Intelligent Vehicle Technology And Trends Episode 1 Part 4 ppt

An incremental evolutionary approach is planned, with an initial emphasis on safety assistance via driver information systems and, later, control systems. In a sub - sequent phase focusing on both safety and traffic efficiency, automatic driving would be employed relying on cooperative systems and eventually infrastructure control. A prototype IHS test system is being developed by ITS China in the Ministry’s proving ground for highway and traffic. Current research focuses on automated lane-keeping, based on magnetic markers in the road and in-vehicle devices working cooperatively. A sketch of the prototype system is shown in Figure 4.3. 4.1.3 Japan [5–8, 41] MLIT The Japanese ITS program is centered within MLIT. Major activities to advance IV R&D and deployment are the AHSRA and the ASV program. AHSRA, founded in 1996, focuses on test, evaluation, and implementation of cooperative vehicle-highway systems for the purpose of improving road safety. Membership consists of automotive and electronics companies within Japan. Coop - erative vehicle-highway systems are a major focus, based on the principle that onboard sensor systems are limited by the laws of physics and therefore cannot detect all hazardous situations. This is especially true for the winding curved high- ways that follow Japan’s mountainous terrain. During AHSRA’s first phase, which concluded in 2003, three driver support lev- els were initially defined: information, control, and full automation. Research then focused most strongly on the information and control levels, with automation deferred for future phases. Concepts and requirements were defined for seven user services key to safety improvements, which together comprise their “Smart Cruise” system: • Support for prevention of collisions with forward obstacles; 42 Government-Industry R&D Programs and Strategies Roadside processing facility Frozen Traffic accident Obstacles Lane marker Platoon Inductive detector Weigh-in-motion LCX Infrared sensor Milliwave sensor Information board Cameras Cameras Cameras Cameras DGPS Broadcast Beacon Figure 4.3 Intelligent highway system test facility planned by the Chinese Ministry of Communications (Source: National Center of ITS Engineering & Technology, China.) • Support for prevention of roadway departure on curves; • Support for prevention of lane departure; • Support for prevention of crossing path collision at intersections; • Support for prevention of right-turn collision at intersections; • Support for prevention of pedestrian collisions; • Provision of road surface condition information for maintaining a safe headway. These user services are illustrated in Figure 4.4. AHSRA prototyped and tested initial versions of these systems, which cul - minated with a major event called Demo 2000. The testing validated the effec - tiveness of the services. Since then, extensive evaluation has been under way, using driving simulators, test track trials, and deployment to seven hazardous highway sites. Researchers have reported promising results; for instance, driv - ers reduce speeds appropriately when alerted to hazards around blind curves. Based on these results, MLIT has announced plans for deployment of these types of systems under its Smartway program, as described in Chapter 2. AHSRA is now performing further research and testing in support of Smartway deploy - ment. AHSRA is also focusing on the reduction of traffic congestion at roadway “sags” (declines followed by inclines) and tunnels, areas where traffic tends to naturally slow. Via roadway monitoring, lane advice can be provided to drivers to smooth traffic. Another area of interest for AHSRA is the Guidelight cooperative road-vehicle illumination system, which supports drivers in merging onto motorways. Guidelight relies on infrastructure sensing of traffic on the motorway to illuminate a series of lights along the merging lane to indicate the presence of merging vehicles. Drivers can synchronize their speed based on these moving light indicators to allow entering vehi- cles to efficiently merge into traffic. 4.1 Asia-Pacific 43 7. Support for road surface condition information 6. Support for prevention of collisions with pedestrians crossing streets 5. Support for prevention of right turn collisions 4. Support for prevention of crossing collisions 3. Support for prevention of lane departure 2. Support for prevention of overshooting on curve 1. Support for prevention of collisions with forward obstacles Figure 4.4 AHSRA R&D focuses on seven user services. (Source: NILIM, Japan.) The ASV program focuses on the development of autonomous active safety systems. All Japanese automotive manufacturers are participants. The first phase of the ASV program ran from 1991 to 1995 and established the technolog - ical feasibility of crash-avoidance systems. During phase 2 (1996–2000), design principles and guidelines were established and demonstration vehicles were con - structed. This phase culminated with the demonstration of 35 ASV advanced crash-avoidance vehicles at Demo 2000. Several of these systems have since been introduced into the Japanese market. Major systems developed in ASV-2 included the following: • Forward obstacle collision avoidance; • Curve overshooting prevention system; • Full-speed range ACC; • Lane-departure prevention system; • LKA system; • Blind