交通基盤情報ビジネス小委員会 ブレイン・ストーミ...

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交通基盤情報ビジネス小委員会

ブレイン・ストーミング

２００６年２月１７日

MIT　　正木一郎

imasaki @ aol. com

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○　ITS標準化施策について

　国際戦略としての標準化活動（国家としての、企業としての）自動車メーカにとって、輸出商品である車そのものの標準化が基本である。電気メーカにとって、国々の要望にそれぞれ合致することが必須である。また、安全性を厳守しなければならない。欧州は、ＥＵ内部での統一が課題であるが、それが標準化そのものとなる。一方、米国は、デファクトが基本？である。　ＩＳＯ／ＴＣ２０４：　ITSにおいて、国家戦略とは何か？　

　国内の標準について：　道路交通の世界で言えば、３０～４０年前に作られた基準（または仕様）が、高速道路株式会社の教科書となっており、その枠から離れて議論することも少ない。技術の発展を阻害する状況、それが官発注の公募入札制度の今日の問題につながっている。　日本のインフラ事業の無限責任（官）＝民族性（国民性）故の甘えの構造？　民営化の世界では、保険の世界へ走って行くか？

○　プロジェクトの時間管理について　マイナスの便益が発生するような場合、計画段階で織り込み済みと考えられるが、その場合の管理の仕方は？

○　都市計画法における規制の動きについて　日本では都心回帰現象が現れているが、米国では都市計画法において規制はあるのか？

○　高速道路の地下化について　　日本橋の首都高速道路の地下化について議論が白熱してきている。先進事例としてのボストンにおいて新たな動きはあるのか？

○　路車分担のあり方について　　ＩＴＳにおいて安全・安心が注目されているが、米国における路車分担のあり方は？

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目次

　なすべきこと

　VII　（路車融合）

　ISA　（速度抑止）

　付録

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なすべきこと　（背景）

　可能性検証期

　夢の大きさ

　抽象的な方向性

　本格普及期

　効果の大きさ

　具体的な工程表

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なすべきこと　（課題）

官： 交通事故の大幅削減

米国の年間損害　＄２５００億

日本の年間損害　１０兆円

民： ビジネスの黒字化

新アプリの開発

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なすべきこと

政策工程表　と　ビジネス工程表

第一段階は、いつまでに、何を、どのように

第二段階は　・・・・・・・

産官学の分担

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目次

　なすべきこと

　VII　（路車融合）

　ISA　（速度抑止）

　付録

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VII　（路車融合）

米国プロジェクト　概要

VehicleInfrastructure

Integration

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Deployment model: VII

VII Goal: An informed decision, late in this decade, regarding the deployment of a cooperative Vehicle-Vehicle and Vehicle-Infrastructure short range communication system

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VSC Outcome

Communications Between Vehicle and Infrastructure

• Blind Merge Warning• Curve Speed Warning• Emergency Vehicle Signal Preemption• Highway/Rail Collision Warning• Intersection Collision Warning• In Vehicle Amber Alert• In-Vehicle Signage• Just-In-Time Repair Notification• Left Turn Assistant• Low Bridge Warning• Low Parking Structure Warning• Pedestrian Crossing Information at

Intersection• Road Condition Warning• Safety Recall Notice• SOS Services• Stop Sign Movement Assistance• Stop Sign Violation Warning• Traffic Signal Violation Warning• Work Zone Warning

Communications Between Vehicles• Approaching Emergency Vehicle

Warning• Blind Spot Warning• Cooperative Adaptive Cruise Control• Cooperative Collision Warning• Cooperative Forward Collision

Warning• Cooperative Vehicle-Highway

Automation System• Emergency Electronic Brake Lights• Highway Merge Assistant• Lane Change Warning• Post-Crash Warning• Pre-Crash Sensing• Vehicle-Based Road Condition Warning• Vehicle-to-Vehicle Road Feature

Notification• Visibility Enhancer• Wrong Way Driver Warning

Source: Vehicle Safety Communication Consortium

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Preliminary Communications Requirements for High-Priority Applications

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ConclusionCooperative systems can provide significant gains for transportation,

Basic technology is here, and is feasible to deploy

We are working to define and develop the applications, and more importantly,The relationships that will allow for cooperation, while ensuring that theInterests of all participants are served, in particular, the public interest in privacy

