A Hardware-in-the-Loop V2X Simulation Framework: CarTest
<p>ITS system model; vehicles can obtain more accurate information.</p> "> Figure 2
<p>Basic components of the OBU.</p> "> Figure 3
<p>CarTest system model.</p> "> Figure 4
<p>CarTest data flow chart.</p> "> Figure 5
<p>CarTest test flow chart.</p> "> Figure 6
<p>GNSS simulation hardware connection schematic.</p> "> Figure 7
<p>Transformation of coordinates, the star represents a point in the map.</p> "> Figure 8
<p>GNSS simulation in VTD simulator.</p> "> Figure 9
<p>Hardware architecture diagram of V2X simulation test: (1) V2X signal generator, (2) OBU as signal generator.</p> "> Figure 10
<p>ICW test cases in VTD simulator.</p> "> Figure 11
<p>Indoor testing setup.</p> "> Figure 12
<p>Indoor test data flow and software components.</p> "> Figure 13
<p>Design of outdoor test trolley.</p> "> Figure 14
<p>(<b>a</b>) Test case administration interface (<b>b</b>) Signal generators and server (<b>c</b>) Client display in safe driving situations (<b>d</b>) Client-side display of forward collision warning and sensor effect.</p> "> Figure 15
<p>FCW test: (<b>a</b>) safe at 3.3 s, (<b>b</b>) warning at 6.4 s.</p> "> Figure 16
<p>Comparison of ICW test pass rates with 1160 cases.</p> "> Figure 17
<p>ICW test: (<b>a</b>) Top view, (<b>b</b>) Main view with unsuitable warning in VTD simulator.</p> "> Figure 18
<p>CACC test: (<b>a</b>) Top view of a CACC case, (<b>b</b>) Main view of a CACC case in VTD simulator.</p> "> Figure 19
<p>Speed variation curves of 5 vehicles in the convoy using different PID model control (no acceleration control): (<b>a</b>) P1 <math display="inline"><semantics> <mrow> <mo>[</mo> <msub> <mi>K</mi> <mi>v</mi> </msub> <mo>=</mo> <mn>0.2</mn> <mo>,</mo> <msub> <mi>K</mi> <mi>g</mi> </msub> <mo>=</mo> <mn>0.1</mn> <mo>]</mo> </mrow> </semantics></math> (<b>b</b>) P2 <math display="inline"><semantics> <mrow> <mo>[</mo> <msub> <mi>K</mi> <mi>v</mi> </msub> <mo>=</mo> <mn>0.2</mn> <mo>,</mo> <msub> <mi>K</mi> <mi>g</mi> </msub> <mo>=</mo> <mn>1.0</mn> <mo>]</mo> </mrow> </semantics></math>.</p> "> Figure 20
<p>Speed variation curves of 5 vehicles in the convoy using different PID model control (with acceleration control): (<b>a</b>) P1 <math display="inline"><semantics> <mrow> <mo>[</mo> <msub> <mi>K</mi> <mi>v</mi> </msub> <mo>=</mo> <mn>1.0</mn> <mo>,</mo> <msub> <mi>k</mi> <mi>a</mi> </msub> <mo>=</mo> <mn>0.8</mn> <mo>,</mo> <msub> <mi>K</mi> <mi>g</mi> </msub> <mo>=</mo> <mn>4.0</mn> <mo>]</mo> </mrow> </semantics></math> (<b>b</b>) P2 <math display="inline"><semantics> <mrow> <mo>[</mo> <msub> <mi>K</mi> <mi>v</mi> </msub> <mo>=</mo> <mn>0.75</mn> <mo>,</mo> <msub> <mi>k</mi> <mi>a</mi> </msub> <mo>=</mo> <mn>0.7</mn> <mo>,</mo> <msub> <mi>K</mi> <mi>g</mi> </msub> <mo>=</mo> <mn>4.125</mn> <mo>]</mo> </mrow> </semantics></math>.</p> "> Figure 21
<p>Outdoor Large-scale Test with HV and BOBUs.</p> "> Figure 22
<p>(<b>a</b>) 80 OBU for indoor testing, (<b>b</b>) background vehicle, (<b>c</b>) 8 background vehicles, (<b>d</b>) Box of the vehicle and 8 OBUs.</p> "> Figure 23
<p>Large-scale test result (PER with 10,40,160 BOBU).</p> "> Figure 24
<p>Large-scale test result (CBR with 10,40,160 BOBU).</p> "> Figure 25
<p>Comparison of CBR and PER with 10-160 BOBU.</p> "> Figure 26
<p>GNSS test: (<b>a</b>) Cold start test, (<b>b</b>) Hot start test.</p> "> Figure 27
<p>GNSS test hardware and test situation.</p> "> Figure 28
<p>GNSS cold and hot start test result.</p> "> Figure 29
<p>Test case switching causes OBU “Cold start” and solution in VTD simulator.</p> "> Figure 30
<p>Road scenarios for continuity testing in VTD simulator.</p> ">
Abstract
:1. Introduction
2. Related Work
3. System Model
3.1. Framework
3.2. GNSS Simulation
- When the test case is altered, the geographic location of the test case will change, and there will be no ephemeris file for the current map, resulting in signal loss. As a result, the test platform, which is detailed in the experimental section, is utilized to test in this case;
- Clock synchronization and delay situation: The ring’s hardware demands a high level of clock synchronization and must keep the LAN environment running smoothly.