spot obstacle collision avoidance system; • Advanced front lighting system; • Vehicle body adaptation for mitigating pedestrian injury; • Drowsiness warning system; • Nighttime pedestrian monitoring system. Phase 3 runs from 2001 to 2005 and is promoting user acceptance and the mar- ket success of these systems, as well as developing next generation systems such as an intertraffic communications system, which will be based on vehicle-vehicle com- munications (further described in Chapter 9). METI Within METI, the National Institute of Advanced Industrial Science and Technology (NIAIST) pursues a variety of research paths looking toward the long term. These include a driver-adaptive driver assistance system, an elderly driver assistance system, and standardization studies on intervehicle communications. For instance, NIAIST has defined the “ITS view-aid system,” described further in Chapter 12, in which driver monitoring is integrated with driver assistance to make warnings more driver-adaptive and less annoying. Expo 2005 Japan will take a high profile in the IV arena worldwide when the 2005 world exhibition opens in Aichi. The intelligent multimode transit system, a futuristic driverless bus system developed by Toyota, will be in service to carry visitors between Expo sites. 4.1.4 South Korea [9, 10] Within South Korea, the Korean Ministry of Construction and Transportation is handling ITS traffic management and vehicle safety test and evaluation, and the Ministry of Commerce, Industry, and Energy is handling vehicle safety technology development. Development of DSRC technology and applications is the responsibil - ity of the Ministry of Information and Communication. 44 Government-Industry R&D Programs and Strategies Major areas of planned IV technology development include collision avoidance systems, a speed limit warning system using communications between the road and vehicles, and an intelligent automatic driving vehicle, which will be capable of platooning with other automated vehicles. Additional IV research is being conducted by the ITS Research Center within the Korea Transport Institute. An ASV project is running from 2001 to 2006. Funded at approximately $1 million, the objectives are the development of ASV test and evaluation technologies and building cooperative vehicle-infrastructure sys - tems. Participating organizations are the Korea Transport Institute, the Korean Automotive Testing and Research Institute, the Korean Automotive Technology Institute, and SungKyunKwan University. Development work includes scenario development/evaluation, field tests, the use of vehicle/road simulators, and the development and use of a remote-controlled car. Functional areas of focus include ACC, forward collision warning, and a traffic impediment warning system. A major activity is under way to construct an ASV test and evaluation center at the Korean Automotive Testing and Research Institute to support this work. 4.2 European Programs An extensive set of IV R&D activities are under way in Europe at both the European and national levels. At the regional level, the EC funds European-level work and the DeuFrako program supports joint French-German projects. Nationally, France, Germany, the Netherlands, Sweden, and the United Kingdom are major players in IV research, with each having a slightly different emphasis. In each case, multiple projects are under way via cost-shared government-industry partnerships. As will become evident in Chapter 5, major European auto manufacturers and suppliers are active participants in these projects. 4.2.1 Pan-European Activities Conducted Through the EC The EC provides the lion’s share of public funding for European research, including ADAS R&D. Contributions from member states are pooled and redistributed to research areas seen as important to the overall European society. Of the EC’s 17 policy directorates, most ADAS R&D is sponsored by the Infor - mation Society Directorate (IST), with a modest number of projects also sponsored by the Energy and Transport Directorate (TREN) and the Research Directorate. IST projects are typically industry-led and of a more technical nature, whereas TREN projects tend to focus on nontechnical and/or societal level issues. Research Direc - torate projects have a longer time horizon. EC research is defined by “framework programs” that set the tone and priori - ties for 4–5 year periods. The framework priorities are developed by extensive dis - cussion and debate within the EC and the European parliament, with significant involvement by member states at all levels in the process. Currently the Sixth Frame - work Program (6FW) is under way, with a run from 2003 to 2008. Research pro - jects from the Fifth Framework Program (5FW) (1998–2002) are either complete or in their final stages; these projects have produced a broad set of interesting results, 4.2 European Programs 45 particularly in the areas of cooperative vehicle-highway systems and vehicle safety communications. The eSafety initiative described in Chapter 2 is moving strongly into an imple - mentation phase through the 6FW IST projects. An eSafety forum and a number of eSafety working groups are active to coordinate and provide momentum to the ongoing work. The forum steering group includes representatives from automotive manufacturers, automotive suppliers, insurance companies, and automobile clubs, as well as