Enhancing service quality and reliability in intelligent traffic system

Intelligent Traffic Systems (ITS) can manage on-road traffic efficiently based on real-time traffic conditions, reduce delay at the intersections, and maintain the safety of the road users. However, emergency vehicles still struggle to meet their targeted response time, and an ITS is vulnerable to various types of attacks, including cyberattacks. To address these issues, in this dissertation, we introduce three techniques that enhance the service quality and reliability of an ITS. First, an innovative Emergency Vehicle Priority System (EVPS) is presented to assist an Emergency Vehicle (EV) in attending the incident place faster. Our proposed EVPS determines the proper priority codes of EV based on the type of incidents. After priority code generation, EVPS selects the number of traffic signals needed to be turned green considering the impact on other vehicles gathered in the relevant adjacent cells. Second, for improving reliability, an Intrusion Detection System for traffic signals is proposed for the first time, which leverages traffic and signal characteristics such as the flow rate, vehicle speed, and signal phase time. Shannon’s entropy is used to calculate the uncertainty associated with the likelihood of particular evidence and Dempster-Shafer (DS) decision theory is used to fuse the evidential information. Finally, to improve the reliability of a future ITS, we introduce a model that assesses the trust level of four major On-Board Units (OBU) of a self-driving car along with Global Positioning System (GPS) data and safety messages. Both subjective logic (DS theory) and CertainLogic are used to develop the theoretical underpinning for estimating the trust value of a self-driving car by fusing the trust value of four OBU components, GPS data and safety messages. For evaluation and validation purposes, a popular and widely used traffic simulation package, namely Simulation of Urban Mobility (SUMO), is used to develop the simulation platform using a real map of Melbourne CBD. The relevant historical real data taken from the VicRoads website were used to inject the traffic flow and density in the simulation model. We evaluated the performance of our proposed techniques considering different traffic and signal characteristics such as occupancy rate, flow rate, phase time, and vehicle speed under many realistic scenarios. The simulation result shows the potential efficacy of our proposed techniques for all selected scenarios.Doctor of Philosoph

Fusion of Perception and V2P Communication Systems for Safety of Vulnerable Road Users

International audienceWith cooperative intelligent transportation systems (C-ITS), vulnerable road users (VRU) safety can be enhanced by multiple means.On one hand, perception systems are based on embedded sensors to protect VRUs. However, such systems may fail due to the sensors' visibility conditions and imprecision. On the other hand, Vehicle-to-Pedestrian (V2P) communication can contribute to the VRU safety by allowing vehicles and pedestrians to exchange information. This solution is, however, largely affected by the reliability of the exchanged information, which most generally is the GPS data. Since perception and communication have complementary features, we can expect that a fusion between these two approaches can be a solution to the VRU safety. In this work, we propose a cooperative system that combines the outputs of communication and perception. After introducing theoretical models of both individual approaches, we develop a probabilistic association between perception and V2P communication information by means of multi-hypothesis tracking (MHT). Experimental studies are conducted to demonstrate the applicability of this approach in real-world environments. Our results show that the cooperative VRU protection system can benefit of the redundancy coming from the perception and communication technologies both in line-of-sight (LOS) and non-LOS (NLOS) conditions. We establish that the performances of this system are influenced by the classification performances of the perception system and by the accuracy of the GPS positioning transmitted by the communication system

Information Fusion Methodology for Enhancing Situation Awareness in Connected Cars Environment