3.3. Can Simulation
- Is there a wake-up frame on the DUT?;
- The CAN signal’s operational frequency.
3.4. V2X Simulation
- V2X signal generator: CMW500 is currently being used as an RF signal generating source [21], and it is capable of transmitting RF signals. A signal generator can generate BSM for up to 100 vehicles in real time. However, the signal goes to the same RF port, so the simulated signal is the similar one. C-V2X is still in its early stages of development, with several revisions to its physical layer, access layer, and other components. The solution is not adaptable to the development environment and is not versatile;
- OBU as signal generator: It is also feasible to employ a specific OBU that’s been demonstrated to work well as a signal generator. Theoretically, the more OBUs deployed, the more simulated vehicles can be performed. However, the communication frequency of V2X is 10 HZ, and when the number of vehicles is greater than 200, the data bus of the simulator will be under greater pressure. So at the same moment, a maximum of 200 vehicles are supported in a normal test environment. However, we do not recommend deploying too many OBUs for HIL testing because the fading simulator cannot handle too many signals. When it is necessary to test more complex channel environment, we recommend using large-scale testing, which can simulate stronger interference signals by increasing the number of OBU.This technique is more cost effective when simulating a small number of automobiles. The solution is Abstract Syntax Notation One (ASN.1) switchover adaptable, extendable, and secondary development friendly.
3.5. Test Cases Library
3.6. Indoor Testing Setup
3.7. Field Testing Setup
4. Case Study
4.1. Test Platform
- B/S structure, which can realize cloud simulation and be operated by testers using laptops;
- Interface-based design, so it can be compatible with CARLA, VTD, panosim, etc;
- Rich test cases and perfect management functions;
- Support long time and large scale testing;
- Perfect evaluation system and visualization of evaluation results;
- The CAN signal’s operational frequency.
4.2. ICW Test
- As illustrated in Figure 17, some of the overpass scenarios with mismatched space impair judgment and may cause the elevation to be misjudged;
- Some cars turn without signaling, which affects judgment.
4.3. CACC Test
4.4. Large-Scale Test
4.5. GNSS Test
- Cold start is the process of starting up in an unfamiliar environment until contact is made with the surrounding satellites and coordinates are calculated;
- Hot start refers to when there is not much movement in the location where it was last shut down, but the time from the last positioning must be less than 2 h. The last estimated visible satellite’s position is saved;
- Make all test cases’ starting points the same (X,Y). Return to the beginning of a scenario once it has completed. The following scenario’s starting point is also (X,Y), eliminating the location leap, as shown in Figure 29;
- To maintain continuity, set up distinct test cases in various areas of a test scenario, as shown in Figure 30.