Institutional cooperation is the hard part, not technology

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米国VII　課題

協力体制

技術

標準化

アプリ

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真の　課題

　　　　　　立ち上げ方

　鶏と卵

　「安全アプリ」と「利便アプリ」

　大義

　信頼性要求度

　結果の見え方

　立ち上げ容易性

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日本型VII　（二段階立ち上げ）

第一段階： 利便アプリで

　車載器・路側器を普及。

アプリの条件は

　容易、即効、大市場。

第二段階： 車載器・路側器を普及を待って

　安全アプリを開始。

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車インターネット　（営業マンの例）

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車インターネット　（その他）

　渋滞の先頭の画像を表示　　　（次世代ナビ）

　娯楽用の動画を配信

　駐車場の支払い

　その他

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目次

　なすべきこと

　VII　（路車融合）

　ISA　（速度抑止）

　付録

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ISA　（速度抑止）

欧州プロジェクト　の　概要

IntelligentSpeed

Adaptation

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ISA　（背景）

　　　　　　　　　　　欧州交通安全協会　　　　　（European Transport Safety Council）

　交通死亡・傷害事故の最大の原因は、スピード。

　都市部の交通傷害事故は、２０％減少が可能。

　交通死亡事故は、５９％減少が可能。

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ISA　（背景）

　　　　　　　　　　　欧州交通安全協会　　　　　（European Transport Safety Council）

　交通死亡・傷害事故の最大の原因は、スピード。

　都市部の交通傷害事故は、２０％減少が可能。

　交通死亡事故は、５９％減少が可能。

？

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ISA　（技術）

　GPS　（衛星測位システム）

　制限速度入り　電子地図

　反力可変型　アクセル・ペタル

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ISA　（種類）

　誘導型

　記録型　（保険、罰金？）

　強制型

　警告型

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日本型　ISA

　誘導型

　記録型　（保険、罰金？）

　強制型

　警告型

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日本型　ISA　（準備）

　啓蒙

　　　安全と速度

　違反の減少

　　　罰金　引き上げ？　　　制限速度　見直し？

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目次

　なすべきこと

　VII　（路車融合）

　ISA　（速度抑止）

　付録

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付録　（１）

米国プロジェクト

VehicleInfrastructure

Integration

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DAIMLERCHRYSLERResearch and Technology North America, Inc.

Vehicle IT and Services Research

Cooperative Vehicle Activities in the USChristopher Wilson

DaimlerChrysler RTNA, Inc.Palo Alto, California

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Vehicle Infrastructure Integration

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VII Supported Services

• Safety

•Intersection Violation warning•Emergency Electronic Brake Lights•Cooperative Collision Mitigation

• Operations & Maintenance

•Traffic collection & dissemination•Weather•Probe applications•Mapping•Vehicle diagnostics & maintenance

• Commercial

•Electronic funds transfer•File transfers•Location based services

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VII Infrastructure Strawman

Decision to deploy ca.2008

Some thoughts as to what might be deployed in the infrastructure:

~300,000 Roadside Units• 50% of signalized intersections• Urban highways every 1 mile• Rural highways every 6 miles• Fiber backhaul (also wireless)• 86% of population• 2.5-3.0 $B capital investment• $100M/yr operational cost

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Cooperative Intersection Collision Avoidance System

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V2V

Early discussion phase for national project.

Will develop and standardize applications•Emergency Electronic Brake Lights•Pre-Crash sensing•Forward Collision Warning

•Relative simple applications•Multiple vehicle problem•Infrastructure independent

Technology: Relative positioning

These applications could eventually extend to all roads and almost every crash type

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Program Overview

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For Further Information

Christopher Wilson

DaimlerChrysler Research and Technology North America, Inc.Vehicle IT and Services Research (REI/VP)

1510 Page Mill RoadPalo Alto, CA 94304USA

Phone:+1-650-845-2579Fax: +1-650-845-2555E-Mail: Christopher.Wilson@DaimlerChrysler.com

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Vehicle Safety CommunicationsCompleted Work in North America

C. Christopher KellumChristopher.kellum@gm.com

General MotorsResearch & Development

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North America Involved Parties

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United States Band Plan

• Channel 178 used as Control Channel• All other channels used as Service Channels• Each channel is 10 MHz

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CAMP-VSC Final Briefing

• Channel 178 used as Control Channel• All other channels used as Service Channels• Each channel is 10 MHz

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Vehicle Safety Communications Project Final Overview

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Vehicle Safety Communications (VSC) Project• 2.5 year program started in May 2002• VSC Consortium Members: BMW, DaimlerChrysler, Ford, GM,