This dissertation introduces novel approaches to develop a comprehensive model to address situation awareness in the Internet of Cars, called Attention Assist Framework (AAF). The proposed framework utilizes both Low-Level Data Fusion (LLDF), and High-Level Information Fusion (HLIF) to implement traffic entity, situation, and impact assessment, as well as decision making. The Internet of Cars is the convergence of the Internet of Things and Vehicular Ad-hoc Networks (VANETs). In fact, VANETs are the communication platforms that make possible the implementation of the Internet of Cars, and has become an integral part of this research field due to its major role to improve vehicle and road safety, traffic efficiency, and convenience as well as comfort to both drivers and passengers. Significant amount of VANETs research work has been focused on specific areas such as safety, routing, broadcasting, Quality of Service (QoS), and security. Among them, road safety issues are deemed one of the most challenging problems of VANETs. Specifically, lack of proper situational awareness of drivers has been shown to be the main cause of road accidents which makes it a major factor in road safety. The traffic entity assessment relies on a LLDF framework that is able to incorporate various multi-sensor data fusion approaches with means of communication links in VANETs. This is used to implement a cooperative localization approach through fusing common data fusion methods, such as Extended Kalman Filter (EKF) and Unscented Transform (UT), and vehicle-to-vehicle communication in VANETs. Furthermore, traffic situation assessment is based on a fuzzy extension to the Multi-Entity Bayesian Networks (MEBNs), which exploit the expressiveness of first-order logic for semantic relations, and the strength of the Fuzzy Bayesian Networks in handling uncertainty, while tackling the inherent vagueness in the soft data created by human entities. Finally, the impact assessment and decision making is realized through incorporating notions of game theory into Fuzzy-MEBNs, and introducing Active Fuzzy-MEBN (ATFY-MEBN), which is capable in hypothesizing future situations by assessing the impact of the current situation upon taking the actions indicated by an optimal strategy. In fact, such strategies are achieved through solving the games that are generated through a novel situation-specific normal form games generation algorithm that aims to create games based on the given context. In general, ATFY-MEBN presents the concepts of players and actions, and includes new game components, along with a 2-tier architecture, to efficiently model impact assessment and decision making. To demonstrate the capabilities of the proposed framework, a collision warning system simulator is developed, which evaluates the likelihood of a vehicle being in a near-collision situation using a wide variety of both local and global information sources available in the VANETs environment, and suggests an optimal action by assessing the impact of the current situation through generating and solving situation-specific games. Accordingly, first, the entities that highly influence the safety aspect, as well as both their casual and semantic relationships are identified. Next, an ATFY-MEBN-based model is presented, which allows for modeling these entities along with their relationships in specific contexts, assessing the current states of the situations of interest, predicting their future states, and finally suggesting optimal decision. Therefore, if the likelihood of being in a near-collision situation is determined to be high, and if the relevant situation-specific game is generated, then the impact of deciding on different combinations of actions that the game players take are calculated through a pre-fixed payoff function. Finally, the completed game is solved by finding its dominant strategy, that subsequently, results in proposing the optimal action to the driver. Our experimental results are divided into three main sections, through which we evaluate the capabilities of the traffic entity, situation, and impact assessment methods. Accordingly, the performance of the proposed cooperative localization approach is assessed by comparing its results with the ground truth solution and that of the other localization methods in various driving test cases. Moreover, two distinct single-vehicle and multi-vehicles categories of driving scenarios, as well as a novel hybrid MEBN inference, demonstrate the capabilities of the proposed traffic assessment model to efficiently achieve situation and threat assessment on the road. Finally, the impact assessment and decision making models are evaluated through two different scenarios of driving in highway and intersection that are formed with various number of player vehicles, and their actions

Mind the Gap: Developments in Autonomous Driving Research and the Sustainability Challenge

Scientific knowledge on autonomous-driving technology is expanding at a faster-than-ever pace. As a result, the likelihood of incurring information overload is particularly notable for researchers, who can struggle to overcome the gap between information processing requirements and information processing capacity. We address this issue by adopting a multi-granulation approach to latent knowledge discovery and synthesis in large-scale research domains. The proposed methodology combines citation-based community detection methods and topic modeling techniques to give a concise but comprehensive overview of how the autonomous vehicle (AV) research field is conceptually structured. Thirteen core thematic areas are extracted and presented by mining the large data-rich environments resulting from 50 years of AV research. The analysis demonstrates that this research field is strongly oriented towards examining the technological developments needed to enable the widespread rollout of AVs, whereas it largely overlooks the wide-ranging sustainability implications of this sociotechnical transition. On account of these findings, we call for a broader engagement of AV researchers with the sustainability concept and we invite them to increase their commitment to conducting systematic investigations into the sustainability of AV deployment. Sustainability research is urgently required to produce an evidence-based understanding of what new sociotechnical arrangements are needed to ensure that the systemic technological change introduced by AV-based transport systems can fulfill societal functions while meeting the urgent need for more sustainable transport solutions

