Browse Topic: Collision warning systems

Items (385)
This document specifies the minimum recommendations for Blind Spot Monitoring System (BSMS) operational characteristics and elements of the user interface. A visual BSMS indicator is recommended. BSMS detects and conveys to the driver via a visual indicator the presence of a target (e.g., a vehicle), adjacent to the subject vehicle in the “traditional” Adjacent Blind Spot Zone (ABSZ). The BSMS is not intended to replace the need for interior and exterior rear-view mirrors or to reduce mirror size. BSMS is only intended as a supplement to these mirrors and will not take any automatic vehicle control action to prevent possible collisions. While the BSMS will assist drivers in detecting the presence of vehicles in their ABSZ, the absence of a visual indicator will not guarantee that the driver can safely make a lane change maneuver (e.g., vehicles may be approaching rapidly outside the ABSZ area). This document applies to original equipment and aftermarket BSMS systems for passenger vehicles. This document does not apply to installing a BSMS on either motorcycles or commercial vehicles. Finally, this document does not address Lane Change Warning systems, which monitor areas substantially farther back than the side blind spot areas monitored by the BSMS (See ISO FDIS 17387).
Advanced Driver Assistance Systems (ADAS) Committee
This document is not a standard, it is a candidate for a standard being submitted to SAE for their consideration as a comment to SAE J2735. The term SAE J2735 SE candidate is used within this document to refer to this submission. This document specifies dialogs, messages, and the data frames and data elements that make up the messages specifically for use by applications intended to utilize the 5.9 GHz Dedicated Short Range Communications for Wireless Access in Vehicular Environments (DSRC/WAVE, referenced in this document simply as “DSRC"), communications systems. Although the scope of this Standard is focused on DSRC, these dialogs, messages, data frames and data elements have been designed, to the extent possible, to be of use for applications that may be deployed in conjunction with other wireless communications technologies. This standard therefore specifies the definitive message structure and provides sufficient background information to allow readers to properly interpret the message definitions from the point of view of an application developer implementing the messages according to the DSRC Standards.
V2X Communications Steering Committee
This document provides a list of data elements and event triggers for recording of event data relevant to crash investigations for heavy vehicles. The list of data elements includes recommended source(s) and formatting.
Truck and Bus Event Data Recorder Committee
Perceptions of Two Unique Lane Centering Systems: An FOT Interview Analysis2020-01-01084/14/2020
The goal of this interview analysis was to explore and document the perceptions of two unique lane centering systems (S90’s Pilot Assist and CT6’s Super Cruise). Both systems offer a similar type of functionality (adaptive cruise control and lane centering), but have significantly different design philosophies and HMI (Human-Machine Interface) implementations. Twenty-four drivers drove one of the two vehicle models for a month as part of a field operational test (FOT) study. Upon vehicle return, drivers took part in a 60-minute semi-structured interview covering their perceptions of the vehicle’s various advanced driver-assistance systems (ADAS). Transcripts of the interviews were coded by two researchers, who tagged each statement with relevant system and perception code labels. For analysis, the perception codes were grouped into larger thematic bins of safety, comfort, driver attention, and system performance. Perceptions of adaptive cruise control (ACC) were similar across vehicles. Almost all participants mentioned benefits of comfort and safety associated with ACC use. Participants cited different benefits between the two vehicle’s implementations of lane centering. A majority of participants (75%) described comfort benefits associated with Super Cruise, while less than half (41%) cited comfort benefits associated with Pilot Assist. Only a few participants (25%) mentioned safety benefits associated with Super Cruise. Half (50%) of the participants mentioned safety benefits associated with Pilot Assist. Almost all participants cited fears of potential misuse of the system in which drivers might pay less attention to the driving task. Results suggest that drivers’ comprehension and expectation of these systems’ behavior are strongly influenced by their design philosophies, specifically in terms of the difference in hands-on versus hands-off-wheel implementation. The perceived role of the driver – as either a fallback driver or as an assisted driver - may be influenced by the design implementation.
Landry, StevenSeppelt, BobbieRusso, LucaMehler, BruceAngell, LindaGershon, PninaReimer, Bryan
Simulation of Curved Road Collision Prevention Warning System of Automobile Based on V2X2020-01-07074/14/2020
The high popularity of automobiles has led to frequent collisions. According to the latest statistics of the United Nations, about 1.25 million people worldwide die from road traffic accidents each year. In order to improve the safety of vehicles in driving, the active safety system has become a research hotspot of various car companies and research institutions around the world. Among them, the more mature and popular active security system are Forward Collision Warning(FCW) and Autonomous Emergency Braking(AEB). However, the current active safety system is based on traditional sensors such as radar and camera. Therefore, the system itself has many limitations due to the shortage of traditional sensors. Compared to traditional sensors, Vehicle to Everything (V2X) technology has the advantages of richer vehicle parameter information, no perceived blind spots, dynamic prediction of dangerous vehicle status, and no occlusion restriction. In order to overcome the many shortcomings of the existing anti-collision warning system and strategy, this paper proposes a curved road collision prevention warning strategy based on V2X technology. Through V2X technology, the state information released by the neighboring car and the road environment information issued by the roadside unit are obtained. Using the above information and the state information of the vehicle, the relative positional relationship between the car and the neighboring car is dynamically predicted in real time, and then a two-degree-of-freedom dynamic collision time model and a two-degree-of-freedom collision time threshold model are proposed and designed. Finally, based on the output parameters of the above model, a two-degree-of-freedom curved road collision prevention warning system of automobile based on V2X technology is proposed, and a layered early warning mechanism is established. Through the PreScan environment, the typical working conditions and early warning strategy models are built by Matlab & Simulink, and the simulation of the early warning strategy is completed.
