needed tools for large-scale testing of direct (C-V2X) enabled applications.

The transportation system has evolved into a complex cyber-physical system with the introduction of wireless communication and the emergence of connected travelers and connected automated vehicles. Such applications create an urgent need to develop high-fidelity transportation modeling tools that capture the mutual interaction of the communication and transportation systems. This paper addresses this need by developing a high-fidelity, large-scale dynamic and integrated traffic and direct cellullar vehicle-to-vehicle and vehicle-to-infrastructure (collectively known as V2X) modeling tool. The unique contributions of this work are (1) we developed a scalable implementation of the analytical communication model that captures packet movement at the millisecond level; (2) we coupled the communication and traffic simulation models in real-time to develop a fully integrated dynamic connected vehicle modeling tool; and (3) we developed scalable approaches that adjust the frequency of model coupling depending on the number of concurrent vehicles in the network. The proposed scalable modeling framework is demonstrated by running on the Los Angeles downtown network considering the morning peak hour traffic demand (145,000 vehicles), running faster than real-time on a regular personal computer (1.5 h to run 1.86 h of simulation time). Spatiotemporal estimates of packet delivery ratios for downtown Los Angeles are presented. This novel modeling framework provides a breakthrough in the development of urgently needed tools for large-scale testing of direct (C-V2X) enabled applications.

[ES] El trabajo de fin de master se trata del diseño de un módulo de comunicaciones para prevenir accidentes de tráfico, en particular de atropellos a ciclistas. Dicho módulo de comunicaciones está basado en el standard Car 2 Car o C-V2X, en este caso se trata de una comunicación unidireccional, ya que el módulo no recibe información, solamente transmitirá la posición GPS del ciclista a los vehículos cercanos. Para la transmisión se realizará el diseño de una antena a 5.9GHz (frecuencia del standard) y se le añadirá un cargador de baterías para que el dispositivo sea totalmente portátil y de fácil uso para el usuario. Para ello se realizará el diseño del esquemático electrónico y su posterior layout para dejar el dispositivo listo para su manufactura., [EN] The purpose of this work is the design of a communications module to prevent traffic accidents, in particular hit-and-runs suffered by cyclists. This communications module is based on the standard Car 2 Car or C-V2X, in this case it is a one-way communication, since the module does not receive information, it will only transmit the GPS position of the cyclist to the nearby vehicles. For transmission, an antenna will be designed at 5.9GHz (standard frequency) and a battery charger will be added to make the device fully portable and user-friendly. To do this, the design of the electronic schematic and its subsequent layout will be carried out to leave the device ready for manufacture.

[ES] El trabajo de fin de master se trata del diseño de un módulo de comunicaciones para prevenir accidentes de tráfico, en particular de atropellos a ciclistas. Dicho módulo de comunicaciones está basado en el standard Car 2 Car o C-V2X, en este caso se trata de una comunicación unidireccional, ya que el módulo no recibe información, solamente transmitirá la posición GPS del ciclista a los vehículos cercanos. Para la transmisión se realizará el diseño de una antena a 5.9GHz (frecuencia del standard) y se le añadirá un cargador de baterías para que el dispositivo sea totalmente portátil y de fácil uso para el usuario. Para ello se realizará el diseño del esquemático electrónico y su posterior layout para dejar el dispositivo listo para su manufactura., [EN] The purpose of this work is the design of a communications module to prevent traffic accidents, in particular hit-and-runs suffered by cyclists. This communications module is based on the standard Car 2 Car or C-V2X, in this case it is a one-way communication, since the module does not receive information, it will only transmit the GPS position of the cyclist to the nearby vehicles. For transmission, an antenna will be designed at 5.9GHz (standard frequency) and a battery charger will be added to make the device fully portable and user-friendly. To do this, the design of the electronic schematic and its subsequent layout will be carried out to leave the device ready for manufacture.

