Abstract

Advanced Driver Assistance Systems (ADAS) play an important role in increasing the safety on today’s roads. Forward collision warning systems, lane change assistants or cooperative adaptive cruise control are examples of safety relevant applications that rely on accurate relative positioning between vehicles. Current solutions found in commercial automobiles estimate the position of surrounding vehicles by measuring the distance with RADAR, cameras or IR-sensors. It is envisioned that the advent of inter-car communication will provide on-board relative positioning systems with further information about other vehicles in the surrounding area. While performing research in this field, the need of a proper reference system for testing new approaches originates. In the ideal case, such a reference system would yield the exact and continuous 3D baseline between two vehicles at any time in any circumstance. In this paper we will characterize the use of a laser scanner as a reference system for relative vehicle positioning.

Abstract

Communication, Navigation and Surveillance (CNS) infrastructure in civil aviation must evolve as fast as possible to cope with all challenges posed by the growth of the worldwide population, globalization and the worldwide demand for more and more mobility. Analogue systems are replaced by digital means and automation is becoming much more important to be able to handle the large amount of new entrants in the air traffic system. Spectrum saturation must be solved by introducing digital systems and safety and security of the safety critical infrastructure surrounding civil aviation must be constantly updated to support the ever-growing system complexity. As one of the Future Communication Infrastructure (FCI) candidates we introduce LDACS as the very first true integrated CNS system worldwide. In previous works we have already analyzed its cybersecurity, developed a cybersecurity architecture with corresponding algorithms and demonstrated the improvement in cybersecurity due to our security additions. Here we implement the LDACS cybersecurity architecture and evaluate the impact of introduced security overhead on the LDACS system. We conclude that the proposed protection mechanisms successfully mitigate previously identified risks and only add minor time, data and computation overhead on top of the LDACS protocol stack. With this result, the security solutions are a good candidate to be included in the SESAR wave 2 updated LDACS specification.

Abstract

The modernization of the European air transportation system will increase the need for data communication. This creates the need for large-scale simulations to ascertain that new aeronautical communication systems fulfil the requirements of future air traffic management communication. The German Aerospace Center (DLR) created a framework for such simulations based on service-oriented software architecture. The Framework for Aeronautical Communications and Traffic Simulations 2 (FACTS2) is based on the concept of service oriented simulation: Creating complex simulations from simple software building blocks called "services". In this paper we describe the extension of the FACTS2 simulation framework by a communication load simulation suitable to feed aeronautical communication technology evaluations. We create a simulation toolchain from existing and new FACTS2 simulation services and interconnect them using XML and the UNIX pipe interface. We demonstrate our method with the air traffic management communication demand analysis of the continental European airspace. Our results indicate that the expected air traffic management communication load for the ESRA08 area is below 3,000 kbps in the ground-to-air direction and less than 1,000 kbps in the air-to ground direction until 2035.

Abstract

Today's automotive sensor systems for in-vehicle based target tracking, i.e. radar, lidar, camera, are limited to a field of view which is restricted by distance, angle and line-of-sight. Future driver assistance systems such as predictive collision avoidance or situation-aware adaptive cruise control require a more complete and accurate situation awareness in order to detect hazardous and inefficient situations in time. Therefore, we introduce multi-target tracking including vehicle-2-vehicle communications as a complementing sensor for future driver assistance systems. The paper presents first simulation results of our algorithm which show promising outcomes.

Abstract

Modern air traffic management relies on a communication infrastructure increasingly suffering from the VHF band’s growing saturation in high density areas. Air traffic management communication shall therefore transition from analog VHF voice communication to more spectrum efficient digital data communication. These proposed digital technologies have to be evaluated carefully against the expected data traffic to ascertain that they offer the required capacity and performance. This paper describes the characteristics of air traffic management data and a method to generate a data traffic pattern suitable as input for the performance evaluation of digital aeronautical data communication systems. The data traffic pattern is derived from large scale computer simulations. Based on the simulation results, the paper provides guidance on how to model a data traffic pattern that is directly usable for practitioners wishing to evaluate the performance of aeronautical data communication systems.

