Description
Date depot: 1 janvier 1900
Titre: Vehicular Communication for High Precision Cooperative Localisation
Directeur de thèse:
Jérôme HÄERRI (Eurecom)
Domaine scientifique: Sciences et technologies de l'information et de la communication
Thématique CNRS : Non defini
Resumé:
The automotive industry completed in 2015 the specification of vehicular communications standard for the first generation of Cooperative Connected Vehicles (C2V) applications. It is currently moving toward the second generation of C2V applications, including Autonomous Driving, or Safety of Vulnerable Road Users. These applications will require high precision positioning services at the sub-meter level, which is not yet available to C2V applications by any mass market GNSS technology, such as GPS, GLONASS, Galileo etc, operating in any environment.
This opens new horizons to benefit from C2V advanced communication and processing capabilities to develop distributed rather than centralized, relative rather than absolute, positioning systems. Yet, considering that reliable data exchanges between C2V have been shown to be already challenging for small individual data volumes, the significantly higher expected data volume (contextual data rather than just GPS positions), and the need for stringent latency and dependability levels will require a new way of thinking and designing C2V data communication for such positioning systems.
The goal of this position is to propose, model and analyse new dependable C2V communication strategies, satisfying jointly the high volumes of data required to be exchanged between vehicles, as well as new C2V communication constraints required by cooperative positioning services for highly autonomous vehicles.
The work will be carried out in the framework of the European project HIGHTS [1]. The HIGHTS project aims at providing sub-meter (<0.5m) cooperative positioning for autonomous vehicles, and its consortium comprises strong industrial partners as well as a number of world-class universities. It is funded by the European Commission under the H2020 Framework Program. M. Irfan Khan will actively participate to the progress of the project.
In C2V, cooperative communication represents the cooperation between vehicles through the exchange of local and/or perceived data (position, kinetics) in a fully ad-hoc manner. Unlike infrastructure or centrally controlled communication, in C2V scenario there is no infrastructure or central node that has a global view of the network to optimally schedule each vehicle’s communication. In the absence of control, cooperative communication typically reaches channel saturation and leads to a drastic drop of the communication reliability. Controlling the communication parameters (sometimes known as ‘scheduling radio resources’ in WLAN and 4G) is known as ‘Decentralized Congestion Control (DCC) in C2V, and represents a research challenge, which is at least as complex as that of optimal scheduling and resource allocation in WLAN/cellular networks.
Specifically, the focus of this position will be to come up with smart and adaptive DCC mechanisms in order to guarantee the communication requirements for Cooperative Positioning (CP) of vehicles, for use cases such as Highly Autonomous Driving (HAD) and/or detecting Vulnerable Road Users (VRU). The existing congestion control mechanisms (at state their current state) have been developed for DAY ONE Intelligent Transport System (ITS) applications, e.g. Road Hazard Warning,Intersection-collision avoidance, and Cooperative awareness. For these applications, positioning was assumed to be ‘perfect’ (ignoring the GNSS errors). For DAY TWO applications, such assumptions may not be practical and not only GNSS positioning errors must be included, but advanced positioning must be proposed to reach a precision beyond GNSS. These applications will require stringent awareness information from cooperative vehicles, and on the other hand cooperative vehicles may also be seen as an opportunity for advanced positioning systems, through their ability to exchange and share data.
One challenge is that CP will add additional communication requirements, which from initial analysis has been shown to be contrary to those of HAD and VRU. A DCC mechanism will therefore have the responsibility to not only guarantee dependable vehicular communication to transmit the positioning data required by HAD and VRU, but also guarantee that such information is highly precise. This aspect will be considered as the first research problem to be addressed by M. Irfan Khan in his doctoral work.
A second challenge is that the current C2V standards have been developed considering only one single class of traffic (i.e. periodic awareness message, a.k.a Cooperative Awareness Message (CAM) in EU and Basic Safety Message (BSM) in US). It is highly expected that HAD, VRU as well as CP will require at least some extensions to the currently defined messages, if not entirely new messages and classes of traffic. In particular, DCC mechanisms are currently not adapted to meet the heterogeneous objectives from different traffic classes. Prioritization will not only be required from the MAC layer, but also from the communication parameters (cod
Doctorant.e: Khan Mohammad Irfan