[ES] El trabajo de fin de master se trata del diseño de un módulo de comunicaciones para prevenir accidentes de tráfico, en particular de atropellos a ciclistas. Dicho módulo de comunicaciones está basado en el standard Car 2 Car o C-V2X, en este caso se trata de una comunicación unidireccional, ya que el módulo no recibe información, solamente transmitirá la posición GPS del ciclista a los vehículos cercanos. Para la transmisión se realizará el diseño de una antena a 5.9GHz (frecuencia del standard) y se le añadirá un cargador de baterías para que el dispositivo sea totalmente portátil y de fácil uso para el usuario. Para ello se realizará el diseño del esquemático electrónico y su posterior layout para dejar el dispositivo listo para su manufactura., [EN] The purpose of this work is the design of a communications module to prevent traffic accidents, in particular hit-and-runs suffered by cyclists. This communications module is based on the standard Car 2 Car or C-V2X, in this case it is a one-way communication, since the module does not receive information, it will only transmit the GPS position of the cyclist to the nearby vehicles. For transmission, an antenna will be designed at 5.9GHz (standard frequency) and a battery charger will be added to make the device fully portable and user-friendly. To do this, the design of the electronic schematic and its subsequent layout will be carried out to leave the device ready for manufacture.

[ES] En este trabajo, se calcularan las prestaciones de un sistema de comunicaciones vehículo a vehículo (V2V), utilizando el sistema C-V2X en la banda 5.9 GHz a partir de la Release 12 4G y se investigará su aplicación en NR 5G. Específicamente, la comunicación V2V utiliza el enlace sidelink con una serie de parámetros definidos en la banda ITS de 5,9 GHz. Se obtendrá la distancia de cobertura para diferentes entornos, modelos de propagación y configuración de antenas MIMO.

[ES] El trabajo de fin de master se trata del diseño de un módulo de comunicaciones para prevenir accidentes de tráfico, en particular de atropellos a ciclistas. Dicho módulo de comunicaciones está basado en el standard Car 2 Car o C-V2X, en este caso se trata de una comunicación unidireccional, ya que el módulo no recibe información, solamente transmitirá la posición GPS del ciclista a los vehículos cercanos. Para la transmisión se realizará el diseño de una antena a 5.9GHz (frecuencia del standard) y se le añadirá un cargador de baterías para que el dispositivo sea totalmente portátil y de fácil uso para el usuario. Para ello se realizará el diseño del esquemático electrónico y su posterior layout para dejar el dispositivo listo para su manufactura., [EN] The purpose of this work is the design of a communications module to prevent traffic accidents, in particular hit-and-runs suffered by cyclists. This communications module is based on the standard Car 2 Car or C-V2X, in this case it is a one-way communication, since the module does not receive information, it will only transmit the GPS position of the cyclist to the nearby vehicles. For transmission, an antenna will be designed at 5.9GHz (standard frequency) and a battery charger will be added to make the device fully portable and user-friendly. To do this, the design of the electronic schematic and its subsequent layout will be carried out to leave the device ready for manufacture.

With the rapid advances of technology, digitisation of many facets of our existence is taking place in an attempt to improve everyday life. The automotive industry is following suit, attempting to introduce connected traffic technology that is meant to improve traffic fluidity and safety. To facilitate this, connected vehicles aim to create solutions for the sharing of information between other vehicles, infrastructure - such as traffic light controllers, and pedestrians. In an attempt to further investigate the connected vehicle landscape of today, the thesis compared the two most prominent technologies, DSRC and cellular communication. An essential part of this comparison was highlighting the potential attacks that the two technologies could be exposed to. This was done in order to open up a discussion on what technology is the most suitable to focus on for the future both in terms of viability and security. DSRC has been considered the prominent communication technology for connected vehicles, but the development has stagnated. As such, the ever-evolving cellular technology is looking like the superior technology. This, however, is reliant on 5G delivering the speeds, stability and security promised. The state of constant vehicular connection is going to lead to many issues and concerns, both for the privacy of the individual but also the safety of the public. While connected traffic aims to solve a number of issues from traffic accidents to emissions - if the security of the communication is not constantly evolving to meet the rapid development of new technology, the consequences of connecting such a delicate system might nullify the potential benefits.