Nissan, Toyota, and VW• Facilitate the advancement of vehicle safety through communication

technologies– Identify and evaluate the safety benefits of vehicle safety applications enabled or

enhanced by communications– Assess communication requirements, including vehicle-vehicle and vehicle-

infrastructure modes– Contribute to DSRC standards and ensure they effectively support safety– Develop next generation DSRC testing system – Test and evaluate DSRC communications functionalities for potential vehicle

safety implementations

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Communications-Based Vehicle SafetyApplications

• Brainstormed application scenarios enabled or enhanced by wireless communications

• Defined 45 application scenarios and their associated preliminary communication requirements

• Ranked applications based on their estimated safety benefits• Selected a subset of highest ranking applications for further

research further research• Results published in Task 3 Public Report and Addendum, and

released Addendum, and released

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Communications-Based Safety Applications

• Blind Merge Warning• Curve Speed Warning• Emergency Vehicle Signal Preemption• Highway/Rail Collision Warning• Intersection Collision Warning• In Vehicle Amber Alert• In-Vehicle Signage• Just-In-Time Repair Notification• Left Turn Assistant• Low Bridge Warning• Low Parking Structure Warning• Pedestrian Crossing Information at Intersection• Road Condition Warning• Safety Recall Notice• SOS Services• Stop Sign Movement Assistance• Stop Sign Violation Warning• Traffic Signal Violation Warning• Work Zone Warning

• Approaching Emergency Vehicle Warning• Blind Spot Warning• Cooperative Adaptive Cruise Control• Cooperative Collision Warning• Cooperative Forward Collision Warning• Cooperative Vehicle-Highway Automation

System• Emergency Electronic Brake Lights• Highway Merge Assistant• Lane Change Warning• Post-Crash Warning• Pre-Crash Sensing• Vehicle-Based Road Condition Warning• Vehicle-to-Vehicle Road Feature Notification• Visibility Enhancer• Wrong Way Driver Warning

Note: Highest ranking applications based on safety benefit estimates are highlighted in yellow.

Communications Between Vehicle and Infrastructure Communications Between Vehicles

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Preliminary Communications Requirements

• Defined communications parameters that include: – Types of Communications (one-way, two-way, point way, point-

to-point, point-to to-multipoint) – Transmission Mode (event driven, periodic)– Minimum Frequency (Update Rate) – Allowable Latency (communication delay) – Message Set (Data to be Transmitted and/or Received) – Maximum Required Range of Communication

• Specified communications parameter values for application scenarios based on engineering judgment and industry experience

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DSRC Communications Testing

• Designed and assembled 20 1 st generation communications test kits (including DGPS units)

• Developed data collection software and analysis tools to conduct tests

• Developed test plan with representative test scenarios• Conducted field testing on test track and public roadways

including multi-sender capability • Analyzed data from field testing• Results published in Task 4 report

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Initial Field Testing Results

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Communication Performance in Real-World　Intersection

• Assess viability of DSRC communications in real-world conditions

• 9 intersections in Michigan• 7 intersections In California• One RSU (sender)• One OBU (receiver)• 500 byte messages• Every 100 msec, typically 6

Mbps data rate• Sub-optimal RSU antenna

and location:– RSU antenna is an “inverted”

OBU antenna– RSU is positioned at

intersection corner and height is approximately 10 ft

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I-696 & Woodward Ave Intersection

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Oakwood Blvd & Michigan Ave Intersection

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Sand Hill Road & Whiskey Hill Road Intersection

• One RSU (sender)• One OBU (receiver)• 500 byte messages• Every 100 ms• Future optimization of RSU transmitter andantenna locations, and use of repeaters, likely able to mitigate packet loss due to terrain obstructions (hills,curves, foliage, etc.)

