WO1999022353A1 - Systeme de communication specialise a faible portee et architecture de reseau destinee a des systemes de transport intelligents - Google Patents

Systeme de communication specialise a faible portee et architecture de reseau destinee a des systemes de transport intelligents Download PDF

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Publication number
WO1999022353A1
WO1999022353A1 PCT/CA1998/001009 CA9801009W WO9922353A1 WO 1999022353 A1 WO1999022353 A1 WO 1999022353A1 CA 9801009 W CA9801009 W CA 9801009W WO 9922353 A1 WO9922353 A1 WO 9922353A1
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WIPO (PCT)
Prior art keywords
network
die
link
roadside
mobile
Prior art date
Application number
PCT/CA1998/001009
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English (en)
Inventor
Peter R. H. Mcconnell
Robert A. Scragg
Original Assignee
Sonic Systems
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Sonic Systems filed Critical Sonic Systems
Priority to AU97317/98A priority Critical patent/AU9731798A/en
Publication of WO1999022353A1 publication Critical patent/WO1999022353A1/fr

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Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096766—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission
    • G08G1/096775—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission where the origin of the information is a central station
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/091—Traffic information broadcasting
    • G08G1/092—Coding or decoding of the information
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096766—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission
    • G08G1/096783—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission where the origin of the information is a roadside individual element