Li, XuanheWu, JianHe, RuiZhu, BingZhao, JianZhou, Hang
Reference Test System for Machine Vision Used for ADAS Functions2020-01-00964/14/2020
Advanced Driver Assistance Systems (ADAS) like Lane Departure Warning (LDW) and Lane Keep Assist (LKA) have been available for several years now but has experienced low customer acceptance and market penetration. These deficiencies can be traced to the inability of many of the perception systems to consistently recognize lane markings and localize the vehicle with respect to the lane markings in the real-world with poor markings, changing weather conditions and occlusions. Currently, there is no available standard or benchmark to evaluate the quality of either the lane markings or the perception algorithms. This work seeks to establish a reference test system that could be used by transportation agencies to evaluate the quality of their markings to support ADAS functions that rely on pavement markings. The test system can also be used by designers as a benchmark for their proprietary systems. To support this development, an extensive video dataset was collected at different times of day and weather conditions on various roads in Central Texas. The videos were evaluated on different state-of-the art lane detection algorithms and their performance was ranked based on a set of metrics specifically developed for evaluating the effectiveness of the lane estimation system. The test scenarios are comprised of a set of roadways and environmental features, as well as the pavement marking presence and luminance variables. A systems approach is presented by correlating the algorithm performance data to the environmental factors, lane marking types, color, material, and the retroreflectivity of pavement markings.
Nayak, AbhishekRathinam, SivakumarPike, AdamGopalswamy, Swaminathan
An Improved Probabilistic Threat Assessment Method for Intelligent Vehicles in Critical Rear-End Situations2020-01-06984/14/2020
Threat assessment (TA) method is vital in the decision-making process of intelligent vehicles (IVs), especially for ADAS systems. In the research of TA, the probabilistic threat assessment (PTA) method is acting an increasing role, which can reduce the uncertainties of driver’s maneuvers. However, the driver behavior model (DBM) used in present PTA methods was mainly constructed by limited data or simple functions, which is not entirely reasonable and may affect the performance of the TA process. This work aims to utilize crash data extracted from Event Data Recorder (EDR) to establish more accurate DBM and improve the current PTA method in rear-end situations. EDR data with responsive maneuvers were firstly collected, which were then employed to construct the initial DBM (I-DBM) model by using the multivariate Gaussian distribution (MGD) framework. Besides, the model was further subdivided into six parts by two important risk indicators, Time-to-collision (TTC) and velocity. To accurately represent the driver’s maneuvers in critical situations, unresponsive samples were introduced and the I-DBMs were upgraded by the Gaussian mixture model (GMM). The obtained DBMs were employed to sample driver’s evasive behaviors by Monte Carlo Markov Chain (MCMC) method, which generated multiple collision-avoidance trajectories. Finally, we chose the real-world crash case in the SHRP2 dataset to verify the proposed method. Results show that the upgraded DBMs reasonably represented the driver’s evasive maneuvers, and the MCMC method could capture the main features of given GMM distributions. The proposed PTA method can accurately depict the changing trend of dangerous degree and derive the crash probability (CP) at critical point of time. Its effectiveness and real-time performance were verified in the chosen rear-end case. The improved PTA method can be used for real-time TA application and contribute to the development of the decision-making process for ADAS and IVs.
Zhou, HuajianZhong, ZhihuaWang, XiaoweiHuang, Jin
Taking over vehicle control from a Level 3 conditionally automated vehicle can be a demanding task for a driver, to which great research effort has been contributed in recent years. Nevertheless, more attention should be given to the following aspects. The present research of take-over either only considers the influence of drivers’ visual and second task in single scenarios. However, the drivers’ NMS (Neuromuscular) characteristic hasn’t been investigated yet, especially in complex traffic scenarios. In this paper, a take-over experiment with complex traffic scenarios are conducted to observe the state of vehicle state and arm’ EMG (Electromyography) signal. After that, the driving styles are recognized based on the experimental data. Finally, a take-over level with driving style is proposed by clustering based on the condition of human-vehicle-road.
Hanbing, WeiYanhong, WuYuxuan, ZhangRui, Xu
Vehicle Control History: Data from Driver Input and Pre-Collision System Activation Events on Toyota Vehicles2019-01-509412/30/2019
Separate from the event data recorder (EDR), which records and stores data from qualifying vehicle crash events, the Vehicle Control History (VCH) on Toyota vehicles records and stores certain vehicle data based on select driver inputs, such as hard acceleration or braking, or upon the activation of certain vehicle dynamic control systems such as antilock braking system (ABS), traction control (TRAC), vehicle stability control (VSC), and the pre-collision system (PCS). In the United States, VCH was first equipped on the 2013 Toyota RAV4 and has been subsequently introduced into other Toyota and Lexus models. Most recently, in addition to VCH data, additional PCS operational data (PCS-O) and image data (PCS-I) may be recorded and stored. The image storage capability may record under certain conditions such as if the system has automatically applied the vehicle brakes. PCS-O and PCS-I data became available with the launch of Toyota Safety Sense (TSS), a grouping of advanced active safety features equipped on many Toyota vehicles generally available in 2017. Multiple dynamic tests with a 2017 Toyota Corolla were performed that caused the VCH, PCS-O, and PCS-I data to record. Both sets of data were then compared to the test driving sequences. The testing, data, and analysis is presented to illustrate the usefulness of the data in understanding and analyzing certain real-world dynamic events.