Kollektive Perzeption in fahrzeugbasierten Ad-hoc Netzwerken

In combination with the current developments in the area of automatically driving vehicles, the introduction of inter-vehicle communication plays a crucial role for realising the long-term objective of what is known as cooperative driving. A cornerstone for the expansion of automated vehicles is their thorough understanding of the current driving environment. For this purpose, each vehicle generates an environment model containing information about other perceived traffic participants and objects. Local perception sensors are important data providers for this model, as they contribute implicit knowledge about the environment. In combination with a direct communication link between traffic participants, explicit knowledge can be added to the environment model as well. The key concept developed within this thesis is called Collective Perception: it focuses on sharing data gathered by local perception sensors of one vehicle with other traffic participants by means of inter-vehicle communication. As a result of this concept, future applications relying on a comprehensive understanding of the current driving environment are made feasible. The analyses presented in this thesis employ a vehicular ad-hoc network (VANET) based on the standardised framework of the European IEEE 802.11p-based ITS G5 protocol stack for inter-vehicle communication. The effectiveness of the technology relies on an existing communication link between a sufficient number of communication partners - the critical mass. The expansion of inter-vehicle communication, however, can be supported by capacitating indirect effects. Collective Perception is one representative of these effects, as the information density within the network between the vehicles is increased, even at low market penetration rates. At the core of Collective Perception stands the introduction of a message format which serves as a vehicle for the exchange of sensor data within a VANET. The development of the message is influenced by two perspectives: First, the vehicle perspective affects the relevant contents of the message required by data-fusion processes and application algorithms. Second, from the network perspective, constraints resulting from the network stack and effects caused by congestion control mechanisms have to be considered. This thesis addresses both perspectives to develop a holistic concept for exchanging sensor data within a VANET.Im Zusammenhang mit den aktuellen Entwicklungen im Themenbereich automatisch fahrender Fahrzeuge spielt die Einführung der Fahrzeug-zu-Fahrzeug-Kommunikation eine zunehmend wichtige Rolle, um langfristig kooperatives Fahren zu realisieren. Eine Voraussetzung für dessen Umsetzung ist dabei die umfassende Wahrnehmung der aktuellen Fahrumgebung. Jedes Fahrzeug erstellt dafür ein sogenanntes Umfeldmodell, welches Informationen über andere Verkehrsteilnehmer und Objekte beinhaltet. Eine wichtige Datenquelle für dieses Modell sind zum einen lokale Umfeldsensoren, welche implizites Wissen über die aktuelle Fahrumgebung beisteuern. Zum anderen kann dem Umfeldmodell bei einer direkten Kommunikationsverbindung mit anderen Verkehrsteilnehmern auch explizites Wissen hinzugefügt werden. Im Rahmen dieser Arbeit wird ein Konzept zur Realisierung der sogenannten kollektiven Wahrnehmung entwickelt: Hierbei wird Fahrzeugen der Austausch lokaler Sensordaten mit anderen Verkehrsteilnehmern unter Verwendung der Fahrzeug-zu-Fahrzeug-Kommunikation ermöglicht. Somit können zukünftige Fahrerassistenzfunktionen auf ein umfassenderes Umfeldmodell zugreifen. Den im Rahmen der Arbeit durchgeführten Analysen liegt ein fahrzeugbasiertes Ad-hoc Netzwerk zugrunde, welches auf dem europäischen IEEE 802.11p basierten ITS G5 Protokollstapel beruht. Die Effektivität der Technologie fußt hierbei auf der Existenz der sogenannten kritischen Masse: Eine ausreichende Anzahl an Kommunikationspartnern muss zugegen sein, damit der Technologie ein Nutzen zugemessen werden kann. Die Verbreitung der Technologie kann jedoch durch indirekte Effekte unterstützt werden. Die kollektive Wahrnehmung ist ein Repräsentant dieser indirekten Effekte, da die Informationsdichte in dem zwischen den Fahrzeugen bestehenden Netzwerk selbst bei niedrigen Marktausstattungsraten erhöht wird. Im Rahmen der Arbeit wird daher ein neues Nachrichtenformat entwickelt, welches von zwei Perspektiven beeinflusst: Die Sicht der fahrzeugseitigen Assistenzsysteme und deren Datenfusionsalgorithmen beeinflusst die notwendigen Inhalte der Nachricht. Weiterhin werden aus der Netzwerksicht durch Mechanismen wie denen der Lastkontrolle und den bestehenden Nachrichtengrößenbeschränkungen spezifische Anforderungen gestellt. Beide Untersuchungen werden dabei in der Arbeit zur Erstellung eines ganzheitlichen Konzeptes für die kollektive Wahrnehmung verbunden