5. Conclusions
Author Contributions
Funding
Institutional Review Board Statement
Informed Consent Statement
Data Availability Statement
Conflicts of Interest
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Message | Unit | Minimum | Maximum |
---|---|---|---|
TransmissionState | - | 0 | 15 |
ABS Active | - | 0 | 1 |
Traction Control Active | - | 0 | 1 |
Brakes Active | - | 0 | 1 |
Panic brake active Hard Braking | - | 0 | 1 |
Longitudinal Acceleration | m/s | 15.33 | |
Steering Wheel Angle | degree | 2047.88 | |
Vehicle Speed | km/h | 0 | 511.984 |
LF Wheel Speed | km/h | 0 | 511.969 |
RF Wheel Speed | km/h | 0 | 511.969 |
LR Wheel Speed | km/h | 0 | 511.969 |
RR Wheel Speed | km/h | 0 | 511.969 |
Left Turn Signal | - | 0 | 3 |
Right Turn Signal | - | 0 | 3 |
hazard lights on | - | 0 | 1 |
fog lights on | - | 0 | 1 |
LF Wheel RPM | - | 32,767 | |
RF Wheel RPM | - | 32,767 | |
LR Wheel RPM | - | 32,767 | |
RR Wheel RPM | - | 32,767 |
Category | Full Name | Simple Name |
---|---|---|
V2V | Forward Collision Warning | FCW |
V2V/V2I | Intersection Collision Warning | ICW |
V2V/V2I | Left Turn Assist | LTA |
V2V | Blind Spot Warning-Lane Change Warning | BSW-LCW |
V2V | Do Not Pass Warning | DNPW |
V2V-Event | Emergency Brake Warning | EBW |
V2V-Event | Abnormal Vehicle Warning | AVW |
V2V-Event | Control Loss Warning | CLW |
V2I | Hazardous Location Warning | HLW |
V2I | Speed Limit Warning | SLW |
V2I | Red Light Violation Warning | RLVW |
V2P/V2I | Vulnerable Road User Collision Warning | VRUCW |
V2I | Green Light Optimal Speed Advisory | GLOSA |
V2I | In-Vehicle Signage | IVS |
V2I | Traffic Jam Warning | TJW |
V2V | Emergency Vehicle Warning | EVW |
V2I | Vehicle Near-Field Payment | VNFP |
Variables | Notations |
---|---|
Timestamp of the mth frame | |
Flag of steady gap | |
Flag of steady speed | |
Flag of steady acceleration | |
F | Flag of steady status |
In frame m, the gap of the ith car | |
In frame m, the speed of the ith car | |
In frame m, the acceleration of the ith car | |
In frame m, average gap | |
In frame m, average speed | |
In frame m, average acceleration | |
N | Total number of vehicles |
M | End frame ID |
Variables | Notations |
---|---|
Average speed of the ith vehicle | |
Average acceleration of the ith vehicle | |
Average gap of the ith vehicle | |
Standard deviation of the speed of the ith vehicle | |
Standard deviation of the acceleration of the ith vehicle | |
Standard deviation of the gap of the ith vehicle | |
Overall speed standard deviation | |
Overall acceleration standard deviation | |
Overall gap standard deviation |
Variables | Notations |
---|---|
Times for speed to reach steady state | |
Times for acceleration to reach steady state | |
Time for gap to reach steady state | |
Overall time for reaching steady state |
Variables | Notations |
---|---|
Acceleration of the car in front | |
a | Acceleration of HV |
Acceleration strategies of HV | |
Speed of the car in front | |
v | Speed of HV |
g | Gap with the front car |
Minimum safety gap | |
Expected time gap | |
Scale factor of acceleration | |
Scale factor of speed | |
Scale factor of gap |
P1 | P2 | P3 | P4 | |
---|---|---|---|---|
0.200 | 0.200 | 1.000 | 0.750 | |
- | - | 0.800 | 0.700 | |
0.100 | 1.000 | 4.000 | 4.125 |
P1 | P2 | P3 | P4 | |
---|---|---|---|---|
2.127 | 1.951 | 1.891 | 1.894 | |
0.747 | 0.710 | 0.671 | 0.674 | |
4.109 | 3.465 | 3.410 | 3.411 | |
14.889 | 15.889 | 15.889 | 15.889 | |
13.889 | 13.889 | 13.889 | 13.889 | |
74.911 | 46.011 | 43.494 | 26.250 | |
70.150 | 44.500 | 26.833 | 25.967 | |
81.433 | 49.783 | 77.167 | 27.233 | |
73.150 | 43.750 | 26.483 | 25.550 | |
150.221 | 184.952 | 188.180 | 205.402 |
Moving Track | Longitude | Latitude |
---|---|---|
Barcelona | 2.23817 N | 41.40908 E |
Melbourne | 37.80819 S | 144.96783 E |
Tokyo | 35.66667 N | 139.77492 E |
Munich | 48.14550 N | 11.57856 E |
NewYork | 40.75957 N | 73.98498 W |
Nuerburgring | 50.33275 N | 6.93630 E |
Shanghai | 31.230416 N | 121.473701 E |
Beijing | 39.904211 N | 116.407395 E |
Nepal | 28.394857 N | 84.124008 E |
Stockholm | 59.329323 N | 18.068581 E |
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Wang, J.; Zhu, Y. A Hardware-in-the-Loop V2X Simulation Framework: CarTest. Sensors 2022, 22, 5019. https://doi.org/10.3390/s22135019
Wang J, Zhu Y. A Hardware-in-the-Loop V2X Simulation Framework: CarTest. Sensors. 2022; 22(13):5019. https://doi.org/10.3390/s22135019
Chicago/Turabian StyleWang, Jian, and Yu Zhu. 2022. "A Hardware-in-the-Loop V2X Simulation Framework: CarTest" Sensors 22, no. 13: 5019. https://doi.org/10.3390/s22135019