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Current VSC DSRC/WAVE Testing System

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Current VSC DSRC/WAVE Radio ModuleFunctional Specification

• Support both 10MHz and 20MHz bandwidth• Support any 802.11a and DSRC channel selection • Support any 802.11a and DSRC data rate• Support selectable transmit power up to 20 dBm (1 dBm

increments)• Implement APIs for real Implement software control of variable

parameters including access to RSSI value of each received frame • Support random MAC address generation for OBU • Largely compliant with ASTM E2213-03 03• Ethernet interface to communicate with a Host Device• Interfaces to Vehicle Data Bus and Traffic Signal Controllers (via

Host Device)• Continuous send and receive capability

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Orchard Lake & Ten Mile Road Intersection

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Orchard Lake & Ten Mile Road Intersection:Received Packets versus Distance

RSU message packet reception (actual signal state & timing) was better than 88% within 250 m with sub-optimal RSU set-up:

1. RSU antenna is an “inverted” roof-mount OBU antenna2. RSU is positioned at intersection corner and height is approximately 10 ft

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Orchard Lake & Ten Mile Road Intersection:Signal State & Timing Reception

• Demonstrated end-to-end connectivity between traffic signal controller and vehicle (via a synchronized unit)

• Current serial information from controller has inadequate time resolution and update rate (only 1 second resolution for time remaining in current phase updated only every 200 msec)

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DSRC Outage CharacterizationAn example: Orchard Lake & Ten Mile Rd Intersection

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V-V Communication Performance in Real World

• Industry First Safety Communications - CAN information from different vehicle makes were exchanged wirelessly (Sept ’04)

• Seven OBUs (send & receive) • 200 byte messages (GPS

position, speed, yaw-rate, acceleration, brake status, etc)

• Every 100 ms • Urban roads & freeway setting

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V-V Communicationwith 7 OBU-caravan

on freeway ramp

• Packet reception results were better than expected

• Demonstrated communications between vehicles in traffic separated by multiple vehicles

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Test Track V-V Maximum Communication Rangeat different relative speeds

• No degradation in performance at high speed

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DSRC Security

• Constructed a proposed security architecture and protocol that appears to meet the technical requirements within the constraints identified in the project

• Presented and promoted VSC requirements and solution suggestions into standards development process

• Other stakeholders’ requirements presently being integrated with VSC requirements for proposed DSRC security standard

• Drafting group currently preparing updated documents for consideration by DSRC security standard committee

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DSRC Security Architecture

• Proposed OBU and RSU authentication:– All units are issued certificates (OBUs get several)

• Certificates are in a special compact format; those for RSUscontain special authorization information (e.g. type of unit, authorized geographic area)

• OBU certificates do not contain the vehicle identity– Safety-relevant messages are digitally signed

• Proposed security per-packet overhead totals 150 bytes – Compromised units are revoked

• Units suspected of being compromised are put on a Certificate Revocation List (CRL); that list is flooded to all units

• OBU certificates are linked to permit revocation as a group

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DSRC Standards• The preliminary SAE common vehicle-to to-vehicle DSRC vehicle DSRC

safety message safety message set was implemented in VSC field testing– Longitude– Latitude– Height– Time– Heading Angle– Speed– Lateral Acceleration– Longitudinal Acceleration – Yaw Rate

• Preliminary vehicle safety communications requirements: – Supported by FCC Report & Order, current lower layer standards – Being considered in development of upper layer and security standards

– Throttle Position– Brake Applied Status– Brake Applied Pressure– Steering Wheel Angle– Headlight Status– Turn Signal Status– Traction Control State– Anti Lock Brake State– Vehicle Length / Width

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DSRC Standards (Continued)• High-availability, low availability, low-latency DSRC

channel appears to be required for some vehicle safety applications, but was not designated in FCC Report & Order

• Future technical work required to fully justify need for high-availability, low availability, low-latency channel, but important to reserve a DSRC channel now for this potential usage

• Upper layer DSRC standards enforcement will be necessary to ensure interoperability of vehicle safety applications

• Testing and validation of the emerging DSRC standards should be initiated as soon as the standards become available

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VSC Project Summary• Prepared a comprehensive list of thirty-four potential vehicle safety

applications enabled or enhanced by wireless communications

• Estimated potential safety benefits for potential vehicle safety applications and identified eight high-priority applications

• Defined preliminary communications requirements for the high-priority vehicle safety applications

• Evaluated proposed DSRC standards, identified specific technical issues, presented vehicle safety requirements, and secured necessary revisions in eight major areas

• Developed test system based on lower layer DSRC standard and conducted extensive communication field testing

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VSC Project Summary (Continued)

• Confirmed viability of DSRC communications for vehicle safety applications at real intersections

• Implemented and demonstrated successful exchange of preliminary SAE common safety message set needed for Vehicle-to-vehicle safety applications

• Identified channel capacity in stressing traffic environments as large scale deployment issue

• Determined that 5.9 GHz DSRC wireless technology is potentially best able to support the communications requirements of the majority of vehicle safety applications