Lewis, LanceHare, BarryClyde, HaroldLandis, Robert
An ADAS Feature Rating System: Proposing a New Industry Standard2019-24-025110/7/2019
More than 90% of new vehicles include Advanced Driving Assistance Systems that offer features such as Lane Keep Assist and Adaptive Cruise Control [1]. These ever-improving vehicle systems present a great opportunity to increase driving safety and reduce the number of roadway deaths and injuries. Indeed, they are already having a positive effect. However, the wide variety of features offered in the marketplace can be confusing to consumers, who may not clearly understand their vehicles’ true capabilities and limitations, or have an easy way of comparing system performance between vehicle models. This lack of information has the potential to reduce the safety gains of ADAS features by increasing the risk of improper use. To encourage transparency in the marketplace and thus engender the maximum positive effect of ADAS technologies, this paper proposes a five-level rating system, which utilizes diamonds to denote significant milestone achievements in vehicle system performance. The rating charts resulting from this system describe gradients of performance within criteria addressed by certain foundational ADAS features. Presented here in its initial stage of development, this rating system will require continued refinement. We therefore encourage the community of automotive safety organizations to take up the mantle by establishing and performing test protocols for assigning standardized ADAS feature performance ratings. We believe that the result of this effort, a common method for understanding and comparing ADAS performance, promises to deliver a beneficial level of clarity to the industry and consumers.
Heeren, DavidGradu, Mircea
A Maneuver-Based Threat Assessment Strategy for Collision Avoidance07-12-01-00038/22/2019
Advanced driver-assistance systems (ADAS) are being developed for more and more complicated application scenarios, which often require more predictive strategies with better understanding of the driving environment. Taking traffic vehicles’ maneuvers into account can greatly expand the beforehand time span for danger awareness. This article presents a maneuver-based strategy to vehicle collision threat assessment. First, a maneuver-based trajectory prediction model (MTPM) is built, in which near-future trajectories of ego vehicle and traffic vehicles are estimated with the combination of vehicle’s maneuvers and kinematic models that correspond to every maneuver. The most probable maneuvers of ego vehicle and each traffic vehicles are modelled and inferred via Hidden Markov Models with mixture of Gaussians outputs (GMHMM). Based on the inferred maneuvers, trajectory sets consisting of vehicles’ position and motion states are predicted by kinematic models. Subsequently, time to collision (TTC) is calculated in a strategy of employing collision detection at every predicted trajectory instance. For this purpose, safe areas via bounding boxes are applied on every vehicle, and Separating Axis Theorem (SAT) is applied for collision prediction so that TTC can be calculated efficiently and accurately. Finally, a threat level index based on reverse TTC is used to quantize the threat degree of every traffic vehicle potential collision to the ego vehicle. Experimental data collected in the field test are used in the model training, and the overall strategy is validated under PanoSim. An example of the application of the proposed strategy in Autonomous Emergency Braking (AEB) is also shown. Simulation results show that MTPM can accurately identify maneuvers such that the effective prediction on trajectories can be generated. TTC and threat index can be calculated timely. The proposed threat assessment strategy can not only assist collision avoidance systems to foresee dangerous situations but also eliminate false alarm to a certain extent.
Li, YaxinDeng, WeiwenSun, BohuaWang, JinsongZhao, JianZhu, Bing
Effects of the Wet Retroreflectivity and Luminance of Pavement Markings on Lane Departure Warning in Nighttime Continuous Rain with and without Glare Sources2019-01-10144/2/2019
A common challenge for both machine vision (MV) systems based on visible-spectrum cameras and for human drivers is detection of pavement markings in nighttime rainy conditions. This occurs because a layer of water refracts the light differently than air, causing conventional markings to substantially retroreflect the light away from the driver or camera when the marking is immersed. This reduces the marking retroreflectivity in wet conditions, and thus the contrast in the image collected by the camera at longer viewing distances. MV lane departure warning (LDW) systems also depend on pixel data from shorter viewing distances; the contrast here also depends on diffuse luminance of the marking, which typically is reduced if the marking is soiled or worn. The efficacy of LDW systems is also known to be influenced by the presence of glare, as regions of glare test the limits of the high dynamic range of the sensor and reduces the contrast between the marking and the surrounding roadway surface. In this study, the authors explored the effects of wet retroreflectivity and luminance of white and yellow markings on the detection performance of a Mobileye LDW system in continuous nighttime rain conditions supplied by a rain tunnel. Pavement marking samples were evaluated in the absence and presence of glare sources, provided by vehicle headlights. LDW performance is reported as confidence level of marking detection for the various testing conditions. The percentage of detection at a certain confidence level (e.g. high or medium and high combined) was found to correlate with a two-factor interaction of the diffuse luminance property and the continuous wet retroreflectivity. In the presence of glare, the confidence of detection of the markings correlated with this two-factor interaction, in all cases where differentiated rates of detection were observed.
Pike, AdamClear, SusannahBarrette, TimothyHedblom, ThomasWhitney, Jordan
Development of Adaptive Powertrain Control Utilizing ADAS and GPS2019-01-08834/2/2019
This paper introduces the advancement of Engine Idle Stop-and-Go (ISG, also known as Auto Engine Stop-Start) and Neutral Coasting Control (NCC) with utilizing Advanced Driver Assistance System (ADAS) and GPS. The ISG and the In-Neutral Coasting (also known as Sailing or Gliding) have been widely implemented in recent vehicles for improving their fuel economy. However, many drivers find them somewhat disturbing because they basically change behaviors of their cars from what they used to. This annoyance discourages usages of those functions and eventually undermines their benefit of fuel saving. In order to mitigate the problem, new ISG and NCC algorithms are proposed. As opposed to the conventional logics that rely only on driver’s pedal action, the new algorithms determine whether or not to enable those functions for the given driving condition, based on the traffic information obtained using ADAS sensors and the location data from GPS and navigation map. With the ADAS module, the movement of a vehicle ahead is continuously monitored, and driver’s reaction to the movement is predicted and reflected in controlling ISG and NCC. The proximity to a traffic point where driver would not want to activate those functions is also observed to automatically deactivate them near the traffic point. This adaptiveness helps enhance the situational appropriateness of the two functions, thereby reducing driver’s discomfort and promoting the usage to save more fuel. This paper describes concepts of the new ISG and NCC algorithms and demonstrates the result of the actual in-vehicle test conducted under real-world traffic.