二分決定図と空間行動粒度に基づくローカルダイナミックマップを実装可能にする手法に関する研究

Autonomous vehicles (AVs) have been increasing rapidly on the road in recent years. However, the safety of AVs is of significant concern, which we must ensure. AVs use sensor information to achieve autonomy, but sensors such as cameras and lidar have limitations, and vehicles cannot rely on them entirely for safe navigation. To assist AVs with static information, high-definition maps (HD maps) can facilitate the complex static details of the surrounding for safe autonomy. However, we can model complex static information using HD maps for navigation; detecting and maintaining the traffic participant’s dynamic information using sensors of the ego vehicle alone is still a significant concern for safe navigation. In such a situation of sensing limitations, Cooperative Intelligent Transport Systems (C-ITS) is one approach to facilitate vehicle navigation through sharing information between the traffic participants. The C-ITS approach has various Intelligent transportation system (ITS) station units, namely Personal, Vehicle, Road-side and Central ITS station units. A Local Dynamic Map (LDM) is a critical component in any ITS station’s facilities layer. LDM is one way to maintain static and dynamic information of the traffic participants in a consistent geometrical way. It is a necessary facility in C-ITS to share sensor information between participating traffic agents. Moreover, it maintains information about the objects that are either part of the traffic or influenced by it. The International Organization for Standardization (ISO) and European Telecommunications Standards Institute (ETSI) have also made standardization efforts. Since its inception in the SAFESPOT project, implementations of LDM have been mostly four-layer data organizations. Where Layer 1 and Layer 2 maintain static information and transient static information. Then, Layer 3 and Layer 4 contain transient dynamic and highly dynamic data. Depending upon the requirement, the LDM community realized memory-based or database-based LDM. We utilized the decision diagram to enhance the safety aspect of the traffic participants in the memory/ database-based LDM setup. We utilized Shared Binary Decision Diagram (SBDD) and Geohash granular properties to detect the near-miss situation, i.e. when vehicles come very close. However, besides DynaMap, there is also a common understanding since the SAFESPOT project introduced LDM to use the database and supported query language to retrieve data from the LDM. Hence, most implementations use different databases and query languages to execute it. Although, the LDM community has explored LDM depending on the database variants. Nevertheless, remarkably less emphasis has been given to the type of data stored in the LDM. This thesis attempted to fill this gap in the LDM to enhance the moving vehicle’s safety aspect. We proposed a novel method of data representation for vehicle future geographical occupancy information using a binary decision diagram (BDD). We show that sharing BDD-based information is consistent with the C-ITS nature of the data sharing since the algebraic operation between the exchanged BDDs can confirm the possibility of future interaction. We calculated potential future occupancy using Kamm’s circle, shown in the ROS-based simulator and modified the mid-point circle generation algorithm to find the BDD representing the set of Geohash enclosing the Kamm’s circle. We also reported data insertion and collision avoidance check time of the linked list-based BDD on PostgreSQL database-based LDM.九州工業大学博士学位論文 学位記番号：生工博甲第449号 学位授与年月日：令和4年9月26日1 Introduction|2 Literature Review|3 Methodology|4 Results|5 Discussion|6 Summary九州工業大学令和4年