Nowadays, we are ready to have precommercial Cooperative Intelligent Transport Systems (C-ITS), nevertheless there exist challenging functional and security aspects that need to be addressed. One of them is the fact that, in every era, there will be several radio technologies which will be used by vehicles that need to be connected between them, therefore, the systems needs to provide interoperability services. The other critical issue is to reinforce security against attacks on localization receivers or in vehicles equipment. Most of these functions are based in a large amount of computation power, to this end, this paper presents the approach taken by H2020 CARAMEL project, using a Multi-access Edge Computing (MEC) that could provide the necessary performance assets., This work was supported by the European Union’s H2020 research and innovation programme under CARAMEL project (Grant agreement No. 833611). The work of J. Casademont and P. Sayyad Khodashenas was also supported by FEDER and Secretaria d’Universitats i Recerca del Departament d’Empresa i Coneixement de la Generalitat de Catalunya through project Fem IoT. The work of C. Vitale and C. Laoudias was also supported by the European Union’s Horizon 2020 Research and Innovation Programme under Grant 739551 (KIOS CoE) and from the Republic of Cyprus through the Directorate General for European Programmes, Coordination and Development., Peer Reviewed, Postprint (published version)

With the rapid advances of technology, digitisation of many facets of our existence is taking place in an attempt to improve everyday life. The automotive industry is following suit, attempting to introduce connected traffic technology that is meant to improve traffic fluidity and safety. To facilitate this, connected vehicles aim to create solutions for the sharing of information between other vehicles, infrastructure - such as traffic light controllers, and pedestrians. In an attempt to further investigate the connected vehicle landscape of today, the thesis compared the two most prominent technologies, DSRC and cellular communication. An essential part of this comparison was highlighting the potential attacks that the two technologies could be exposed to. This was done in order to open up a discussion on what technology is the most suitable to focus on for the future both in terms of viability and security. DSRC has been considered the prominent communication technology for connected vehicles, but the development has stagnated. As such, the ever-evolving cellular technology is looking like the superior technology. This, however, is reliant on 5G delivering the speeds, stability and security promised. The state of constant vehicular connection is going to lead to many issues and concerns, both for the privacy of the individual but also the safety of the public. While connected traffic aims to solve a number of issues from traffic accidents to emissions - if the security of the communication is not constantly evolving to meet the rapid development of new technology, the consequences of connecting such a delicate system might nullify the potential benefits.