Lee, Jason H.Jeong, KwangwooLee, JaihyunYoo, SanghoonLee, ByunghoHa, JinhoKim, Sejun
A Novel Approach for Validating Adaptive Cruise Control (ACC) Using Two Hardware-in-the-Loop (HIL) Simulation Benches2019-01-10384/2/2019
Adaptive Cruise Control (ACC) is becoming a common feature in modern day vehicles with the advancement of Advanced Driver Assist Systems (ADAS). Simultaneously, Hardware-in-the-Loop (HIL) simulation has emerged as a major component of the automotive product development cycle as it can accelerate product development and validation by supplementing in-vehicle testing. Specifically, HIL simulation has become an integral part of the controls development and validation V-cycles by enabling rapid prototyping of control software for Electronic Control Units (ECUs). Traditionally, ACC algorithms have been validated on a system or subsystem HIL bench with the ACC ECU in the loop such that the HIL bench acts as the host or trailing vehicle with the target or preceding vehicle usually simulated using as an object that follows a pre-defined motion profile. In this setup, the host vehicle HIL bench generally includes physical components and subsystems or their corresponding simulated representations with varying degrees of fidelity. However, the simulated target vehicle is typically used as a low fidelity object for which the motion is described only as functions of lateral or longitudinal speed and position. Thus, due to the absence of simulated representations of other physical components and subsystems, the target vehicle simulation lacks the realistic behavior of a typical target vehicle which would be used during in-vehicle testing of ACC using two physical vehicles. Therefore, this research proposes a novel approach for validating ACC using HIL simulation benches such that one HIL bench acts as the host vehicle while the other acts as the target vehicle such that the interaction between the two HIL simulations is more realistic and similar to that observed during in-vehicle testing of ACC with two physical vehicles. This approach leads to the enhancement of the fidelity of the target vehicle simulation due to the addition of another HIL simulation bench. Two Ford hybrid powertrain subsystem HIL benches with their corresponding powertrain controllers and actuators are used for this research. A dSPACE Microautobox (MABX) is used for rapid prototyping the ACC algorithm. Simulations are conducted using this setup to evaluate the performance of the ACC algorithm in maintaining a desired speed and a desired distance to the target vehicle over varying speed ranges.
Joshi, Adit
A Novel Vision-Based Framework for Real-Time Lane Detection and Tracking2019-01-06904/2/2019
Lane detection is one of the most important part in ADAS because various modules (i.e., LKAS, LDWS, etc.) need robust and precise lane position for ego vehicle and traffic participants localization to plan an optimal routine or make proper driving decisions. While most of the lane detection approaches heavily depend on tedious pre-processing and great amount of assumptions to get reasonable result, the robustness and efficiency are deteriorated. To address this problem, a novel framework is proposed in this paper to realize robust and real-time lane detection. This framework consists of two branches, where canny edge detection and Progressive Probabilistic Hough Transform (PPHT) are introduced in the first branch for efficient detection. To eliminate the dependency of the framework on assumptions such as flatten road, deep learning based encoder-decoder detection branch, which leverages the powerful nonlinear approximation ability of CNN, is introduced to improve the robustness and contribute to a precise intermediate result. Since the detection rate of the CNN branch is much slower than the feature-based branch, a coordinating unit is designed. The two branches also backup each other so that the system can be failure-tolerant. Finally, Kalman filter is applied for lane tracking. Experiment result shows that the proposed framework can achieve robust detection result under various driving scenario with more than 100 FPS. A closed-loop lane keeping simulation is also carried out, which shows the precise and robust detection result from proposed framework can greatly contribute to the lane keeping performance.
Yang, ShunWu, JianShan, YanhuYu, YinanZhang, Sumin
Effects of Innovation in Automated Vehicles on Occupant Compartment Designs, Evaluation, and Safety: A Review of Public Marketing, Literature, and Standards2019-01-12234/2/2019
In recent years, the discussion around the advent of highly automated vehicles has shifted from “if” to “when.” Commercially available vehicles already incorporate automated vehicle (AV) technologies of varying capability, and the eventual transition to fully automated systems, at least within certain predefined Operational Design Domains, is largely considered inevitable. While the full ramifications of this shift and the eventual depreciation of human driver control are still under intense debate, there is broad agreement on one issue -the advent of driverless systems will remove several constraints on the design of vehicle interior spaces, creating the opportunity for innovation. Even at this early stage, ambitious design concepts of purpose specific vehicles - mobile gyms, offices, bedrooms - have been proposed. More grounded designs, such as rotating passenger seats, have also been put forward. However, there are two other points on which general agreement exists - future AVs will still carry human passengers, and crashes will still occur, however infrequent or less severe. The uncertainty of the future occupant compartment design and crash population will introduce a new set of challenges for occupant protection and predicting injury risk in the future vehicle fleet. This paper explores various proposed design changes to the space of the interior of future automated vehicles, the effects of potential changes on occupant safety during collisions, and the capabilities of the existing testing approaches, design tools, and databases to address questions arising from these developments.