Cooperative Situation Awareness in Transportation

Intelligent Transportation Systems (ITS) became a fast moving eld of research in the last decades, in particular in the context of continuously growing mobility and a high employment of resources starting from energy and material consumption to travel time and nally the human life. As it has already been experienced in other application areas, the introduction of communications technology is able to bring a revolutionary change in structures and behaviors long-believed to be carved in stone. The main idea behind this thesis is the usage of information not as a mere placeholder, e.g. a eld in a static message, but actively utilizing its content and dependencies. This requires an estimation of the actual worth of a single piece of information for the entity itself and the entities which are in communication range. This worth has to be the essential driver for the cooperative situation estimation. The active utilization of information and its cooperative dissemination provides the entities the opportunity to become situation aware and detect hazardous or inefficient situations early in advance. Since information always has a degree of uncertainty which is inherent to information in the real-world problem domain, as we are confronted with in ITS, probabilistic methods will be applied to model situation-relevant information. Conditional probability distributions in state transition models make for the evolvement of the situational information with the progress of time and handle causal dependencies between situational information. Together with a utility-based decision-making process dynamic probabilistic causal decision networks provide the functionality to select optimal actions given sequences of inaccurate and incomplete evidences. This thesis provides concepts and strategies that push forward the exploitation of information in a cooperative way within a probabilistic framework that allows to make various kinds of decisions with maximum utility. For the evaluation of the proposed concepts, the exemplary application Cooperative Adaptive Cruise Control (CACC) has been implemented on the basis of a particle lter which is used for the situation estimation. Initial simulations provided promising results and hence constitute a solid basis for future work in the eld of Cooperative Situation Awareness in Transportation

