Car2Car Communication
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With Car-to-Car Communication (Car2Car or C2C) - in the English language under Vehicle-to-Vehicle (V2V) common - is called the exchange of information and data between vehicles with the background to tell the driver early critical and dangerous situations . Car2Car is a special case of Car2x , whereby vehicles also communicate with the environment such as roadworks or traffic lights. There are various Car2Car projects in Europe, all of which ultimately aim to increase traffic safety and optimize the flow of traffic. Car2Car is a special case of Car2x, the communication of vehicles with their environment (in addition to other road users, especially the infrastructure ).
The example often cited: A car comes to a stop in front of an obstacle on a difficult country road. Seconds later, any following approaching vehicle is automatically warned of the situation by a buzzer and a breakdown symbol, displayed in the windshield. The driver can reduce the speed in good time because the vehicle ahead has sent a warning. In this way accidents can be avoided.
history
Already in the 1930s there were considerations to establish communication between motor vehicles via VHF (1 watt transmission power, range approx. 50 m). One thought z. B. to send a signal before overtaking a truck that should sound the horn of the truck. This should inform the truck driver about the intention to overtake. The truck driver should, in turn, signal the driver behind with an appropriate response whether overtaking is possible.
technology
The vehicles in question should collect and evaluate data such as ABS response , steering angle, position, direction and speed and pass it on to other road users via radio ( WLAN , DSRC , LTE , 5G ). The driver's "range of vision" is to be extended by electronic means. The system could, for example, report emergency braking, ice and aquaplaning within a radius of 300 meters, help with changing lanes and threading, warn of emergency vehicles with flashing lights and indicate accidents and construction sites.
In 2007, the Rhine-Main area in Hesse was designated as the test area for the pilot project "Safe Intelligent Mobility - Test Field Germany SIM-TD". The project was initiated by the German automotive industry via the VDA . In addition to communication between cars, the exchange of data with the traffic infrastructure such as B. traffic lights and traffic control centers are tested. This is known as Car-to-Infrastructure (C2I) or in English-speaking countries as Vehicle-to-Roadside (V2R). The long-term goal is to develop European or global standards for Car-to-X technology.
Another research project in the Car2Car area is the Ko-FAS research initiative. Here 17 partners research technologies, components and systems that provide road users with a comprehensive picture of the traffic environment. On this basis, it is possible to identify critical traffic situations at an early stage, so that accident situations can be avoided or the consequences of an accident can be significantly reduced with preventive measures. The technologies mentioned are based on the interaction of sensors of the various traffic partners (cooperative vehicle safety) and use the latest methods of communication technology to exchange this information.
Go-to-market challenges
The main challenge in the market introduction of these techniques is that here on network effects based chicken or the egg .. A potential equipment and a vehicle with a (about wireless-based) Car2Car technique (a for antennas, wireless module control unit , displays for the driver ) is by no means cheap. The first customers of this technology will not find any or hardly any other vehicles that can communicate with them in an emergency, so that this investment may never pay off for the first customers. Studies in the area of Car2Car committees and vehicle manufacturers ( VDA Congress) have shown that at least 10–15 percent of all vehicles in traffic must be equipped with Car2Car technology for the system to be usable at all. The SOTIS process could be an alternative to the usual Car2Car technology, which is itself still being developed in the research area . Ultimately, however, the costs of the system are in a potentially critical relationship to the potential benefit if only the accident-preventive applications are considered alone.
Multiple use of Car2Car technology
The toll industry is also interested in Car2Car communication based on IEEE 802.11 . It is assumed that it will also be possible to use the system for the transmission of toll data or for vehicle registration at toll stations. Toll boxes become superfluous if you can use the infrastructure required for Car2Car applications (e.g. for antennas, WLAN module, control unit , displays for the driver). Together with the optionally by eCall introduced GSM -based infrastructure in the vehicle would be many new applications in the field of toll collection and billing.