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Next Steps• Prototype Cooperative Intersection Collision Avoidance

safety applications• Prototype communication-based vehicle-to-vehicle safety

applications• Develop intelligent DSRC protocol (to improve

communication reliability in stressful traffic environment) • Continue to influence and contribute to DSRC standards

development from vehicle safety communication requirements standpoint

• Implement and test upper layer & security standards when available

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付録　（２）

欧州プロジェクト

IntelligentSpeed

Adaptation

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Improving urban road safetyby cutting speeds with ISA

(Intelligent Speed Adaptation)

Urban Transport Benchmarking Initiative

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• 29 organisations from across Europe under one unique umbrella promoting science-based transport safety measures at EU level

• More then 150 experts contributing to ETSC’s Reviews, Policy Papers, Newsletters, Positions, Lectures, Press Releases, Year Books, etc.

• The European Commission, member organisations, member states and corporate sponsors are funding our work

• 8 Secretariat staff members do their utmost to insert theknowledge of ETSC members and experts into EU transport safety policy-making

A science-based approach to road safety policy!　

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Urban road death: Key aspects

• With the European Union three quarters of road accident fatalities occur in urban areas

• There is a North-South/West-East divide in terms of road safety performance

• An increasing “car-fleet polarisation” leads to a widening gap of risk exposures

• Vulnerable road users are most at risk• Inappropriate Speed is the Nr. 1 cause of fatal

and injury acidents

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Some facts about speed • Compliance with speed limits is generally

poor across Europe.• Drivers admit to speeding more easily than

to drink driving (SARTRE3). • Drivers underestimate the risk. They do not

link speeding with driving dangerously when considering their own behavior, but find that other drivers’ speeding is dangerous (SARTRE 3).

• Excess or inappropriate speed is involved in around one third of accidents resulting in vehicle occupant fatalities.

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Speed limits in Europe

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Effective speed enforcment legislation

Some Recommendations:• Speed controls should use automated

equipment.• Enforcement should prioritise speed

infringement at high risk accident sites

• Enforcement should be combined with information campaigns

• Follow up with appropriate sanctions

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Best Practice in Urban Safety Managment

Behavioural changes– Enforcement (seat belt wearing, blood alcohol content

and speed limits) and targeted campaigns (young drivers, children, etc.)

Infrastructure Improvements– Handbooks and Best Practice Guidelines covering all

aspects of infrastructure safety Vehicle Safety

– What can cities do to improve vehicle safety, especially with respect to cutting speeds?

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What is ISA?

Intelligent Speed Adaptation (ISA) informs the vehicle of the maximum speed for each particular road. ISA technology is based on three elements: •A GPS-based navigation system "tells" the car where it is.•A digital road map on board the vehicle identifies the speed limit for this particular stretch of road.•This information is passed on to the driver either by a display on the dashboard or a so-called "active accelerator pedal".

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Intelligent Speed Adaptation

Why ISA?• ISA reduces the average speeds and make drivers comply

with the speed limits. • The ISA system is most effective in decreasing travel

speeds on speed zones with 50km/h or more in the surrounding areas.

• If every vehicle is equipped with an ISA, the number of injuries in urban areas could be reduced by 20%.

• ISA with a supportive feedback system has very large potential to reduce fatal accidents by 59%.

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ISA Introduction Steps…

Adoption needs :• support by public authorities:• development of reliable speed maps to enable ISA

nationwide; • tax cuts and reduced insurance premiums to promote ISA; • legislation to make ISA mandatory for first target groups

such as novice drivers.

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What has been done so far?• National digital road maps, incorporating speed limits, are

almost complete for Sweden and Finland. • In the Netherlands, a speed limit database has been made

available on the internet which should become 98% accurate in two years time.

• The UK Department for Transport has also announced the creation of a speed limit database.

• ISA has been tested in field trials across Europe, spreading from the SUN countries (Sweden, UK, Netherlands) to Denmark, Finland, Belgium, France, Austria & Norway.

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What is needed from cities?

• Ensuring that digital maps of their road network are established including speed limit information. (only a minority of European countries have started work on these maps)

• Introducing mechanisms to keep the speed limit data up-to-date

• Launching the implementation by fitting ISA into their local authorities’ fleets, following the example of Sweden.

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Which cities have been active?

Field Trials across Europe including:

• Denmark: Aalborg• Belgium: Ghent, Leuven• U.K.: Leeds• Catalonia: Barcelona• …