Enhancing trustability in MMOGs environments

Massively Multiplayer Online Games (MMOGs; e.g., World of Warcraft), virtual worlds (VW; e.g., Second Life), social networks (e.g., Facebook) strongly demand for more autonomic, security, and trust mechanisms in a way similar to humans do in the real life world. As known, this is a difficult matter because trusting in humans and organizations depends on the perception and experience of each individual, which is difficult to quantify or measure. In fact, these societal environments lack trust mechanisms similar to those involved in humans-to-human interactions. Besides, interactions mediated by compute devices are constantly evolving, requiring trust mechanisms that keep the pace with the developments and assess risk situations. In VW/MMOGs, it is widely recognized that users develop trust relationships from their in-world interactions with others. However, these trust relationships end up not being represented in the data structures (or databases) of such virtual worlds, though they sometimes appear associated to reputation and recommendation systems. In addition, as far as we know, the user is not provided with a personal trust tool to sustain his/her decision making while he/she interacts with other users in the virtual or game world. In order to solve this problem, as well as those mentioned above, we propose herein a formal representation of these personal trust relationships, which are based on avataravatar interactions. The leading idea is to provide each avatar-impersonated player with a personal trust tool that follows a distributed trust model, i.e., the trust data is distributed over the societal network of a given VW/MMOG. Representing, manipulating, and inferring trust from the user/player point of view certainly is a grand challenge. When someone meets an unknown individual, the question is “Can I trust him/her or not?”. It is clear that this requires the user to have access to a representation of trust about others, but, unless we are using an open source VW/MMOG, it is difficult —not to say unfeasible— to get access to such data. Even, in an open source system, a number of users may refuse to pass information about its friends, acquaintances, or others. Putting together its own data and gathered data obtained from others, the avatar-impersonated player should be able to come across a trust result about its current trustee. For the trust assessment method used in this thesis, we use subjective logic operators and graph search algorithms to undertake such trust inference about the trustee. The proposed trust inference system has been validated using a number of OpenSimulator (opensimulator.org) scenarios, which showed an accuracy increase in evaluating trustability of avatars. Summing up, our proposal aims thus to introduce a trust theory for virtual worlds, its trust assessment metrics (e.g., subjective logic) and trust discovery methods (e.g., graph search methods), on an individual basis, rather than based on usual centralized reputation systems. In particular, and unlike other trust discovery methods, our methods run at interactive rates.MMOGs (Massively Multiplayer Online Games, como por exemplo, World of Warcraft), mundos virtuais (VW, como por exemplo, o Second Life) e redes sociais (como por exemplo, Facebook) necessitam de mecanismos de confiança mais autónomos, capazes de assegurar a segurança e a confiança de uma forma semelhante à que os seres humanos utilizam na vida real. Como se sabe, esta não é uma questão fácil. Porque confiar em seres humanos e ou organizações depende da percepção e da experiência de cada indivíduo, o que é difícil de quantificar ou medir à partida. Na verdade, esses ambientes sociais carecem dos mecanismos de confiança presentes em interacções humanas presenciais. Além disso, as interacções mediadas por dispositivos computacionais estão em constante evolução, necessitando de mecanismos de confiança adequados ao ritmo da evolução para avaliar situações de risco. Em VW/MMOGs, é amplamente reconhecido que os utilizadores desenvolvem relações de confiança a partir das suas interacções no mundo com outros. No entanto, essas relações de confiança acabam por não ser representadas nas estruturas de dados (ou bases de dados) do VW/MMOG específico, embora às vezes apareçam associados à reputação e a sistemas de reputação. Além disso, tanto quanto sabemos, ao utilizador não lhe é facultado nenhum mecanismo que suporte uma ferramenta de confiança individual para sustentar o seu processo de tomada de decisão, enquanto ele interage com outros utilizadores no mundo virtual ou jogo. A fim de resolver este problema, bem como os mencionados acima, propomos nesta tese uma representação formal para essas relações de confiança pessoal, baseada em interacções avatar-avatar. A ideia principal é fornecer a cada jogador representado por um avatar uma ferramenta de confiança pessoal que segue um modelo de confiança distribuída, ou seja, os dados de confiança são distribuídos através da rede social de um determinado VW/MMOG. Representar, manipular e inferir a confiança do ponto de utilizador/jogador, é certamente um grande desafio. Quando alguém encontra um indivíduo desconhecido, a pergunta é “Posso confiar ou não nele?”. É claro que isto requer que o utilizador tenha acesso a uma representação de confiança sobre os outros, mas, a menos que possamos usar uma plataforma VW/MMOG de código aberto, é difícil — para não dizer impossível — obter acesso aos dados gerados pelos utilizadores. Mesmo em sistemas de código aberto, um número de utilizadores pode recusar partilhar informações sobre seus amigos, conhecidos, ou sobre outros. Ao juntar seus próprios dados com os dados obtidos de outros, o utilizador/jogador representado por um avatar deve ser capaz de produzir uma avaliação de confiança sobre o utilizador/jogador com o qual se encontra a interagir. Relativamente ao método de avaliação de confiança empregue nesta tese, utilizamos lógica subjectiva para a representação da confiança, e também operadores lógicos da lógica subjectiva juntamente com algoritmos de procura em grafos para empreender o processo de inferência da confiança relativamente a outro utilizador. O sistema de inferência de confiança proposto foi validado através de um número de cenários Open-Simulator (opensimulator.org), que mostrou um aumento na precisão na avaliação da confiança de avatares. Resumindo, a nossa proposta visa, assim, introduzir uma teoria de confiança para mundos virtuais, conjuntamente com métricas de avaliação de confiança (por exemplo, a lógica subjectiva) e em métodos de procura de caminhos de confiança (com por exemplo, através de métodos de pesquisa em grafos), partindo de uma base individual, em vez de se basear em sistemas habituais de reputação centralizados. Em particular, e ao contrário de outros métodos de determinação do grau de confiança, os nossos métodos são executados em tempo real

