Research and Prototype Experience onWAVE Technology

Weidong Xiang, Ph.D.

Center for Vehicular Communications and Networks at University of Michigan, Dearborn
December 2009
1
1. Backgrounds and Technical Brief
2. Overview on Research Status
3. Vehicular Network Simulator
4. Key PHY/MAC Technologies
5. WAVE Prototype
6. Further Information
2
Our Research Objective
We dedicate to researching, developing and commercializing
WAVE technology and systems for intelligent transportation
systems (ITS) and Internet access by integrating our
research, algorithms, protocols and patents.
Our Sponsors include
3
Previously known as Vehicular Ad-hoc Networks (VANET)
or Dedicated Short Range Communications (DSRC) or
more recently Wireless Access in Vehicular Environments
(WAVE) systems are all refer to vehicular communications
and networks. WAVE systems is based on the IEEE 802.11p
standard, which is expected to ratified in 2009 or later.
Key Technical Merits include adopting orthogonal
frequency-division multiplexing (OFDM) modulation scheme
to achieve a data rate of 6-27Mbits/s occupying a bandwidth
of 10MHz over 5.850-5.925GHz band assigned by the FCC.
Main Applications are ITS, high-speed communications and
Internet access, safety and security enhancements.
4
Road transportation is a fundamental element of
contemporary society.
Road transportation in the US is presently in difficult
circumstances in terms of three aspects: safety, efficiency,
and information access.
The National Highway Traffic Safety Administration
(NHTSA) has reported that there are 6.2 million crashes
annually resulting in more than 43,000bfatalities and a cost
to society of more than $230 billion [1]. Half of these
fatalities occur in cases of vehicles leaving a road and
passing through intersections. In addition, injuries and
damages from non-fatal accidents lead to significant costs
in terms of health care and property. For example 2.7
million people were injured in motor vehicle crashes in 2005
[1].
5
Due to aging and increasingly usage of the road transportation
infrastructure in US, congestion has emerged as a critical issue
that negatively impacts on our lives in multiple ways: it creates
inefficiencies in roadway use; it wastes fuel; it causes widespread
pollution and noise; and it reduces personal quality time. For
example, traffic congestion costs Chicago $7.3 billion per year [2].
The average commute increased 14% in the last ten years, from
22.4 minutes in 1990 to 25.5 minutes. In 2000 [3]. In many areas of
the country, traffic congestion has become a major quality of life
issue that impacts decisions as fundamental as where to buy a
home or where to work [3]. We are experiencing increasing
congestion on our nation's highways, railways, airports and
seaports. And we're robbing our nation of productivity and our
citizens of quality time with their families." (The U.S. Secretary of
Transportation, Mary E. Peter. [4].)
6
7
Fig.1 The US traffic fatalities in recent years (upper) and percentage of the States with laws supporting various highway safetyefforts (lower) Fig.1 The US traffic fatalities in recent years (upper) and percentage of the States with laws supporting various highway safetyefforts (lower) Fig.1 The US traffic fatalities in recent years (upper) and percentage of the States with laws supporting various highway safetyefforts (lower)
Fig.1 The US traffic fatalities in recent years (upper) and percentage of the States with laws
supporting various highway safety efforts (lower)
8
Safety systems widely adopted by automakers are typically
based on individual vehicle implementations, such as air bags
and anti-lock brakes.
However, beyond some substantial initial gains, these single-
vehicle systems have not been able to further alleviate fatalities
or injuries significantly. Figure 1 shows that death number has
been gradually increased in recent years, even though most of
the States have laws strongly supporting for highway safety.
Road accidents are often caused by driver carelessness or
ignorance, simple misconduct, or lack of experience. In some
instances, dangers due to severe weather and road conditions
and consequent obstruction of view are also responsible. It is
extremely difficult to eliminate these human factors due to the
inherent limits of human sensing and reaction speeds. All other
measures applied failed to reduce the number of fatalities for the
last 15 years. More people in the US give their lives in
transportation related accidents than any other single cause
9
Information access for vehicles is presently limited to voice
services through the use of cellular phones (including
Onstar) and global positioning systems (GPS) . Presently
used telematics and vehicle information systems were
designed for unique (and sole) applications and these are
only utilized in certain geographic regions (such as the
tolling systems installed and operated by a lot of States
individually) or on certain brands of vehicles (such as Onstar
for General Motor made vehicles).