Analysis of the different vehicular communication technologies and the simulation of C-V2X in Matlab, Vehicular technologies have been on the focus of the communications and automotive sectors in recent years. Researchers are looking for a complete technology that covers all needs of safety and comfort in driving. In this work, we study the sidelink long-term-evolution vehicle-to-anything (LTE-V2X) technology as part of the so-called cellular-V2X (C-V2X), which supports direct communications between vehicles. In particular, we centre on its Mode 4, whose main feature is the allocation of resources carried out autonomously by the nodes. This feature results in no requirement for the vehicles to be under cellular network coverage. We analyse the impact of different parameters on the network?s performance by simulating a highway scenario, coming to the conclusion that each parameter has a direct effect on it at various levels. Another interesting finding is that, although the performance of the network is generally better at lower speeds, we detect some speed cases where this tendency is not followed when setting a certain value to an algorithm parameter., Durante los últimos años, las tecnologías vehiculares han estado en el punto de mira de los sectores de la automoción y las comunicaciones. Los investigadores están en busca de una tecnología completa que cubra todas las necesidades de seguridad y confort en la conducción. En este trabajo, estudiamos la tecnología sidelink long-term-evolution vehicle-to-anything (LTE-V2X) como parte de la llamada cellular-V2X (C-V2X), que permite comunicación directa entre vehículos. En particular, nos centramos en su Mode 4, la característica principal del cual es la asignación de recursos de forma autónoma por parte de los nodos. De esta forma, no es necesario que los vehículos se encuentren bajo cobertura de una red celular. Analizamos el impacto de diferentes parámetros en el rendimiento de la red simulando el escenario de una autopista, llegando a la conclusión que cada uno tiene un efecto directo sobre este a diferentes niveles. Otro descubrimiento interesante es que, aunque generalmente el rendimiento de la red es mejor a velocidades bajas, detectamos casos donde no se sigue esta tendencia al establecer un cierto valor a un parámetro del algoritmo., Durant els darrers anys, les tecnologies vehiculars han estat en el punt de mira dels sectors de l'automoció i les comunicacions. Els investigadors van a la recerca d'una tecnologia completa que cobreixi totes les necessitats de seguretat i confort en la conducció. En aquest treball, estudiem la tecnologia sidelink long-term-evolution vehicle-to-anything (LTE-V2X) en el marc de l'anomenada cellular-V2X (C-V2X), la qual permet comunicacions directes entre vehicles. En particular, ens centrem en el seu Mode 4, la característica principal del qual és l'assignació de recursos realitzats de forma autònoma per part dels nodes. D'aquesta manera, no és necessari que els vehicles es trobin sota la cobertura d'una xarxa cel·lular. El que fem, doncs, és analitzar l'impacte de diferents paràmetres sobre el rendiment de la xarxa simulant l'escenari d'una autopista, arribant a la conclusió que cadascun d'ells hi té un efecte directe a diferents nivells. Un altre descobriment interessant és que, tot i que generalment el rendiment de la xarxa és millor a velocitats baixes, detectem alguns casos on no se segueix aquesta tendència en establir un cert valor a un paràmetre de l'algorisme.

With the rising interest in autonomous vehicles, developing radio access technologies (RATs) that enable reliable and low-latency vehicular communications has become of paramount importance. Dedicated short-range communications (DSRCs) and cellular V2X (C-V2X) are two present-day technologies that are capable of supporting day-1 vehicular applications. However, these RATs fall short of supporting communication requirements of many advanced vehicular applications, which are believed to be critical in enabling fully autonomous vehicles. Both the DSRC and C-V2X are undergoing extensive enhancements in order to support advanced vehicular applications that are characterized by high reliability, low latency, and high throughput requirements. These RAT evolutions-the IEEE 802.11bd for the DSRC and NR V2X for C-V2X-can supplement today's vehicular sensors in enabling autonomous driving. In this paper, we survey the latest developments in the standardization of 802.11bd and NR V2X. We begin with a brief description of the two present-day vehicular RATs. In doing so, we highlight their inability to guarantee the quality of service requirements of many advanced vehicular applications. We then look at the two RAT evolutions, i.e., the IEEE 802.11bd and NR V2X, outline their objectives, describe their salient features, and provide an in-depth description of key mechanisms that enable these features. While both, the IEEE 802.11bd and NR V2X, are in their initial stages of development, we shed light on their preliminary performance projections and compare and contrast the two evolutionary RATs with their respective predecessors.

In Release 14, the 3rd Generation Partnership Project (3GPP) introduced Cellular Vehicle--to--Everything (C-V2X) \textit{mode-4} as a novel disruptive technology to support sidelink vehicular communications in out--of--coverage scenarios. C-V2X \textit{mode-4} has been engineered to operate in a distributed manner, wherein vehicles autonomously monitor the received power across sidelink subchannels before selecting one for utilization. By means of such an strategy, vehicles attempt to $(i)$ discover and $(ii)$ reserve subchannels with low interference that may have the potential to maximize the reception likelihood of their own broadcasted safety messages. However, due to dynamicity of the vehicular environment, the subchannels optimality may fluctuate rapidly over time. As a consequence, vehicles are required to make a new selection every few hundreds of milliseconds. In consonance with 3GPP, the subchannel selection phase relies on the linear average of the perceived power intensities on each of the subchannels during a monitoring window. However, in this paper we propose a nonlinear power averaging phase, where the most up--to--date measurements are assigned higher priority via exponential weighting. We show through simulations that the overall system performance can be leveraged in both urban and freeway scenarios. Furthermore, the linear averaging can be considered as a special case of the exponentially-weighted moving average, ensuring backward compatibility with the standardized method. Finally, the 3GPP \textit{mode-4} scheduling approach is described in detail.