the EC. Within the forum, the following working groups are active: • Emergency call (e-call); • Accident causation data; • Human-machine interaction; • Business rationale; • Deployment road maps; • R&D; • Traffic and travel Information; • Heavy-duty vehicles. A document entitled Information and Communication Technologies for Safe and Intelligent Vehicles [11] was published in 2003, providing the EC’s forward thinking for eSafety. According to the document, information and communication technologies (ICTs) are seen as the most important set of tools enabling commercial industry to meet the eSafety goals. IV systems seen as having good prospects for near-term safety gains are listed as safe speed, lane keeping support, safe following, pedestrian protection, improved vision, driver monitoring, and intersection safety systems. The document affirms a wide array of actions the EC intends to take to accelerate the development, large-scale deployment, and use of such systems in Europe. During the 5FW period (1998–2002), a great number of ADAS-oriented projects were initiated by IST. Essentially, every aspect of ADAS was covered to some degree, and the great diversity of activity was coordinated by a “horizontal” project. For the 6FW, the EC sought a more coherent approach, which spawned the concept of inte - grated projects (IPs). IPs are large, overarching projects, within which are numerous subprojects. So, whereas the 5FW had dozens of ADAS projects, the 6FW has very few. The 6FW subprojects are analogous to the 5FW projects in terms of size and scope. 5FW and 6FW projects are described below, with Table 4.1 providing funding levels for selected projects to provide a sense for the degree of investment. 5FW ADAS Projects [12] IST ADAS projects within the 5FW program constituted an investment of over 100 million euro. These projects were coordinated by the ADASE horizontal project. As a key European discussion forum, ADASE directly addressed system architecture; technology road maps; human-machine inter- face; sensor technologies; ADAS impacts on society; and cooperative vehicle-high- way system approaches, including wireless media, location-based addressing, and scenarios for market introduction. As shown in Figure 4.5, ADASE took a holistic approach to safety, encompass - ing functions that apply to normal driving (such as ACC), the precrash domain in 46 Government-Industry R&D Programs and Strategies which developing crash situations can be countered (by means such as lane depar- ture warning), and occupant protection measures taken in the postcrash phase. Figure 4.6 provides a “road map” for ADAS in Europe that has been widely accepted as a guidepost for European R&D. With time progressing from bottom to top, Figure 4.6 displays the relative safety contribution of a particular function on the far left, while the other columns portray the relative complexity of functions in both political and technical dimensions. Projects within the 5FW IST ADAS cluster include the following: 4.2 European Programs 47 Normal driving Examples for ADASE Level of critical safety situations Safety systems soft level 1. 2. 3. 4. 5. 6. 7. Active safety Passive safety Crash Crash probability Warning systems Automatic- safety systems Assistance systems Safety systems for minimal crash Safety systems hard level Safety systems after crash Emergency/ mayday systems Crash severity sensing for ignition levels and belt tension Pedestrian airbag Emergency braking system, collision avoidance Brake assistant Lane departure warning ACC, S and G, etc. Occupant protection Basic vehicle safety Rescue Collision avoidance Precrash phase Figure 4.5 ADASE holistic safety approach. (Source: ADASE2.) Table 4.1 Funding Levels for Selected European Projects Framework program Project Funding level (euros) 5FW ActMAP 3.7 million ADASE2 1.2 million AWAKE 6.3 million CARSENSE 7.1 million CARTALK 3.8 million CHAMELEON 4.7 million CHAUFFEUR II 10.0 million CYBERCARS 10.0 million DENSETRAFFIC 5.2 million EDEL 6.0 million PEIT 3.6 million PROTECTOR 4.4 million RADARNET 7.6 million RESPONSE2 1.5 million SAVE-U 8.0 million 6FW AIDE 12.4 million PReVENT ~70.0 million • ACTMAP: Development of techniques for dynamic updating of in-vehicle map databases; • AWAKE: Driver monitoring combined with traffic situation awareness to pro- vide countermeasures for driver drowsiness; • CARSENSE: Sensor fusion for intelligent perception within a complex urban environment at low speeds; • CARTALK: Implementation of safety applications based on multihop car-to-car messaging; • CHAMELEON: Precrash sensing for triggering occupant protection systems; • CHAUFFEUR: Electronic tow bar for heavy trucks, including automated operation in vehicle platoons; • CYBERCARS: Automated rubber-tired transport for passengers in urban areas; • DENSETRAFFIC: Second generation radar systems for low-speed ACC and complex traffic situations in general; • EDEL: Development of a fully integrated driver support system based on near-infrared night vision sensors; • IN-ARTE: Integration of digital map techniques to ADAS applications such as curve speed warning, traffic sign information, and front obstacle warning; • NEXTMAP: Identification of attributes for digital maps supporting ADAS applications; • PEIT: Development of an “intelligent powertrain;” 48 Government-Industry R&D Programs and Strategies Complexity System aspects Sensor aspects