10
All of these isolated systems taken together are inadequate
to provide high-reliability and high-rate information service
through vehicle-to-vehicle (V2V) and vehicle-to-
infrastructure (V2I) wireless links for future intelligent
transportation systems (ITS), as advocated by the
Department of Transportation (DOT).
Consumers are becoming accustomed to having wireless
access anywhere and anytime, and roadways are no
exception. Particularly for passengers in vehicles, current
services are inadequate for many comfort or entertainment
applications such as web browsing, emailing and data
exchanging.
A reliable, ubiquitous, and fast wireless network within ITS
could remedy this, and induce other benefits such as
roadway electronic commerce
11
Argument I : Is theWAVE technology the problem solver ?
The goals of reducing fatalities, increasing roadway efficiency, and
enhancing roadway wireless services will require multiple solutions, with
significant contributions from several disparate communities. A true
enhancement of road transportation will demand systematic and synergistic
collaborations among government agencies, automotive manufacturers,
Universities, public and private companies, and communication network
operators.
The Administrator of the Research and Innovative Technology Administration
(RITA) of the US DOT, Mr. Paul Brubaker, have challenged the nation to
reduce transportation accidents related death in the US by 90%over the next
decade, through the use of better information technologies.
The technological challenge posed by inter-vehicle networking lies in the
establish of reliable, robust and real-time wireless links for both critical safety
message and high-speed data exchange.
12
Moreover, stretched over millions of miles, with thousands traffic
signal controlled intersections, with 250 Million vehicles running
over it and diverse human driver behaviors, traffic network itself
has presented significant a challenge as well. With the aid of road
information infrastructure for delivering real-time local and global
traffic messages and further assuming that most drivers will be
acting rationally, the traffic network itself will become more
controllable and predictable. However, all of these challenges are
not currently well studied and addressed, leading to significant
negligence
On the great potentials not only for multiple national societal
benefits but also to stimulate and advance the nation's research
and technology frontiers.
WAVE technology is a revolution solution for vehicle safety
enhancement by providing drivers with early warning, perceive and
assistance. It is an extension of humans natural sensing and realizes
telesensing of vehicles. Working as probes, vehicles report timely traffic
and road condition information to transportation agencies, which is
thereafter shared by a large community.
The WAVE system is a major ITS initiative that can enhance the
transportation environment in the aspects of safety, management and data
services in a fast speed with a less cost when compared to other strategies,
such as expensive road infrastructure expansion.
In the United States, DOT plans to equip every vehicle with a WAVE system
and install a large number of road side units (RSUs) in the main roads and
highways to make theWAVE service available.
Information for safety enhancement and ITS. Internet access for data
exchange and entertainment.
13
14
The road information infrastructure is defined as the
networks of many local road areas networks that are
connected each other through dedicated networking or the
Internet in either wired or wireless links. While inter-vehicle
networking specifies the V2V and V2I communications within
a local road areas network. Figure 2 shows an example of the
configuration of road information infrastructure where a cell
of the local road areas network consists of many onboard
units (OBUs) and roadside units (RSUs).
15
Fig. 2 An example of the configuration of road information infrastructure based on inter-vehicle networking and some applications
Fig. 2 An example of the configuration of road information infrastructure based on inter-
vehicle networking and some applications
16
The road information infrastructure are expected to be with
the features listed below:
1. Maintaining local vehicular awareness of surroundings in a real-time
manner, through accurate and fast sensing, surveillance, and
information sharing among vehicles.
2. Extending perception from local and transient to global and long-
term using prediction and preemptive responses.
3. Translating of situational information to appropriate actions, and
developing multiple and collaborative automatic vehicle safety
control strategies
17
Fig.3 Lane change warning with the help of WAVE and GPS sensors
18
Fig.4 Intersection collision warning
19
Fig.5 Braking and hazard warning
20
Fig.6 Smart traffic light control
Vehicles have been operating on roadways on this planet for
more than a century in an isolated way. We are at the right
time to connect these vehicles and bring our society into a
newage.
Deployment of road information infrastructure will
fundamentally smooth the progress of ITS by providing
roadways with high performance physical platforms for
gathering operational data.
This deployment will also turn driving and riding into a
completely new experience, safer and more pleasant than
ever before.
21
N0 other solution has the promise to save so many lives as
resolving this challenge. Furthermore, the potentials to
improve the nation's productivity by reducing road
congestion, to increase the nation's competitiveness by
increasing the efficiency of its road transport, to positively
and significantly influence the environment in a greener
direction by enabling reduction of its vehicle induced crude
oil usage, as well as to enhance the nation security by
enabling the usage of vehicle recording and tracking, will be
regarded as significant and far going
22
The realization of a nationwide road information
infrastructure requires intensive research, development and
manufacturing activities.
