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The USDOT has partnered with the Crash Avoidance Metrics Partners, LLC (CAMP) to develop vehicle-to-infrastructure (V2I) applications.
Work areas under the agreement between USDOT and CAMP include development of V2I safety, mobility, and environmental applications, automation technology, security, non-motorized road users, and positioning requirements.
Under the V2I safety applications work area, CAMP will develop, test and evaluate three prototype applications: Red light violation warning, curve speed warning, and reduced speed/work zone warning.
Note that the reduced speed/work zone warning may involve a simple reduced speed activity or lane closure component.
A crash analysis study identified several potential applications that could address vehicle crashes through algorithms enabled by data from the infrastructure.
Concept of operations and systems requirements were developed for each potential application.
The three applications were selected for initial prototype development based on potential impact on numbers of crashes, fatalities and injuries, readiness of technology and required data, and relative ease in deployment.
The algorithms for each application are being developed using the following steps:
V2I safety applications are vehicle-based. That is, the algorithm resides in the vehicle OBE and combines vehicle system information with infrastructure data to determine when and if to inform or warn the driver.
The infrastructure data are received, stored, processed, and transmitted by roadside equipment.
Battelle, under contract to the USDOT, had developed an Integrated V2I Prototype, that provides timely and appropriate data to various actors, including vehicles.
This figure illustrates the relationship between the Integrated V2I Prototype and other connected vehicle components. Vehicles and nomadic devices are shown in blue on the right. Traffic management entities and other back offices are shown in dark blue and purple on the bottom, the pink box on the left shows infrastructure sensors, while the green elements include the Integrated V2I Prototype and related roadside equipment.
Here is a blow-up showing how the roadside equipment will communicate with vehicles and nomadic devices.
The Integrated V2I Prototype identifies the various interfaces required for the receipt and transmission of data in the dark green boxes along the perimeter. The light green boxes illustrate the various message sets that the IVP will handle.
Objective testing follows the systems engineering process that was used to identify, define, and build the applications.
Initial validation will be conducted on a test track. This will allow testing under a wide range of scenarios.
The applications will then be tested under real-world conditions at a limited number of sites.
For the RLVW, the test will be at a complex intersection where left turns are not permitted and right turns are permitted on red only during specific hours of the day. The algorithm should function the same as it would for protected and permitted left turns.
For the Reduced Speed Zone Warning, there will be two classes of functional testing: one for reduced speed only, the second for lane change.
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