Vehicular communications are a major subject of research and policy activity in industry, government, and academia. Dedicated Short-Range Communications (DSRC) is currently the main protocol used for vehicular communications, and it operates in the 5.9 GHz band. In addition to DSRC radios, other potential uses of this band include Wi-Fi, LTE-V, and communication among unlicensed devices. This dissertation presents an architecture and a feasibility analysis including field measurements and analysis for vehicle-to-train (V2T) communications, a safety-critical vehicular communication application. The dissertation also presents a survey of research relevant to each of several possible combinations of radio-spectrum and vehicular-safety regulations that would affect use of the 5.9 GHz band, identifies the most challenging of the possible resulting technical challenges, and presents initial measurements to assess feasibility of sharing the band by DSRC radios and other devices that operate on adjacent frequencies using different wireless communication standards. Although wireless technology is available for safety-critical communications, few applications have been developed to improve railroad crossing safety. A V2T communication system for a safety warning application with DSRC radios can address the need to prevent collisions between trains and vehicles. The dissertation presents a V2T early warning application architecture with a safety notification time and distance. We conducted channel measurements at a 5.86–5.91-GHz frequency and 5.9-GHz DSRC performance measurements at railroad crossings in open spaces, shadowed environments, and rural and suburban environments related to the presented V2T architecture. Our measurements and analyses show that the DSRC protocol can be adapted to serve the purpose of a V2T safety warning system. The 5.9 GHz band has been sought after by several stakeholders, including traditional mobile operators, DSRC proponents, unlicensed Wi-Fi

PI#0019320, There are new Wi-Fi channels in the 5.9GHz Dedicated Short Communications Band in the United States which once was licensed spectrum exclusively for IEEE 802.11p connected vehicle devices. Existing literature reports through simulations and modelling that unlicensed interference from low-cost Wi-Fi devices could degrade the quality of IEEE 802.11p communications. Furthermore, the introduction of Wi-Fi 6e has presented an additional form of interference to C-V2X technology. To date it has been challenging to perform unlicensed interference experimentation at scale due to the lack of low-cost Wi-Fi devices that can transmit in the new 5.9GHz Wi-Fi channels and Wi-fi 6e channels. With this work we report the actual interference effects using 25 real low-cost devices which have been modified to operate in the new 5.9GHz Wi-Fi channels and Wi-fi 6e channels and report the effects on commercial DSRC and C-V2X devices. Experimental observations both in lab and in the field show that infrastructure to vehicle messages have a higher likelihood of reception than vehicle to infrastructure messages during adjacent channel interference activity.

DTFH6116H00027, The Wyoming Department of Transportation’s (WYDOT) Connected Vehicle (CV) Pilot Deployment Program is intended to develop a suite of applications that utilize vehicle to infrastructure (V2I) and vehicle to vehicle (V2V) communication technology to reduce the impact of adverse weather on truck travel in the I-80 corridor. These applications support a flexible range of services from advisories, roadside alerts, parking notifications and dynamic travel guidance. Information from these applications are made available directly to the equipped fleets or through data connections to fleet management centers (who will then communicate it to their trucks using their own systems). The pilot will be conducted in three Phases. Phase I includes the planning for the CV pilot including the concept of operations development. Phase II is the design, development, and testing phase. Phase III includes a real-world demonstration of the applications developed as part of this pilot.