This includes algorithm development for many layers of the
communication protocol stack, functional definition of
various parts of the infrastructure, subsequent system
design, prototype assessment and massive production.
23
ITS has the potential to generate a fresh information technology industry
based upon roadway vehicles, and this will bring the US an opportunity
to grow the high-tech sector of its economy and enhance its
international economic competitiveness.
The magnitude and breadth of the road information infrastructure
impacts on the economy of the US are substantial, multi-layered and
profound.
American automobile manufacturers are currently encountering
unprecedented difficulties and are continuously losing their market share
in NorthAmerican.
The first adoption of inter-vehicle networking will help the American
automobile industry regain the lost market and a leading position in the
competitiveness. The level of impact underlines the necessity to initiate
the development of road information infrastructure.
24
As the breadth and depth of road information infrastructure is explored,
new technologies will need to be developed, and this may lead to a new
industry specializing in vehicular information access.
This would create jobs and increase the base of skilled high-technology
workers.
It may incite new scientific discoveries that yield benefits in other areas.
For example, wireless communication and networking techniques
developed for high-velocity heterogeneneous vehicular networks have a
vital application in military vehicles and wireless networks controlled
systems
25
The massive market of WAVE systems will sustain several
tier-one automobile suppliers.
Thousands of workshops will be needed to install WAVE
devices to existing billions of vehicles.
WAVE systems will foster several WAVE services operators
with similar sizes to those of existing cellular mobile
communication providers.
WAVE systems generate a fresh information industry based
on vehicles, of which the magnitude and degree of its
impacts on our society are substantial, multi-layered and
profound.
26
There are approximately 250 Million passenger cars currently in
use in the U.S. and about 25 Million cars (10% of the total) are
manufactured every year. The market for inter-vehicle networking
is clearly huge and growing. For example, in the view of the
original equipment manufacturer (OEM) market, massive
production of inter-vehicle networking units will generate $100
Billion revenues if every vehicle in the US is equipped with an OBU
(assuming that an OBU costs $400). The equivalent revenues will
be generated if thousands of RSUs are installed nationwide.
Moreover, the aftermarket will achieve and exceed the OEM
market after inter-vehicle networking devices have been widely
deployed. The aftermarket segment includes inter-vehicle
networking service and hardware maintenance.
27
Road information infrastructure is capable of capturing and
recording the detailed log of vehicle movements that
generate a new resourceful means for homeland security
and public safety related issues. On the other hand, certainly
the privacy protection concerns surface and related policies
are in need to guide associated records access and usage.
Government should actively involve in making a suitable
policy for the use of road information infrastructure.
28
Where is the fund ?
The current economic situation in the US, and in many countries worldwide, is one of
the worst in decades. The US automotive industry has been particularly hard hit.
Government support is required simply to keep the US automotive companies and
hundreds of suppliers from going bankruptcy. Thus in these times automotive
companies will not likely invest in major technology development programs without
government support. To sustain the large scale in road information infrastructure
research, development and deployment, government support is a must.
National Science Foundation (NSF) program are far from sufficient since the related
research is a high-risk and high-reward activity that requires innovative solutions and
mechanisms, high-integration and cross-layer study, holist strategy and systematic
plan, intensive development and optimization design ranging from physical layer
transmission technologies, networking algorithms and protocols, mobile computing,
database management, complicated system operation, driver behavior analysis
based on partial cooperation and the incompletion of road information, integrated
circuits design and prototyping
29
What does the Government/Community do ?
RITA and Joint Program Office (JPO) of the US DOT have invested about $70M for a
proof of concept effort for ITS deployment that ended late in 2008 with a conclusion
that the solution sought would not provide the desired outcomes and not at the
desired conditions.
It demonstrates that there is significant interest from US DOT for the deployment of
ITS nationwide but not sufficient investment to meet the challenges.
US DOT restarted its efforts with a new formulation of national vehicular
infrastructure integration (VII) program into a so-called IntelliDrive
SM
. program that is
chartered to form a national open platform for ITS deployment [5]. The program
focuses on enabling activities such as specifications and interface definitions.