Definitions

  • the present invention relates to vehicular communications.
  • the Intelligent Transportation Systems (ITS) Architecture has been described in many forms by many authors, but is generally considered as consisting of four subsystems. These are: 1) Center Subsystem - an ensemble of management functions, such as those for traffic management, transit management, emergency management, toll administration, incident management, etc.
  • Roadside Subsystem a means for sending and receiving information via a wireless means to and from a vehicle. It is generally located at e side of the road.
  • Vehicle Subsystem the various Vehicles which are being managed by one or more of the management systems at the Center Subsystem. These could consist of personal, transit, commercial, emergency vehicles, etc.
  • Remote Access - these could consist of free or value added services which would be accessed by the Vehicles, or possibly the Roadside and Center Subsystems. Examples of such services are travel advisories, route assistance, weather broadcasts, news, etc.
  • Roadside and Vehicle Subsystems is a short range wireless communications link, known as the Dedicated Short Range Communication link or DSRC. This link was referred to in the past as Vehicle to Roadside communications link. It is required to provide communications over a short range when the vehicle is in the immediate vicinity one of the Roadside Subsystems. Having a large number of Roadside units over a large geographic area ensures that the required communications capacity or bandwidth is provided.
  • a Wide Area Communications Link which is typically a landline interface. This provides the high bandwidth needed by the Center Subsystem management functions, as well as reasonable security and low latency. In some cases where a landline link is not possible, a wireless radio frequency (RF) link can be provided.
  • RF radio frequency
  • the present invention provides an ITS architecture that uses widely-available, inexpensive technology and that overcomes regulatory hurdles.
  • the use of existing open standards and architectures for the ITS infrastructure provides the required functionality for the ITS network.
  • Advantages gained from such an architecture are the use of existing, off the shelf equipment for most of the network elements such as routers and frame relay elements.
  • the ability to purchase existing equipment from multiple vendors ensures competitive pricing for the network infrastructure as well as rapid deployment of the network.
  • By limiting the services in the ITS network to the Network layer and below, other networks and network application services can be provided external to the ITS network. It is also possible for the ITS network to maintain its own application services within the network. In this way, the same network architecture can be used to support a vast array of applications.
  • FIG. 1 is a block diagram of an ITS network realized as a collection of service providers
  • FIG. 2 is a block diagram of a Network Layer Reference Model of the ITS network of Figure 1 ;
  • Figure 3 is a block diagram of an ITS architecture using a Frame Relay backbone
  • Figure 4 is a diagram of a Data Link Layer Packet between the M-ES and RS of Figure 3;
  • Figure 5 is a block diagram of a multi-application vehicle system using a DSRC link;
  • Figure 6 is a block diagram of a multi-function application using the DSRC link.
  • An ITS system generally consists of four subsystems as previously described, a
  • a landline link provides high bandwidth and low latency access to the various services used by the management functions or for distribution to vehicles within the ITS network. It is also possible for vehicles to subscribe to these services outside of the ITS architecture using wireless packet switched data services from network operators. Such services are provided by various cellular radio operators using Cellular Digital Packet Data (CDPD), and by private operators such as RAM Mobile Data and ARDIS using their Mobitex and RDLAP technologies respectively.
  • CDPD Cellular Digital Packet Data
  • RAM Mobile Data and ARDIS using their Mobitex and RDLAP technologies respectively.
  • a wide range of services can be made available through the ITS network to subscribers within the network. These can consist of standard services available through the network, but also additional services provided by application service providers external to the ITS network.
  • the services provided within the ITS architecture can even be considered as being provided by different service providers within the network, such as emergency management, electronic toll collection, transit management, etc.
  • Services external to the network could be provided by technologies different than those used in the DSRC system described herein, such as wide area wireless network systems.
  • This collection of service provider networks is depicted in Figure 1.
  • the ITS Service Providers would provide those services associated with the Center Subsystem.
  • one Service Provider network would support the Freight and Fleet Management application, another would provide the Toll Administration application, another would provide emergency management, and so on.
  • These services could be provided on a federal, state, or municipal level, all with the framework of the ITS Network.
  • the external network services would be provided by private or commercial systems offering a service which would be of benefit to the users.
  • An example of this external service would be using a wireless technology such as CDPD to perform remote monitoring or diagnosis of commercial freight vehicles en-route.
  • the entire ITS Network, as well as the Service Provider Networks, are built up from various functional elements. It represents a true internetwork.
  • Network Layer Reference model such as the Open Systems Interconnect (OSI) model.
  • OSI Open Systems Interconnect
  • CDPD Cellular Digital Packet Data
  • CDPD internal network architecture follows the Open System Interconnect
  • OSI Combined Short Range Communication
  • ISO International Standards Organization
  • a network architecture is described which is similar to the CDPD network architecture. This architecture has been focused on supporting a Dedicated Short Range Communication (DSRC) system between a vehicle and the roadside, however the architecture can also support other communications means.
  • DSRC Dedicated Short Range Communication
  • the ITS network can be thought of as being a collection of networked systems connected to each other by specific interfaces. There are three basic interfaces between the elements of the network, these being:
  • the Airlink Interface (A) - it is the network interface for providing services between the Roadside Subsystem (RS) and the Vehicles (ESs). This is provided using a short range DSRC link. The system described herein uses an acoustic DSRC link.
  • the External Interface (E) - it is the network interface to external networks, where external application service providers communicate with subscribers on the network. This is generally provided by a wireline interface using various network backbones, such as Frame Relay or X.25, to link one network to some external network. Differences in protocols between the two networks would be provided by Network Gateways, which provide the protocol translation between the two systems.