Filatov, AntonScanlon, John M.Bruno, AlexanderDanthurthi, Sri Sai KameshwariFisher, Jacob
Robust Validation Platform of Autonomous Capability for Commercial Vehicles2019-01-06864/2/2019
Global deployment of autonomous capability for commercial vehicles is a big challenge. In order to improve the robustness of autonomous approach under different traffic scenarios, environments, road conditions, and driver behaviors, a combined approach of virtual simulation, vehicle-in-the-loop (VIL) testing, proving ground testing, and final field testing have been established for algorithms validation. During the validation platform setup, different platforms for different functionalities have been studied, including open source virtual testing environment (CARLA, AirSim), and commercial one (IPG). We also cooperate with MCity to do proving ground validation. In virtual testing, the functionality of sensors (camera, radar, Lidar, GPS, IMU) and vehicle dynamic models can be applied in the virtual environment. In VIL testing, real world and virtual test will be connected for different validation purposes. The proving ground testing will be performed in real environment with rich scenarios and high safety. Several challenges have been overcome during implementation, including data transmission, computing time, sensor system consistency, vehicle dynamic model consistency and etc. In this paper, a robust autonomous driving validation platform, including perception, planning and control algorithm, will be introduced in different virtual and physical validation approaches. Several test case studies for algorithm testing will be discussed. And conclusions will be made on the established validation platforms and next steps for the development and improvement of commercial vehicle’s autonomous capability.
Sun, YongLi, HanxiangPeng, Weilun
Cooperative Collision Avoidance in a Connected Vehicle Environment2019-01-04884/2/2019
Connected vehicle (CV) technology is among the most heavily researched areas in both the academia and industry. The vehicle to vehicle (V2V), vehicle to infrastructure (V2I) and vehicle to pedestrian (V2P) communication capabilities enable critical situational awareness. In some cases, these vehicle communication safety capabilities can overcome the shortcomings of other sensor safety capabilities because of external conditions such as 'No Line of Sight' (NLOS) or very harsh weather conditions. Connected vehicles will help cities and states reduce traffic congestion, improve fuel efficiency and improve the safety of the vehicles and pedestrians. On the road, cars will be able to communicate with one another, automatically transmitting data such as speed, position, and direction, and send alerts to each other if a crash seems imminent. The main focus of this paper is the implementation of Cooperative Collision Avoidance (CCA) for connected vehicles. It leverages the Vehicle to Everything (V2X) communication technology to create a real-time implementable collision avoidance algorithm along with decision-making for a vehicle that communicates with other vehicles. Four distinct collision risk environments are simulated on a cost effective Connected Autonomous Vehicle (CAV) Hardware in the Loop (HIL) simulator to test the overall algorithm in real-time with real electronic control and communication hardware.
Gelbal, Sukru YarenZhu, ShengAnantharaman, Gokul ArvindAksun Guvenc, BilinGuvenc, Levent
Development of Hybrid Power Steering System for Commercial Vehicle2019-01-14153/25/2019
Future technology trends of commercial vehicle steering components can be divided into three types. Environment-friendly technologies for environment-related regulations such as reducing emissions and improving fuel efficiency, and technology for driving convenience using electric steering control systems, and safety technology to protect drivers, passengers, nearby vehicles and pedestrians. Heavy duty commercial vehicles require a high-power steering system that used engine-driven hydraulic pump systems (generally used min 120bar, 17Liter/min) compared to passenger cars. In recent technical trend, In order to improve fuel efficiency and realize autonomous driving technology, we designed EHPS and Motor driven electric control actuator with the same structure as C-EPS. Unlike the HPS system, the power used in the EHPS system is the motor, which rotates the gear pump to generate flow and pressure, and the steering oil is delivered to the ball nut gearbox to operate the power steering system through the pitman arm. The advantage of EHPS is that it does not use the engine drive torque, so it improves fuel efficiency by about 1%, and when the pump is connected in parallel, it can secure the flow rate to the main steering. In this process, it is difficult to realize the active autonomous driving technology of the vehicle itself through the steering angle control separately from the driver's steering intention. Therefore, the motor control device directly connected to the steering wheel is essential, and we can design the actuator system by selecting the package and the required output according to the use conditions. The required steering torque as a general auxiliary steering was about 20 Nm, and the C-EPS type actuator using a worm reducer was manufactured and the performance evaluation was carried out. In this paper, we describe the construction process of the power steering system for commercial vehicles and the design process of the components.
Lee, Byoungyun
Development of a New Neutral Coasting Control Utilizing ADAS and GPS12-02-02-00041/23/2019
It has been discussed in numerous prior studies that in-neutral coasting, or sailing, can accomplish considerable amount of fuel saving when properly used. The driving maneuver basically makes the vehicle sail in neutral gear when propulsion is unnecessary. By disengaging a clutch or shifting the gear to neutral, the vehicle may better utilize its kinetic energy by avoiding dragging from the engine side. This strategy has been carried over to series production recently in some of the vehicles on the market and has become one of the eco-mode features available in current vehicles. However, the duration of coasting must be long enough to attain more fuel economy benefit than deceleration fuel cutoff (DFCO)-which exists in all current vehicle powertrain controllers-can bring. Also, the transients during shifting back to drive gear can result in a drivability concern. The in-neutral coasting system should automatically shift to drive in case of nearby traffic for safe operation capability. To mitigate those issues, this article proposes an in-neutral coasting control algorithm that utilizes information from advanced driver assistance system (ADAS). By monitoring driving condition ahead, such as distance and relative velocity to preceding vehicle, the algorithm can identify the appropriate coasting opportunity. The developed logic has been implemented in a test vehicle for validation and showed promising performance. The on-road test results and fuel economy analysis are presented with the description of the coasting algorithm.