DTFH6116H00027, The Wyoming Department of Transportation’s (WYDOT) Connected Vehicle (CV) Pilot Deployment Program is intended to develop a suite of applications that utilize vehicle-to-infrastructure (V2I) and vehicle-to-vehicle (V2V) communication technology to reduce the impact of adverse weather on truck travel in the I-80 corridor. These applications support a flexible range of services from advisories, roadside alerts, parking notifications and dynamic travel guidance. Information from these applications is made available directly to the equipped fleets or through data connections to fleet management centers (who will then communicate it to their trucks using their own systems). The pilot will be conducted in three Phases. Phase I includes the planning for the CV pilot including the concept of operations development. Phase II is the design, development, a se. Phase III includes a real-world demonstration of the applications developed as part of this pilot.

DTFH6115C00038, The Wyoming Department of Transportation’s (WYDOT) Connected Vehicle (CV) Pilot Deployment Program is intended to develop a suite of applications that utilize vehicle to infrastructure (V2I) and vehicle to vehicle (V2V) communication technology to reduce the impact of adverse weather on truck travel in the I-80 corridor. These applications support a flexible range of services from advisories, roadside alerts, parking notifications and dynamic travel guidance. Information from these applications are made available directly to the equipped fleets or through data connections to fleet management centers (who will then communicate it to their trucks using their own systems). The pilot will be conducted in three Phases. Phase I includes the planning for the CV pilot including the concept of ign, development, and testing phase. Phase III includes a l-world demonstration of the applications developed as part of this pilot.

69A43551747123, As communication technology develops at a rapid pace, connected vehicles (CVs) can potentially enhance vehicle safety while reducing energy consumption and emissions via data sharing. Many researchers have attempted to quantify the impacts of such CV applications and cellular vehicle-to-everything (C-V2X) communication. Highly efficient information interchange in a CV environment can provide timely data to enhance the transportation system’s capacity, and it can support applications that improve vehicle safety and minimize negative impacts on the environment. This study summarizes existing literature on the safety, mobility, and environmental impacts of CV applications; gaps in current CV research; and recommended directions for future CV research. The study investigates a C-V2X eco-routing application that considers the performance of the C-V2X communication technology (mainly packet loss). The performance of the C-V2X communication is dependent on the vehicular traffic density, which is affected by traffic mobility patterns and vehicle routing strategies. As a case study of C-V2X applications, we developed an energy-efficient dynamic routing application using C-V2X Vehicle-to-Infrastructure (V2I) communication technology. Specifically, we developed a Connected Energy-Efficient Dynamic Routing (C-EEDR) application and used it in an integrated vehicular traffic and communication simulator (INTEGRATION). The results demonstrate that the C-EEDR application achieves fuel savings of up to 16.6% and 14.7% in the IDEAL and C-V2X communication cases, respectively, for a peak hour demand on the downtown Los Angeles network considering a 50% level of market penetration of connected vehicles.

69A3551747115/VTTI-00-036, In the previous Safe-D project 04-104, a prototype wearable Personal Protective Equipment vest that accurately localizes, monitors, and predicts potential collisions between work zone (WZ) workers and passing motorists was developed and demonstrated. The system also notifies the worker when they’re about to depart geo-fenced safe areas within WZs. While the design supported a successful functional demonstration, additional design iteration was required to simplify, ruggedize, and reduce per unit costs to increase the likelihood of broader adoption. In addition, two new useful components were identified that support a more effective deployment package. One of these components is a Base Station that provides an edge computing environment for alert algorithm processing, consolidates communications of individual worker positions via a 4G link to a cloud computing environment, and can be coupled with a local roadside unit to support the broadcast of WZ information to connected and automated vehicles. The second component is a Smart Cone device that was added to help automatically define safe area boundaries and improve communications reliability between workers and the Base Station. This entire package was developed to support a broader scale deployment of the technology by the Virginia Department of Transportation.