  • the Inter-Service Provider Interface (I) - it is the interface between the cooperating service providers on the network, such as transit management, emergency management, etc. It allows support of all ITS services across all areas served by the combined ITS domains. This is generally provided by a landline interface using various network backbones, such as Frame Relay or X.25, to link the ITS network to some external network. Differences in protocols between the two networks would be provided by Network Gateways.
  • Network Entities There are four basic elements of the Network Layer Reference model. These elements are connected by the A, E, and I interfaces described earlier. There may be multiple instances of each network entity connected by multiple instances of the A, E, and I interfaces.
  • the two basic elements of the network are the End System (ES) and the Intermediate System (IS).
  • ESs are host computers and the ISs are routers.
  • An ES represents the actual network user systems that wishes to exchange information with some other ES, be it a fixed or mobile.
  • ISs relay data packets between ESs, and are responsible for routing them toward their intended destination in an efficient manner. The purpose of the network is to allow data to be transmitted.
  • ES's are abstractions of the real network service users, such as freight and fleet management applications, toll administration, emergency management, transit management, etc.
  • F-ES Fixed-End System
  • M-ES Mobile-End System
  • F-ES Fixed-End System
  • F-ES Fixed-End System
  • M-ES Mobile-End System
  • Communication with the network is gained through a large number of fixed Roadside Systems (RSs) within the network which provide a communication link between the network and the M-ES.
  • RSs Roadside Systems
  • Network access may be continuous or intermittent, depending on die coverage provided by the RSs. It is possible for more than one application to reside on an M-ES.
  • This mobility management function is concerned with the maintenance of a location information database and the routing of Protocol Data Units (PDUs) based on this information.
  • Each M-ES in the network is identified by a distinct Network Entity Identifier (NEI) or address which is used to route messages to the M-ES, however the network must be aware of the M-ES location in order to route information to it.
  • NKI Network Entity Identifier
  • MD-IS Mobile Data Intermediate Systems
  • W en a vehicle is being served by a different MD-IS, its home MD-IS is notified of the vehic iEs new serving MD-IS location. Messages destined for the vehicle are always sent to the vehicle_£s home MD-IS first. If the serving MD-IS is not the same as the home MD-IS, the home MD-IS forwards the data to the serving MD-IS where it is then delivered to the vehicle. In the case of data sent from the M-ES to some F-ES in the network, normal routing procedures apply since there is no need to treat this in a special manner. This mechanism provides a simple yet reliable means of managing mobility within the network.
  • the location information resides only at the MD-IS and does not have to be made known to all of the routers in the network. This is not only simple in a logistical sense, but it does not require any additional memory in the routers (ISs) for the routing tables.
  • the network In addition to being able to support mobility of the M-ESs, the network must be able to support a number of other important features. These features include:
  • the communications model used for the ITS Architecture is the OSI Network
  • Model This provides a model for end to end applications to communicate.
  • the seven layers within tiiis model are:
  • IP Internet Protocol
  • TCP Internet Transmission Control Protocol/Internet Protocol
  • IP IP is a Network Layer protocol.
  • Connection oriented services may be provide by end to end protocols operating above the Network layer, such as TCP. As long as the network supports the Network Layer and below, the communicating end systems can be responsible for providing the Transport Layer and above.
  • This communication architecture running on a Frame Relay network backbone is shown in Figure 3. In this network realization, the Frame Relay backbone is used to connect the RSs to the ISs within the network, and may also be used for IS to IS interconnection.
  • the RS supports only the Data Link and Physical Layers of the protocol stack required to support the DSRC link, and essentially encapsulates IP packets exchanged between an M-ES and an F-ES. Since the IP packets are encapsulated, many different types of Vehicle to Roadside Subsystem interfaces can be supported which provide specific types of encapsulation to deal with die nature of the interface, be it acoustic, radio frequency, etc. The actual packets exchanged between the network layers at the M-ES and d e F-ES remain IP packets. It should be noted diat this architecture also allows for communications between one M-ES and anod er M-ES, not just between an M-ES and an F-ES.
  • ITS Acoustic DSRC Link For Vehicle/roadside Communications
  • the need for short range is to ensure that a high overall system bandwidth can be achieved.
  • This concept is analogous to that used in cellular radio systems where cell splitting is used to reduce the size of a cell and provide more overall capacity as measured in terms of subscribers per unit area.
  • the technologies available for DSRC use include radio, optical, and acoustic communication means.
  • DSP Digital Signal Processing
  • Sonem 2000 system of the applicant, Sonic Systems provides the DSRC link functionality.
  • the system uses a bi-directional acoustic link between d e roadside and the vehicle.
  • the M-ES is equipped with an acoustic transmitter and receiver which operates in a packet switched mode to exchange data with a similarly equipped RS.
  • These packets consist of framing information, control and addressing information, user information, and error correction/detection information. This framing provides the data link layer part of the protocol described in Figure 3 , which performs the IP packet encapsulation between the M-ES and RS.
  • the RS interface to the network infrastructure supports a variety of physical layer standards.
  • this layer is implemented in firmware on the DSP chip, interfaced through a Direct Access Arrangement (DAA) to a dedicated land-line interface.
  • DAA Direct Access Arrangement
  • Various standards may be supported such as Bell 212A, V.23, V.22, V.22bis, V.21ter, V.29, V.34, etc.
  • Other modem protocols are easily realized in the DSP chip by simply adding software.
  • the RS also provides NEMA standard preempt outputs to a local traffic light controller for siren detection functionality.
  • the Physical Layer uses an antipodal Gaussian
  • the link layer provides error correction/detection, packet sequencing, and control functions, similar to High level Data Link Control (HDLC).
  • the data link layer packets depicted graphically in Figure 4, consist of a variable length packet widi the following fields:
  • the error correction scheme used is a rate one-half block code
  • the error detection scheme is based on a 32-bit Cyclic Redundancy Check (CRC).
  • CRC Cyclic Redundancy Check
  • the protocol used between the M-ES and the network for example TCP/IP, is encapsulated by this DSRC link layer protocol for transmission over the A- interface. Protocols other d an TCP/IP are supported, however the same packet encapsulation is performed over the DSRC.
  • Acoustic communication links are ideal for short range communications, with ranges typically being on the order of 1000 feet or less.