Lee, Jason H.Lee, JaihyunJeong, KwangwooYoo, SanghoonLee, ByunghoKim, SejunGuvenc, LeventCantas, Ridvan
Simulation Based Design and Development of Test Track for ADAS Functions Validation and Verification with Respect to Indian Scenario2019-26-01001/9/2019
Autonomous vehicles perform various functions with their own control strategies. Functions like Lane Departure Warning (LDW), Lane Keeping system (LKS) and Forward Collision Warning System (FCWS) requires special test tracks for their verification and validation. These test track requirements change with region to region according to available infrastructure. This paper deals with the design and development of test tracks for different ADAS functions verification and validation of Indian specific scenarios and its simulation in IPG CarMaker. The test track conceptualization has been done through the understanding and study of different international standards and geometry of test tracks for Indian conditions have been developed. IPG CarMaker software tool is used for creation of test track, and same track is used for simulation of above ADAS functions in IPG CarMaker. It is used as a scenario editor which can also simulate ECU and respond to sensor inputs dynamically which is not possible with other simulation environments. It creates a repeatable test scenario for particular function. IPG CarMaker is used to generate the required test track conditions in animated view to which the MATLAB/Simulink control strategy have been linked to test different ADAS functions on developed test tracks. This developed test track along with validated vehicle plant model in IPG CarMaker and control strategies in MATLAB/Simulink for above ADAS functions will be the best tool for verification and validation of autonomous features at laboratory.
Kale, Jyoti GaneshSubramaniam, AnandKarle, Manish LaxmanShailesh Karle, Ujjwala
Effects of an On-Board Safety Device on the Emissions and Fuel Consumption of a Light Duty Vehicle2018-01-18219/10/2018
Vehicle emissions and fuel consumption are significantly affected by driving behavior. Many studies of eco-driving technology such as eco-driving training, driving simulators and on-board eco-driving devices have reported potential reductions in emissions and fuel consumption. Use of on-board safety devices is mainly for safety, but also affects vehicle emissions and fuel consumption. In this study, an on-board safety device was installed to alert the driver and provide several types of warning to the driver (e.g. headway monitoring warning, lane collision warning, speed limit warning, etc.) to improve driving behavior. A portable emissions measurement system (PEMS) was used to measure vehicle exhaust concentrations, including hydrocarbons (HC), carbon monoxide (CO), carbon dioxide (CO2) and nitrogen oxides (NOx). The driving parameters including vehicle speed, acceleration and position were also recorded. A specific test route was designed for the experiment to investigate both urban and highway conditions. The driving parameters and emissions data were compared before and after the installation of the on-board safety device with the same driver. The Vehicle Specific Power (VSP) methodology was applied to evaluate the effects of the on-board safety device on driving behavior. The results indicated that the device had a positive effect on the driver’s driving behavior. The percentage of time spent on excessive speeding and strong acceleration decreased from 22.2% to 14.7%. As a result, an average reduction of 25% in fuel consumption was observed. In addition, HC, CO2 and NOx emissions showed a reduction of 57%, 25% and 9% respectively. However, CO emission was increased and the time spent on idling showed no change with the installation of the device.
Ng, Cheuk YinHuang, YuhanHong, GuangZhou, JohnSurawski, NicHo, JacksonChan, Edward
Swarm Intelligence Based Algorithm for Management of Autonomous Vehicles on Arterials2018-01-16468/7/2018
Connected and autonomous vehicles are different from traditional vehicles. The communication between vehicles (V2V) or between vehicles and infrastructures (V2I) renders it possible to convey traffic information (e.g. signal timing or speed advisory) from signal controllers to vehicles as well as vehicles to vehicles in real time. Taking this advantage, this paper aims to developing an algorithm which enables the interconnected autonomous vehicles running efficiently on arterials. A set of driving rules determining random behavior and swarm behavior of autonomous vehicles is developed based on swarm intelligence theory. Under control of these rules, each autonomous vehicle follows the same rules, which make it select target vehicle from all the optimal individuals in detection zone according to characteristics of itself, then approach to the target by changing lane, following former car, or accelerating. The result of simulation shows that this swarm algorithm enables an autonomous vehicle to meet its own requirements quickly and form a stable platoon within 30 seconds. Due to the consistency of the individuals in a platoon, autonomous vehicle can maintain the small car-following gap. This decreases the fragmentation of road, thereby greatly improves the formation of platoons compared to individuals under high density circumstances. Moreover, it was found that the proposed swarm intelligence based algorithm increases the accessibility of arterial significantly.
Li, LinHao, RuochenMa, WanjingQi, XinzhouDiao, Chenxue
Critical Driving Scenarios Extraction Optimization Method Based on China-FOT Naturalistic Driving Study Database2018-01-16288/7/2018
Due to the differences in traffic situations and traffic safety laws, standards for extraction of critical driving scenarios (CDSs) vary from different countries and areas around the world. To maintain the characteristic variables under the Chinese typical CDSs, this paper uses the three-layer detection method to extract and detect CDSs in the Natural Driving Data from China-FOT project which executing under the real traffic situation in China. The first layer of detection is mainly based on the feature distributions which deviate from normal driving situations. These distributions associated with speed and longitudinal acceleration/lateral acceleration/yaw rate also quantify the critical levels classification. The second layer of detection based on the rate of brake pressure (Pressure peak/Time difference) and the relevant variables to TTC’s (Time to Collision) trigger, Pressure peak means the maximum value on brake pressure curve, Time difference means the difference between Pressure peak time and Hard breaking time (Time when driver starts to make emergency brake). The second layer could make corrections to the critical levels. The third layer of detection considers the effect of vehicle speed and make quantification of critical levels. The results show the accuracy (ACC) of detection under three-layer method makes greater optimization compared to other methods which analyze single variable. After the first two layer detections ACC achieves 69.71% while after the third layer detection ACC achieves 85.10%, 780 CDSs are extracted from these data. The results of this paper could provide a basis for the classification of CDSs from Natural Driving Data in China and causation mechanism of CDSs.