It is also conceivable that the Car2Car-specific WLAN transmission device in the vehicle supports not only the 802.11p standard, but also 802.11 in variants a, b and g. Mobile devices ( cell phones , PDAs , notebooks, etc.) could then access or integrate the infotainment system of a vehicle, such as B. as a UPnP streaming server, which would also correspond to the scenarios of DLNA .
Criticism of the accident prevention applications
The lack of a distinction between network-based communication (focus of the Ministry of Transport and the European Union's research funding, see there) and non-networked communication (robust DSRC approach ) makes it difficult to assess costs, benefits and risks. The interests of network operators are not identical to the interests of vehicle drivers. Any network support is first of all a burden on the technical implementation and does not bring any profit in local operation. For a robust operation, an autonomous solution with only communication between two or more vehicles and a solid location using GPS is advantageous. However, this requires an intelligent approach in order to separate relevant and irrelevant information with sufficient speed and to compensate for the insufficient precision of satellite positioning at high speed. In addition, there is no priority participation by network operators.
The most important point of criticism with regard to accident-preventive Car2Car applications is that the new technologies can cause irritation, because if a driver does not receive a warning, this does not mean that there are no dangers on the route ahead. Even if the Car2Car technology were to be introduced on a legally binding basis from a key date, less than 70% of all vehicles in Germany would have this technology even after more than ten years. Even if the unlikely event occurs that all vehicles are equipped with this technology, including vintage cars, this would not solve all problems, because then cyclists and pedestrians might be among the new at risk. This is because drivers of motor vehicles could erroneously assume that there are no hazards on routes for which there is no warning, while pedestrians crossing or fallen cyclists were not included in the system. Similar reasons are given against daytime running lights - the motor vehicle's perception of one another is increased, but unlit pedestrians and cyclists are more easily overlooked.
Data protection and security
In order to prevent willful falsification or manipulation of the warning messages sent, the messages sent would have to have an electronic signature and the messages received would have to be checked for a valid signature. However, the anonymity of the vehicle users should be preserved. How the misuse of Car2Car transmission units from older vehicles can be prevented without each vehicle having its own digital certificate , which can also be revoked in case of doubt, has not yet been clarified. A solution similar to the cash card would be possible, but would mean that authorities can ultimately still determine the identity of the sending vehicle.
In the current procedures used in the Network On Wheels project , each vehicle sends a cyclical message every few seconds that contains a vehicle ID and information on speed, direction and position. On the basis of this information, driving profiles but also electronic parking tickets could be created for speeding or crossing a red traffic light. The same is possible if there are reception devices in traffic lights or in (police) vehicles that can receive Car2Car data. The sending of these cyclical messages, also known as “beacons”, is therefore viewed critically. In this context, a vehicle-related signature of the sent messages must also be assessed critically. To counter these problems, pseudonym change procedures are used in many research models .
Since a Car2Car-enabled vehicle receives and processes publicly broadcast message packets, possibly of unknown origin, the vehicle or a designated control unit must also be protected against manipulated message packets and various types of attacks based on them.
literature
- Werner Zimmermann and Ralf Schmidgall: Bus systems in vehicle technology - protocols, standards and software architecture . Vieweg + Teubner, 4th edition, 2010, ISBN 978-3-8348-0907-0
Individual evidence
- ↑ Cooperation network for vehicle safety. (No longer available online.) In: kooperationsverbund.de. Archived from the original on August 11, 2016 ; accessed on August 23, 2016 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ BMW Group - Car2X communication. In: emea.nttdata.com. BMW , accessed August 23, 2016 .
- ↑ Vehicle-to-X (V2X) communication technology. In: mobility.siemens.com. Siemens , p. 1 , accessed on August 23, 2016 .
- ↑ Can ultrashort waves make motor vehicle traffic safer? In: Funkschau 1936, No. 2 (January 12, 1936).
- ^ Research initiative Ko-FAS