  • One of the major problems faced by such a system is that of ambient noise due to traffic, construction, aircraft, etc. This noise can create errors in me packets exchanged across the A-interface, with the errors ranging from single bit random errors to large error bursts consisting of several bits.
  • a combination of burst error correcting codes and interleaving are used to provide error correction for both types of errors. Packets which contain errors beyond the error correction capability of the coding are simply retransmitted. This method is quite common in packet switched communication systems.
  • the signaling scheme used in the acoustic DSRC allows reliable packet communication in an environment where the carrier to noise ratio is about -2 decibels (dB). This stringent performance requirement arises due to the intensity of normal background noise in the vicinity of roadsides.
  • Typical sound pressure level (SPL) in the vicinity of a 4-lane freeway range from 80 dB to 90 dB SPL referenced to 0.0002 microBars pressure.
  • the sound level in the vicinity of airports has been measured to be as high as 95 dB SPL.
  • Testing of this acoustic DSRC has been used for siren detection up to a distance of 1 mile when die ambient sound level was about 75 dB SPL. This level of performance would not be possible without the use of a DSP based detector.
  • a one-way DSRC is one in which information is exchanged between a vehicle and the roadside or the roadside and the vehicle, but not in both directions. It is generally done using a simplex or half-duplex mode of operation.
  • Each packet contains the unique address or NEI of the vehicle making the request, and the data field may contain a request to a traffic control application.
  • This information can be routed to a traffic light controller directly or into the ITS network using the network interface on the RS. This has immediate application as follows:
  • the unique address in the packet plus the information in the data field allow the traffic management system to immediately identify die vehicle as an emergency services vehicle and give it highest priority.
  • the information in the data field could contain a request for preemptive straight through passage, preemptive right turn passage, preemptive left turn passage, etc.
  • the unique address in the packet plus the information in the data field allow die traffic management system to immediately identify die vehicle as a transit services vehicle and give it priority, but not as high as that given to an emergency vehicle.
  • the request would be sent via the network interface on the SONEM-2000 to the transit management application through the ITS network.
  • the device is also capable of detecting emergency vehicle sirens and issuing a preempt request signal.
  • This is a basic one-way DSRC in which the vehicle siren acts as a vehicle based transmitter, and the SONEM-2000 acts as a roadside receiver.
  • the preempt can be directed to a traffic light controller at the roadside, or to a traffic management application running on an F-ES in the network (most likely at a central traffic management and control center). This allows emergency vehicles approaching an intersection to be granted a green light on approach to the intersection and a red light to be given to all other directions of approach.
  • Such a system can reduce the response time of an emergency vehicle, and reduce die risk of collisions with odier vehicles at the intersection.
  • This system represents the simplest form of one-way acoustic DSRC.
  • the use of a DSP based detector for this function allows advanced signal processing algorithms to be implemented which would be eidier very expensive or impossible using odier means.
  • a two-way DSRC is one in which information can be exchanged from vehicle to roadside, and vice versa. This may occur in a simplex, half-duplex, or full duplex mode of operation.
  • the RS can issue a preempt at an accurate distance, or it can vary the timing to compensate for a vehicle.tEs speed (i.e. it can issue it later than normal if the vehicle is approaching the intersection slowly, thereby ininimizing the disruption of normal traffic flow patterns).
  • FIG. 5 An example of the protocol stack required for the vehicle subsystem is shown in Figure 5. This stack allows multiple applications to be supported using a Socket Interface at the Session layer. In this way, many applications can utilize the same underlying stack elements to perform the required communications functions.
  • a transit application using multiple applications plus an external network interface is shown in Figure 6.
  • diere is support for the following;
  • Fare Collection - diis application provides fare collection information to a transit operators accounting computer as fares are collected along die transit routes.
  • Vehicle Sensor Monitoring acquires performance data and status from various mechanical and electrical systems on the vehicle and reports these at regular intervals or whenever operating limits are exceeded. This includes such information as engine temperature, exhaust gas temperature, brake temperature, rear axle temperature, fuel consumption, etc.
  • Traffic Light Control requests preempts at intersections with traffic light control systems to obtain a priority passage at that intersection.
  • Traffic Advisories this application sends messages to the vehicle regarding conditions ahead on die roadway. Indexes to messages in a stored dictionary are sent to a vehicle and displayed visually to die driver and also enunciated verbally using a voice playback system.
  • External Services accesses odier networks to obtain services that are of a much higher bandwiddi and wider area nature than ie DSRC.
  • a wireless RF link using die CDPD network or the Circuit Switched CDPD network is shown. If for example the Vehicle Sensor Monitor signaled a fault condition, the transit operator could access the vehicle using the wide area RF network and run diagnostics on die vehicle in real-time. Decisions could be made to keep d e vehicle in service or return to the service yard for repair. Mobility Management-Continued
  • Roadside systems can be made known to nearby vehicles by occasional broadcasts from the Roadside system to query any nearby vehicles (M-ESs).
  • This broadcast also contains a unique RS identifier, allowing the M-ES to determine if it has changed location. If a vehicle has any information to send, it does so after the broadcast message. If the vehicle determines tiiat it has changed location, die vehicle can respond to the first broadcast it hears from an RS simply to announce its presence at that location to network, thus allowing the mobility management function of die network to determine the location of the M-ES.
  • the network If the network has any information to send to the M-ES, it routes that information to the M-ES at the location where it announced itself and sends an acknowledgment to die application indicating mat die M-ES has in fact received the message. This provides a Store And Forward functionality in the network for service provider applications.
  • die invention can be embodied in odier specific forms without departing from the spirit or essential character thereof.
  • the presently disclosed embodiments are therefore considered in all respects to be illustrative and not restrictive.
  • the scope of the invention is indicated by die appended claims rather than the foregoing description, and all changes which come within the meaning and range of equivalents thereof are intended to be embraced merein.