Infrastructure (including communication v2i) Communication v2v HMI Degree of driver assistance Legal aspects Political and societal aspects Safety enhancement Contribution Night vision Lane departure warning Near-field collision warning Curve and speed limit info Stop and go ACC/stop and go + foresight LKA Local hazard warning Lane change assistant Obstacle and collision warning Rural drive assistance Intersection support Obstacle and CA Platooning Autonomous driving Figure 4.6 The European road map for ADAS. (Source: ADASE2.) • PROTECTOR: 1) Initial research in vision-based pedestrian detection and 2) use of transponders to enhance safety for pedestrians, cyclists, and motorcy - clists based on the interaction with on-vehicle receivers and sensors; • RADARNET: Development of a low-cost, multifunctional radar network; • RESPONSE: Examining legal and user issues toward defining a code of prac - tice (CoP) for the design, testing, and market introduction of ADAS; • SAVE-U: Development of an integrated system to detect pedestrians in the forward vehicle path and mitigate or avoid a collision; • STARDUST: Assessing driver perceptions and behavior in using (via driving simulators) ACC, ISA, lane keeping, and CyberCars; also impact assessments of such systems on roadway networks. Relevant 5FW projects sponsored by TREN include the following: • ADVISORS: Development of a methodology to assess ADAS impacts in terms of the safety, efficiency, and environmental performance of the road transport system; also development of scenarios for introducing ADAS; • EUCLIDE: Fusion of far-infrared and microwave radar sensors to implement a system that supports the driver in situations of reduced visibility conditions; • PROSPER: Horizontal project coordinating national-level ISA projects; • SPEEDALERT: Institutional and technical efforts to develop an in-vehicle speed alert system to increase drivers’ awareness of speed limits. Within the Research Directorate, the NETMOBIL project was conducted to examine future sustainable urban transportation systems based on automatic guided vehicles. 6FW IST ADAS Activities [12–15] The areas of interest designated by IST for 6FW safety-oriented integrated projects are listed as follows: • Protective safety; • Preventative safety; • Human-machine interface; • Architecture; • Accidentology; • Rescue and services. Of most interest here is the preventative safety IP, which focuses on advanced driver assistance systems. For this area, 80 million euro was allocated by the EC in 2003 for “eSafety of roads and air transport.” Industry-led consortia provided research proposals and several major IPs were funded: • AIDE: Focusing on human-machine interface technologies required for safe and efficient integration of ADAS and nomad devices into the driving environment; • AISES: Development of an electronic architecture for driver workload support; 4.2 European Programs 49 • Global System for Telematics (GST): Studying the integration of a safety infor - mation channel, postcrash rescue, and enhanced FCD; • PReVENT: Development of second generation crash avoidance systems that also take the driver’s state into account; • SPARK: Development of advanced drive-by-wire techniques and components. As the largest IP within preventative safety, PReVENT is the central ADAS R&D activity for Europe over the next several years. The total PReVENT budget is ~70 million euro, with the EC contributing ~30 million euro. PReVENT focuses on developing second generation active safety systems, with particular attention given to defining safety function fields, integrating different in-vehicle systems, and combining them with telematics services into a complete net - work of “integrated safety systems.” Systems developed within PReVENT will be capable of sensing danger, assessing the traffic state, and assessing the driver condition to provide warnings and/or intervene to avoid a crash based on enhance - ments to “situation capture” and development of intelligent response techniques. In addition to technical goals, PReVENT seeks to facilitate the necessary stakeholder cooperation to gain the earliest possible implementation of such systems on the European market. The integrated project is being conducted by a broad team of over 50 partners, with the major auto manufacturers and suppliers within Europe active in project leadership. PReVENT is structured into both functional and cross-functional areas. Functional subprojects are listed as follows: • Safe speed and safe following: Focuses on situations related to excessive speed or insufficient headway, typically with an obstacle or a curve ahead. System response also incorporates data obtained by onboard sensors and received by communication regarding the situation ahead (e.g., road condition, traffic, and weather). The area also includes a wireless local danger warning. Two subprojects called SASPENCE and WILLWARN are active in this area. • Lateral support and driver monitoring: Driver support of the lane keeping and lane changing task, as well as prevention of lateral or blind spot crashes, par - ticularly in low-visibility conditions. Driver monitoring systems are integrated into these applications. The subprojects in this area are SAFELANE and LATERALSAFE. • Intersection safety: Implementation of applications related to approaching or passing intersections, with emphasis on cooperation between