Zeng, YufanZhu, XichanMa, ZhixiongSun, Xiaoyu
This paper proposes a theory to analyze the collision avoidance capability of automated driving technologies. The theory gives answers to a fundamental question whether automated vehicles fall into extreme conditions at all rather than another question how a vehicle reacts under extreme conditions (is it as safe as driver?). The theory clarifies the following matters: There are two types of hazards to cause collisions, cognitive hazards and behavioral hazards. Cognitive hazards are handled by controlling the upper limit speed of the automated vehicle including when stopped. There are two methods for handling behavioral hazards, preparation and response. The response known well is the coping method activated when the hazard is detected in the dynamic (operational) level. The preparation is the coping method operating at all time in the semantic (tactical) level. The collision condition in the semantic level is as follows, a collision occurs when the paths of two vehicles have a crossing point and the two vehicles drive on the crossing point at same time. The condition can be formulated as collision avoidance equation. Solving the equation means that the automated vehicle has prepared for the behavioral hazard before the hazard occurs. It is concluded that a collision avoidance capability consists of not only a response capability that supports the accuracy of collision avoidance in extreme conditions in the dynamic level but also a preparation capability that supports the accuracy to avoid reaching those extreme conditions in the semantic level. The preparation capability can be evaluated through stability analysis of the automated vehicle behavior given by the temporal backward simulation from each extreme condition. A remaining problem is how determine the upper limit of the hazards growing speed to which the automated vehicles should react.
KINDO, ToshikiOkumura, Bunyo
In the world of automated driving, sensing accuracy is of the utmost importance, and proving that your sensors can do the job is serious business. This is where ground-truth labeling has an important role in Autoliv’s validation process. Currently, annotating ground-truth data is a tedious and manual effort, involving finding the important events of interest and using the human eye to determine objects from LiDAR point cloud images. We present a workflow we developed in MATLAB to alleviate some of the pains associated with labeling point cloud data from a LiDAR sensor and the advantages that the workflow provides to the labeler. We discuss the capabilities of a tool we developed to assist users in visualizing, navigating, and annotating objects in point cloud data, tracking these objects through time over multiple frames, and then using the labeled data for developing machine learning based classifiers. We describe how the output of the labeling process is used to train deep neural nets to provide a fully automated way to produce vehicle objects of interest which can be used to find false-negative events. To do this with a human analyst takes as much time as to play back the entire data set. However, with a fully automated approach it can be run on many computers to reduce the analysis time. We present this time savings as well as the accuracy of the labels achieved and show how this approach provides substantial benefit to Autoliv’s validation process.
Jayaraman, ArvindKurtz, NathanRagunathan, BalakumarAldrich, Ryan
Estimating Benefits of LDW Systems Applied to Cross-Centerline Crashes2018-01-05124/3/2018
Objective: Opposite-direction crashes can be extremely severe because opposing vehicles often have high relative speeds. The most common opposite direction crash scenario occurs when a driver departs their lane driving over the centerline and impacts a vehicle traveling in the opposite direction. This cross-centerline crash mode accounts for only 4% of all non-junction non-interchange crashes but 25% of serious injury crashes of the same type. One potential solution to this problem is the Lane Departure Warning (LDW) system which can monitor the position of the vehicle and provide a warning to the driver if they detect the vehicle is moving out of the lane. The objective of this study was to determine the potential benefits of deploying LDW systems fleet-wide for avoidance of cross-centerline crashes. Methods: In order to estimate the potential benefits of LDW for reduction of cross-centerline crashes, a comprehensive crash simulation model was developed. The basis for the model were the records of 42 crashes extracted from the National Motor Vehicles Crash Causation Survey (NMVCCS) database corresponding to 19,467 crashes nationwide. Each crash was simulated in two conditions: (1) as it occurred and (2) as if the encroaching vehicle had an LDW system equipped. By comparing the simulated vehicle trajectory before and after LDW, the reduction in the probability of a crash was determined. The probability of a crash was summed over all simulations to determine the benefits of an LDW system in preventing cross-centerline crashes. To determine potential bounds on LDW system effectiveness, additional simulations were run taking into account the driver capability to react to a LDW system. Results LDW systems could potentially prevent between 29-38% of cross-centerline crashes where the vehicle is tracking prior to the crash. An estimated 11-16% of crashes would have a modified impact location possibly resulting in different occupant injuries. The results show that if LDW systems were applied fleet wide, cross-centerline crashes could be significantly mitigated.
Holmes, DavidGabler, H.Sherony, Rini
Utilization of ADAS for Improving Performance of Coasting in Neutral2018-01-06034/3/2018
It has been discussed in numerous prior studies that in-neutral coasting, or sailing, can accomplish considerable amount of fuel saving when properly used. The driving maneuver basically makes the vehicle sail in neutral gear when propulsion is unnecessary. By disengaging a clutch or shifting the gear to neutral, the vehicle may better utilize its kinetic energy by avoiding dragging from the engine side. This strategy has been carried over to series production recently in some of the vehicles on the market and has become one of the eco-mode features available in current vehicles. However, the duration of coasting must be long enough to attain more fuel economy benefit than Deceleration Fuel Cut-Off (DFCO) - which exists in all current vehicle powertrain controllers - can bring. Also, the transients during shifting back to drive gear can result in a drivability concern. The in-neutral coasting system should automatically shift to drive in case of nearby traffic for safe operation capability. To mitigate those issues, this paper proposes an in-neutral coasting control algorithm that utilizes information from Advanced Driver Assistance System (ADAS). By monitoring driving condition ahead, such as distance and relative velocity to preceding vehicle, the algorithm can identify the appropriate coasting opportunity. The developed logic has been implemented in a test vehicle for validation and showed promising performance. The on-road test results and fuel economy analysis are presented with the description of the coasting algorithm.