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  • General Physics & Mathematics (AREA)
  • Life Sciences & Earth Sciences (AREA)
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  • Engineering & Computer Science (AREA)
  • Multimedia (AREA)
  • Mobile Radio Communication Systems (AREA)

Abstract

Les progrès récents dans le domaine des circuits intégrés de traitement numérique des signaux, des algorithmes de traitement du signal et des architectures en réseau ont permis d'introduire de nouveaux procédés de mise en oeuvre de constituants du Système de Transport Intelligent (STI). En terme d'architecture de réseau, la fonction de gestion de la mobilité est d'une très grande importance dans la conception et le fonctionnement du réseau. Une liaison de communication à courte portée spécialisée (CCPS), ainsi que certains des aspects conceptuels de l'architecture en réseau et des interfaces de communication répondent efficacement aux besoins de l'architecture STI. La liaison CCPS est une liaison de communication unidirectionnelle et bidirectionnelle efficace entre le véhicule et le bord de la route.
PCT/CA1998/001009 1997-10-29 1998-10-29 Systeme de communication specialise a faible portee et architecture de reseau destinee a des systemes de transport intelligents WO1999022353A1 (fr)

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AU97317/98A AU9731798A (en) 1997-10-29 1998-10-29 Dedicated short range communication system and network architecture for intelligent transportation systems

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US6373997P 1997-10-29 1997-10-29
US60/063,739 1997-10-29

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