Requiring roadside IR beacons will certainly add substantially to the deployment cost (probably pricing the total solution out of the market). Consideration of the other cars on the road is also an essential element in the equation. If there are 20 cars lined up at the stop light, the necessary stopping point is much earlier than if the road is empty. Meanwhile, I wouldn't worry about the time necessary for automatic start / stop engines to restart at a stop light. My 9 year old Honda Civic Hybrid starts instantly when I remove my foot from the brake; by the time my foot is on the gas, the engine is running smoothly.
If it requires a change in road infrastructure it will be off the table anywhere...just too expensive...much larger gain in safety can be obtained by disabling texting (more accidents than drinking)...Kris
Not so fast, Bert. My understanding is that this does require roadside infrared beacon -- changes in infrastructure.
This type of V-2-I will be ultimately needed if anyone in the future wants to drive a self-driving car on regular streets (instead of a highway), since manuvering intersections seems to be one of the hardest things for a self-driving car to negotiate.
UTMS has been discussed in Japan for a long time. How soon it becomes a reality is anybody's guesses. Last fall when I covered ITS World Congress in Japan, I learned that investing heavily in the infrastructure was no longer a top priority...even in Japan.
Start/stop on vehicles could be a lot more efficient with this, currently it turns off even if the light ahead just went green, and so a lot of energy can be wasted heating the cat. Also the start up cycle is much less efficient.
Add to this that the engine can be started before load needs to be applied and that's bonus.
Germany has had traffic lights that tell you the speed necessary to get the next green light for about 35 years but having the speedo backlit with a green bar will make it easy for even the most inattentive driver to benefit.
Interesting development, and a key component in autonomous vehicle technologies. However, I wouldn't call this V2V (or car to car), but rather V2I. The intriguing part is that it requires no change to the infrastructure equipment.
About 15 years ago I worked with a tech who had an easy, though no doubt illegal way to get all green lights. He had a strobe light at the end of a long tube which he aimed at the emergency vehicle sensors used at traffic lights at the time. Apparently these sensors were triggered by the strobe lights of emergency vehicles and changed the light green in their direction. The tube kept his strobe from being visible.
Drones are, in essence, flying autonomous vehicles. Pros and cons surrounding drones today might well foreshadow the debate over the development of self-driving cars. In the context of a strongly regulated aviation industry, "self-flying" drones pose a fresh challenge. How safe is it to fly drones in different environments? Should drones be required for visual line of sight – as are piloted airplanes? Join EE Times' Junko Yoshida as she moderates a panel of drone experts.