Currently, no other source of funding is available specifically for the study and
advancement of this critical and high-impact societal challenge. The return on
investment (ROI) is too far in the future with a great risk for the venture, commercial
capital or investment fromthe private section.
30
Road information infrastructure facilitates the national inter-operability of ITS,
which is a goal established by the Congress in the Transportation Equity Act for
the 21st Century (TEA-21).
The ITS America, a Federal Advisory Committee of DOT, has actively worked on
defining optimal service and licensing related rules. The American Society for the
Testing and Materials (ASTM) Workgroup E17.51 and the IEEE 802.11p Workgroup
both work on the wireless access for vehicular environments (WAVE) standards
covering the physical, media access control (MAC), network and application
layers specifications.
The ITS America estimates that the deployment of road information
infrastructure will double the roadway capacity with an estimated cost of $206
billions in 20 years. This expense is regarded as very efficient when compared to
other solutions.
31
What are the research topics ?
The fast varying and harsh vehicular environment as well as the
complicated road information infrastructure bring in many challenging
research areas, which include advanced physical layer technologies,
novel network configuration (mesh network and delay tolerance
network, DTN), effective media access control (MAC) protocols, robust
network algorithms and schemes, mobile computing, multimedia,
database management and data mining, security, prototyping, chip
design, market and policy. Some research work has been conducted
worldwide to address the above technical challenges. However, these
efforts are still in the early stage of study and development leaving a lot
of technical challenges unsolved or untouched. More intensive research
and implementation activities are highly desired to remove major
technical barriers and presenting theoretical guidance and perspective.
32
Argument II: Which is the better ?
Besides the IEEE 802.11p, there are two related IEEE 802.16e and IEEE
802.20 work groups, aiming at the mobile air interface for high speed
wireless access on roads. The former uses 2-6GHz frequency range
designed for the mobility objectives in a low mobility. The latter adopts a
band less than 3.5GHz applicable for the high-speed mobility situations
with large coverage, like high-speed trains.
In addition, the third generation cellular system (3G) and long-term
evolution (LTE) also have a potential application to a vehicular
environment
33
1. Backgrounds and Technical Brief
2. Overview on Research Status
3. Vehicular Network Simulator
4. Key PHY/MAC Technologies
5. WAVE Prototype
6. Further Information
34
We have 3+ years experience in WAVE research and leading in the
prototype development in both the research and industry,
including
Applied a patent for Doppler shift compensation for vehicle environment.
Demonstrated in various international conference intensively recently
(IEEETridentcom, IEEEVTC, IEEE Globecom)
Edited a special issue on WAVE technology (EURASIP on Wireless
Communications and Networks Special Issue onWAVETechnology )
Hold the first international conference onWAVE 2008 in December, 2008.
Developed of a vehicular network simulator for system design, protocol
evaluation and algorithm optimization based on GIS information and
measuredWAVE channel model.
Completed a functional WAVE prototype and are working towards WAVE
develop kit andWAVE chip design.
35
1. Backgrounds and Technical Brief
2. Overview on Research Status
3. Vehicular Network Simulator
4. Key PHY/MAC Technologies
5. WAVE Prototype
6. Further Information
36
A vehicular networks simulator is in need to evaluate how
the traffic and safety are enhanced by using WAVE
technology.
The presented MAC and network protocols need to be
verified based on real channel models and physical signal
simulator by considering the GIS information.
Researchers, engineers and operators are all in need for such
a vehicular network simulator
37
39
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40
In this task, the PI will develop a WAVE simulator for research and
engineering purposes. The unique of the simulator lies on its cross-
layer and systematic strategy built upon WAVE channel models
that will be proposed by the PI based on extensive experiments.
The simulator will integrate signal format, vehicle type,
transceiver settings, TIGER database (shapefiles), terrains, road
situations, vehicle distribution models and rational driver
behaviors. The simulator is capable of offering physical layer
specifications including signal coverage, channel fading, BER,
PER, and packet latency. It also has interface to high layer
modules and protocols. The developed simulator provides a
confident and truthful evaluation for high layers' algorithms,
protocols and performances. A snapshot of the simulator is shown
in Figure 3.
41
Figure 7 The snapshot of the WAVE simulator
1. Backgrounds and Technical Brief
2. Overview on Research Status
3. Vehicular Network Simulator
4. Key PHY/MAC Technologies
5. WAVE Prototype
6. Further Information
42
There is still in lack of a generic WAVE channel modeling in
both academia and industry.
We are working on theoretical study.
We have done some field testing in summer, 2009.