Automotive applications of high precision GNSS

This thesis aims to show that Global Navigation Satellite Systems (GNSS) positioning can play a significant role in the positioning systems of future automotive applications. This is through the adoption of state-of-the-art GNSS positioning technology and techniques, and the exploitation of the rapidly developing vehicle-to-vehicle concept. The merging together of these two developments creates greater performance than can be achieved separately. The original contribution of this thesis comes from this combination: Through the introduction of the Pseudo-VRS concept. Pseudo-VRS uses the princples of Network Real Time Kinematic (N-RTK) positioning to share GNSS information between vehicles, which enables absolute vehicle positioning. Pseudo-VRS is shown to improve the performance of high precision GNSS positioning for road vehicles, through the increased availability of GNSS correction messages and the rapid resolution of the N-RTK fixed solution. Positioning systems in the automotive sector are dominated by satellite-based solutions provided by GNSS. This has been the case since May 2001, when the United States Department of Defense switched off Selective Availability, enabling significantly improved positioning performance for civilian users. The average person most frequently encounters GNSS when using electronic personal navigation devices. The Sat Nav or GPS Navigator is ubiquitous in modern societies, where versions can be found on nomadic devices such as smartphones and dedicated personal navigation devices, or built in to the dashboards of vehicles. Such devices have been hugely successful due to their intrinsic ability to provide position information anywhere in the world with an accuracy of approximately 10 metres, which has proved ideal for general navigation applications. There are a few well known limitations of GNSS positioning, including anecdotal evidence of incorrect navigation advice for personal navigation devices, but these are minor compared to the overall positioning performance. Through steady development of GNSS positioning devices, including the integration of other low cost sensors (for instance, wheel speed or odometer sensors in vehicles), and the development of robust map matching algorithms, the performance of these devices for navigation applications is truly incredible. However, when tested for advanced automotive applications, the performance of GNSS positioning devices is found to be inadequate. In particular, in the most advanced fields of research such as autonomous vehicle technology, GNSS positioning devices are relegated to a secondary role, or often not used at all. They are replaced by terrestrial sensors that provide greater situational awareness, such as radar and lidar. This is due to the high performance demand of such applications, including high positioning accuracy (sub-decimetre), high availability and continuity of solutions (100%), and high integrity of the position information. Low-cost GNSS receivers generally do not meet such requirements. This could be considered an enormous oversight, as modern GNSS positioning technology and techniques have significantly improved satellite-based positioning performance. Other non-GNSS techniques also have their limitations that GNSS devices can minimise or eliminate. For instance, systems that rely on situational awareness require accurate digital maps of their surroundings as a reference. GNSS positioning can help to gather this data, provide an input, and act as a fail-safe in the event of digital map errors. It is apparent that in order to deliver advanced automotive applications - such as semi- or fully-autonomous vehicles - there must be an element of absolute positioning capability. Positioning systems will work alongside situational awareness systems to enable the autonomous vehicles to navigate through the real world. A strong candidate for the positioning system is GNSS positioning. This thesis builds on work already started by researchers at the University of Nottingham, to show that N-RTK positioning is one such technique. N-RTK can provide sub-decimetre accuracy absolute positioning solutions, with high availability, continuity, and integrity. A key component of N-RTK is the availability of real-time GNSS correction data. This is typically delivered to the GNSS receiver via mobile internet (for a roving receiver). This can be a significant limitation, as it relies on the performance of the mobile communications network, which can suffer from performance degradation during dynamic operation. Mobile communications systems are expected to improve significantly over the next few years, as consumers demand faster download speeds and wider availability. Mobile communications coverage already covers a high percentage of the population, but this does not translate into a high percentage of a country's geography. Pockets of poor coverage, often referred to as notspots, are widespread. Many of these notspots include the transportation infrastructure. The vehicle-to-vehicle concept has made significant forward steps in the last few years. Traditionally promoted as a key component of future automotive safety applications, it is now driven primarily by increased demand for in-vehicle infotainment. The concept, which shares similarities with the Internet of Things and Mobile Ad-hoc Networks, relies on communication between road vehicles and other road agents (such as pedestrians and road infrastructure). N-RTK positioning can take advantage of this communication link to minimise its own communications-related limitations. Sharing GNSS information between local GNSS receivers enables better performance of GNSS positioning, based on the principles of differential GNSS and N-RTK positioning techniques. This advanced concept is introduced and tested in this thesis. The Pseudo VRS concept follows the protocols and format of sharing GNSS data used in N-RTK positioning. The technique utilises the latest GNSS receiver design, including multiple frequency measurements and high quality antennas