Abstract

In this paper, we present a concept for an open vehicular data interface and describe it's components and architecture. We discuss the enabled applications in the context of advanced driver assistance systems with a focus on human-machine interfaces, vehicle-to-x (V2X) communication and context inference systems. We conclude by a presentation of the initial implementation and deployed system.

Abstract

traffic management communication shall transition from analog VHF voice communication to more spectrum efficient digital data communication. In Europe this transition shall be realized, among others, by the development and implementation of the L-band Digital Aeronautical Communications System (LDACS). The objective of this paper is to provide a status report on the current progress of LDACS research and development within SESAR2020. In particular, we present the objectives of SESAR2020 project "PJ.14-02-01 FCI Terrestrial Data Link", the proposed LDACS high-level architecture, the planned technical validation exercises, and the status of the ongoing LDACS standardization activities: The objective of the SESAR2020 project is to develop fully functional LDACS prototypes and to use them for validation of the air interface requirements and the support of the ATN IPS infrastructure. The LDACS architecture has been defined as a complete set of network functions needed to provide radio access to an LDACS subscriber i.e. an aircraft. LDACS standardization is currently under way in ICAO and is planned to start in EUROCAE later this year.

Abstract

Long-term air traffic management (ATM) concepts for Europe and other regions with rapidly increasing number of aircraft movements require modern and performant mobile data links for safety-related air-ground communications. L-band Digital Aeronautical Communications System (LDACS) is one of the new technologies, which is tailored to the specific needs of the ATM community and developed in the Single European Sky ATM Research (SESAR) program. This paper illustrates results of the technical validations of LDACS carried-out in the SESAR2020 project “PJ.14 02 01 Future Communication Infrastructure (FCI) Terrestrial Data Link”, focusing on aspects related to LDACS physical layer and data link layer.

Abstract

the heart of the modern air traffic management system there is the communication infrastructure that enables efficient aircraft guidance and safe separation in all phases of flight. However, although current systems are mature and generally providing a good service, they are suffering from the VHF band’s increasing saturation in high density areas. The EU and US, representing the two areas experiencing the most pressure, strive therefore for the sustainable modernization of the aeronautical communication infrastructure. Air traffic management communication shall transition from analog VHF voice communication to more spectrum efficient digital data communication supported by automated decisions of computer systems. This digitization of the air-ground communications infrastructure has to be evaluated carefully against the expected future air traffic to ascertain its sustainability and future-proofness. The accepted approach to this endeavor is to employ large-scale computer simulations. The most used method - generating synthetic air traffic with simplified flight trajectories from extrapolated flight plan databases - is largely accepted by the community as a good compromise between constant aircraft populations (too simplistic) and recorded real-world data (not available for the future). A combination of great-circle routes and simplified altitude profiles is deemed to provide sufficient fidelity for the simulation of long-range communication systems. However, the validity of this approach has yet to be investigated in detail. Although this investigation is certainly not possible in the general case we think that it can be performed for selected areas. In this paper we investigate the validity of synthetic air traffic generation for aeronautical communication system evaluation by comparing the results of our FACTS2 simulator to recorded flight data of Germany. FACTS2 is the German Aerospace Center's framework for aeronautical communication system evaluation.

Abstract

Today's automotive sensor systems for in-vehicle based target tracking, i.e. radar, lidar, camera, are limited to a field of view which is restricted by distance, angle and line-of-sight. Future driver assistance systems such as predictive collision avoidance or situation-aware adaptive cruise control require a more complete and accurate situation awareness in order to detect hazardous and inefficient situations in time. Therefore, we introduce multi-target tracking including vehicle-2-vehicle communications as a complementing sensor for future driver assistance systems. The demonstration presents set-up, functionality and results of multi-sensor multi-target tracking based on particle filtering.