43
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51
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52
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The power of ICI caused by Doppler frequency can be given by,

1. Backgrounds and Technical Brief
2. Overview on Research Status
3. Vehicular Network Simulator
4. Key PHY/MAC Technologies
5. WAVE Prototype
6. Further Information
53
We have completed a full function WAVE prototype based on
computer (Matlab codes).
We are working on rebuilding the functions using FPGA
We are look for collaboration onWAVE chip design
54
55
Fig.5 WAVE Transceiver Diagram
56
Fig.6 Sundance SMT8036 DSP Board
The DSP board consists of a TI C320C6416 (600MHz) based DSP module
(SMT365) and a dual high speedADC/DAC module (SMT370).
SMT 365 has 6 20Mb/s communication ports, 4MB SRAM at 133MHz and
8Mash ROM(boot code).
SMT 370 is dual channel high-speed ADC/DAC module. The module
contains 2 14-bit ADCs sampling at up to 105MHz and dual 16-bit DACs
sampling at up to 400 MHz. The core of SMT 370 is Xilinx Virtex FPGA
integrating the main functions of the module.
The SMT 310Qmodule serves as carrier board for hosting of module SMT
365 and SMT 370 in the standard PCI interface.
57
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Fig.7 WAVE RF front ends
59
Fig. 8 Garmin Mobile 10x GPS sensor with Bluetooth interface. The
interface protocol is NMEA 0183.
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63
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http://www.vehi-com.com/
WAVE 2008.WMV
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Invention 2007: Selected to be one of eight most significant inventions
in 2007, the Universityof Michigan, AnnArbor, October, 2007
1. Backgrounds and Technical Brief
2. Overview on Research Status
3. Vehicular Network Simulator
4. Key PHY/MAC Technologies
5. WAVE Prototype
6. Further Information
70
71
Digital Map
Internet Access
Traffice
Message
DSRC
(WAVE)
Wireless
Interfaces
Cellular UWB
Wi-Fi
Wi-Max
Bluetooth
Zigbee
GPS
Multimedia
Commerce
RFID
Wired
Interfaces
USB Ethernet
RS232 AV
Road
Awareness
ETC
Broadcasting
Receiver
Safety
Messages
AM/FM/XM
DAB
DVB
Voice
Data Exchange
Public Safety
Notebook
Computer
Cellular Phone
PDA, DVD/CD,
MP3 player
Wried
Interfaces
Wiireless
Interfaces
Portable Devices
Wi-Fi
Wi-Max
In Fields
infrastructures at
home, offices and
hotspots
On board
Access Point
On Board
Users
On Board
User
On Board
User
VII System
Instrument Panel
Camera
72
We coined a popular name of Wi-Vi to represent the intra-
vehicle infrastructure adopting ultra-wide band (UWB) radio,
which is proposed to provide onboard passengers with high-
speed wireless access to the Internet and Entertainment and
thus turns the riding into a completely new experience.
73
The requirements of intra-vehicles communications:
High-speed, >1Gbits/s, for multimedia and Internet accesses
Duplex communications networks
Support real-time safety and traffic message and multimedia
Product specifications
Lowcost
Massive productivity
Easy to installation, maintenance, and update.
Flexibility of reconfiguration
Scalable for various vehicles and environments (temperature, high
electromagnetic noise and interferences, and vibrations)
ExtendedApplications
Airplane and ships
Military vehicles
74
Vehicular UWB channel modeling
Fig.3 The illustration of the UWB channel measurement
experiment within commercial vehicles
0 200 400 600 800 1000 1200
0
0.05
0.1
P
D
F
UWB RMS Delay Distributions for Scenarios 1 to 5 (from top to bottom)
200 220 240 260 280 300 320
0
0.1
0.2
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0 100 200 300 400 500 600 700 800 900
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Time (ns)
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SNR (dB)
B
E
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BER vs SNR
AWGN
UWB Scenario 1
UWB Scenario 2
UWB Scenario 3
UWB Scenario 4
UWB Scenario 5
75
Acquisition of Instruments for the Research of Applying Ultra
Wide Band Based Wireless Networks to Vehicles for
Communications andControls, NSF MRI , 2008-2011.
Published the first in-vehicle channel modeling paper (IEEE
Journal of Selected Areas in Communications )
Redesign multiple-band (MB) OFDM Alliance (MBOA) signal
format to realize greater than 1Gb/s data rate by adopting
multiple input and multiple out (MIMO) technology.