# NOVA Mobility Assistive System: Developed and Remotely Controlled with IOPT-Tools
## 6 Tests and Results  
An application scenario with a pedestrian crossing, in a double curve road city, is presented in this section, as illustrated in Figure 15. In both directions, the road has the pedestrian crossing after a blind curve and a variable message panel before it. Next to the crosswalks there are two pedestrian crossing road signs. The road--not only the pedestrian crossing, but also the roadside--is often used by pedestrians in power wheelchairs and mobility scooters, which are very low speed vehicles, sharing the road with cars and other high-speed motor vehicles. The variable message panels and the road signs should be able to receive data from vehicles (of different types) and provide data to them. Vehicles (wheelchairs, mobility scooters,...), with the developed NWCs, are able to provide their type, location, and speed, to the infrastructure elements with the developed NWBs (wireless communication). The panels' visual messages must change according to the number of vehicles in that area and their specific locations and speeds, providing information/alerts to the drivers of high-speed motor vehicles. The NWBs not only receive information  
Figure 14: The maintenance mode controller of the DBC module. Figure 15: Application scenario with a double curve road city and four road signs. from vehicles, but they also provide it to them (via wireless), which means that the vehicles (low and high speed vehicles) can be aware of unexpected events in advance. In this application scenario, not only the communication between vehicles (with NWCs) and infrastructure elements (with NWBs) is wireless, but also the communication between infrastructure elements. Additionally, it is considered that the two variable message panels cannot directly communicate due to distance and buildings, and the communication can be indirectly done through a pedestrian crossing road sign. In the initial tests, the ESP8266-01 platform was compared with the RPi2 platform for the NWBs. With both prototypes implemented in the ESP8266-01 platforms (NWCs and NWBs), it was tested the connection time and the average of five measurements was 4.41 s. Subsequently, the NWB prototype was replaced by the one implemented in the RPi2 platform and the average of five measurements was 3.68 s.  
After the initial tests, it was decided to test the interaction of the NWB prototype, implemented in the RPi2 platform with or without a password, with vehicles moving at different speeds. It is important to note that, without a password, the NWB can only provide public information and cannot rely on all of the information that it receives. The NWC prototype was installed on a vehicle and the NWB prototype was placed next to a road sign. The vehicle crossed the NWB at each speed a set of times. In the table presented in Figure 16, it is shown the number of tests performed at different speeds (50 km/h, 70 km/h, 80 km/h, and 100 km/h) and the average times taken by the vehicle, in the complete mode, to: obtain the GPS coordinates; search networks and choose the NWB with the strongest Wi-Fi signal; connect to the NWB; communicate (exchange messages and disconnect); and, the total time. With a password the average total time of 15 measurements, taken at 0 km/h, was 8.28 s and without a password the average total time, taken at 0 km/h, of 15 measurements was 7.23 s. The maximum speed tested was 100 km/h, which is the double of the speed limit in the Portuguese urban areas. The success rates of the tests performed with the RPi2 platform, not only in the complete mode, but also in the simple mode, are presented in Figure 17. In the complete mode, vehicles search for NWB networks, connect, exchange messages, and disconnect, whereas, in the simple mode, vehicles search for NWB networks and extract NWBs data from their network names. As presented in Figure 17, the success rate was 100% on tests performed on the road at speeds up to 80 km/h.