Lee, HoonLee, JaihyunYoo, SanghoonJeong, KwangwooLee, ByunghoKim, SejunGuvenc, LeventCantas, Mustafa RidvanTamilarasan, SanthoshChandramouli, Nitish
Methodology for Estimating the Benefits of Lane Departure Warnings using Event Data Recorders2018-01-05094/3/2018
Road departures are one of the most deadly crash modes, accounting for nearly one third of all crash fatalities in the US. Lane departure warning (LDW) systems can warn the driver of the departure and lane departure prevention (LDP) systems can steer the vehicle back into the lane. One purpose of these systems is to reduce the quantity of road departure crashes. This paper presents a method to predict the maximum effectiveness of these systems. Thirty-nine (39) real world crashes from the National Automotive Sampling System (NASS) Crashworthiness Data System (CDS) database were reconstructed using pre-crash velocities downloaded for each case from the vehicle event data recorder (EDR). The pre-crash velocities were mapped onto the vehicle crash trajectory. The simulations assumed a warning was delivered when the lead tire crossed the lane line. Each case was simulated twice with driver reaction times of 0.38 s and 1.36 s after which time the driver began steering back toward the road. In addition, each case was simulated a third time, assuming it was equipped with LDP, which removed the reaction delay of the driver. The LDW or LDP system was assumed to be effective in preventing the crash if the point of impact of the original crash was not within the predicted return trajectory. Our preliminary findings were that a maximum LDW effectiveness would range between 16.7% and 21.5%. Maximum LDP effectiveness was 24.3%. This is the first method of its kind to investigate the effectiveness of LDW and LDP using EDR data.
Riexinger, Luke E.Sherony, RiniGabler, Hampton C.
Camera Based Automated Lane Keeping Application Complemented by GPS Localization Based Path Following2018-01-06084/3/2018
Advances in sensor solutions in the automotive sector make it possible to develop better ADAS and autonomous driving functions. One of the main tasks of highway chauffeur and highway pilot automated driving systems is to keep the vehicle between the lane lines while driving on a pre-defined route. This task can be achieved by using camera and/or GPS to localize the vehicle between the lane lines. However, both sensors have shortcomings in certain scenarios. While the camera does not work when there are no lane lines to be detected, an RTK GPS can localize the vehicle accurately. On the other hand, GPS requires at least 3 satellite connections to be able to localize the vehicle and more satellite connections and real-time over-the-air corrections for lane-level positioning accuracy. If GPS localization fails or is not accurate enough, lane line information from the camera can be used as a backup. In this paper, a vision based lane keeping system is aided by a GPS based path following application to overcome the shortcomings of the GPS and camera sensors when used alone in highway driving path following applications. The developed system has a parameter space based robust steering controller which can handle lateral motion control of the vehicle based on path tracking error detected using the GPS or camera sensor. The designed control system works for both low speed and high-speed driving scenarios and is robust to changes in vehicle mass. The results are demonstrated using the validated model of our 2017 Ford Fusion Hybrid research automated driving vehicle in our hardware-in-the-loop simulator. Experimental verification is also planned.
Cantas, Mustafa RidvanGuvenc, Levent
Passenger Vehicle-Motorcycle Pre-Crash Trajectory Reconstruction and Conflict Analysis Results Based on an Extended Application of the Honda-DRI ACAT Safety Impact Methodology2018-01-05104/3/2018
Advanced Crash Avoidance Technologies (ACATs) such as Forward Collision Warning (FCW) and Automatic Emergency Braking (AEB) have been developed for light passenger vehicles (LPVs) to avoid and mitigate collisions with other road users and objects. However, the number of motorcycle (MC) crashes, injuries, and fatalities in the United States has remained relatively constant. To fully realize potential safety benefits, advanced driver assistance systems and future automated vehicle technologies also need to be effective in avoiding collisions with motorcycles. Toward this goal the Honda-DRI ACAT Safety Impact Methodology (SIM), which was previously developed to evaluate LPV ACAT system effectiveness in avoiding and mitigating collisions with fixed objects, other LPVs, and pedestrians, is being extended to also evaluate the effectiveness of ACATs in avoiding and mitigating LPV-MC collisions. Initial efforts have involved extending the ACAT SIM Crash Scenario Database Development Tools to reconstruct real-world LPV-MC pre-crash/crash scenarios based on the recently completed Motorcycle Crash Causation Study (MCCS) data. Pre-crash trajectory reconstruction results using this extended tool indicate three main types of LPV-MC pre-crash conflicts. These results also indicate that many of the conflicts begin later, and thus smaller Time-to-Collision values, compared to previously reconstructed LPV-LPV pre-crash trajectories. This may be partially due to the smaller “shadow area” of MCs compared to LPVs, in which LPV-MC close encounters do not result in a collision, but the same LPV-LPV trajectory would. Therefore LPV-MC countermeasures may need to address the pre-conflict phase in order to be effective. This information can potentially help to define requirements for LPV-MC crash countermeasures (e.g., V2V) and the development of performance confirmation tests (e.g., New Car Assessment Program (NCAP)). These pre-crash scenarios can also be integrated into the SIM Crash Sequence Simulation Module in order to estimate the safety benefits and effectiveness of the countermeasures.
Van Auken, R. MichaelLenkeit, JohnSmith, Terrance
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