infrastructure and vehicles. INTERSAFE is the subproject in this area. • Vulnerable road users and collision mitigation: Focuses on the phase just prior to a crash to mitigate the effects of a collision and optimize the response of occupant protection systems. Detection and avoidance of vulnerable road users (such as pedestrians) is also a key focus. The subprojects in this area are APALACI, COMPOSE, and UseRCams. These functions are illustrated in Figure 4.7. Cross-functional subprojects are listed as follows: 50 Government-Industry R&D Programs and Strategies • RESPONSE: Establishment of a CoP for development and testing of ADAS, as well as impact assessments; • MAPS & ADAS: Development, test, and validation of digital maps to support ADAS, which will in turn extend the “electronic horizon” and assist in inter - preting sensor data; • ProFusion: Defining state-of-the-art in robust sensors and optimized sensor data fusion as well as defining technology gaps in this area. In 2007, PReVENT will sponsor an exhibition of results called the Safety Roadshow, in which 21 test platforms will demonstrate multiple approaches to the applications described above. Looking beyond the current activities, the EC is planning further calls for proposals within preventative safety, one of which will focus specifically on CVHS. 4.2.2 The DeuFrako Program [16] DeuFrako is a joint activity of the French government PREDIT program (focused on research and innovation in land transport), the German Federal Ministry of Educa - tion and Research, and the German Federal Ministry of Transport. Two projects pursued in recent years have a bearing on IV systems: 4.2 European Programs 51 Figure 4.7 Complementary functions being developed within PReVENT. (Source: ERTICO— PReVENT Dissemination.) [...]... situations As shown in Table 4. 2, the majority of the IVI investment in the last five years has been in the imminent crash domain Table 4. 2 U.S IVI Program Funding Allocations ( $ 14 1 Million in Total Funding During 19 98–2003) Domain System type % System type Normal driving Degraded driving % Domain 14 % 18 % Vision enhancement Vehicle stability Driver condition 2% 10 % 6% Rear end Road departure Intersection Lane... concepts and systems for the intelligent road -vehicle system in 2 015 ; • Develop a set of advanced integrated tools for design, testing, and evaluation; • Apply concepts, systems, and tools in pilot projects SUMMITS runs from 2003 to 2006 and involves the participation of six institutes within TNO and a budget of approximately 5 million euro The organization envisions partnering with European governments and. .. Department for Transport has defined CVHS as a priority within its ITS program CVHS is defined by the U.K Department of Transport as “an array of vehicle and road-based sensors, processors, and communication links, that enable two-way interaction between both the road infrastructure and individual vehicles, and directly vehicle to vehicle. ” A major CVHS study was commissioned in 2003, funded at £ 246 ,000... avoidance.” [ 34] The stated IVI program goal is in “preventing traffic crashes and the fatalities and injuries they cause.” The program objectives are two-fold: to prevent driver distraction and to facilitate the accelerated development and deployment of crash avoidance systems IVI addresses four classes of vehicles: light vehicles, commercial vehicles, transit vehicles, and specialty vehicles The program... projects, funded at 18 million euro The project lasted from 20 01 to 20 04 and includes 60 French partners from both industry and academia ARCOS focuses on four functional areas: ARCOS 4. 2 European Programs 53 • Prevention of dangerous headways; • Prevention of collision with obstacles; • Prevention of lane and road departure; • Prevention of secondary accidents by means of vehicle- vehicle communication... short- and long-term implementations of cooperative vehicle- highway systems TNO has continuing involvement in European projects and is one of the world’s leading developers of traffic simulation models and vehicle design and testing tools As reviewed in Chapter 2, TNO experts see separate road and vehicle developments gradually integrating, moving first to a coordination phase and then to full road -vehicle. .. The aim is to design, build, and demonstrate a high-speed data link between mobile and stationary terminals operating in the band of 63– 64 GHz, as a technology building block for vehicle- infrastructure and vehicle- vehicle communications MILTRANS is further discussed in Chapter 9 Millimetric Transceivers for Transport Applications (MILTRANS) [32] Within the U.K Foresight Vehicle program, the RALF project,... operating on the vehicle Detection and Interpretation of the Driving Environment Congestion Assistant supports drivers in “stop -and- go” traffic situations (i.e., congested low-speed traffic) The goals are to use driver assistance technology and vehicle- vehicle cooperation to gain steadier traffic flow and more homogenous vehicle headway distribution, allow more rapid dissipation of congestion, and reduce... IVs and intelligent infrastructure, assessment of system effects, and user needs and impacts of integrated driver-assistance systems Ongoing research projects are addressing the effects of various forms of ACC on traffic, effects of ACC at motorway on-ramps, and design and assessment of a cooperative road -vehicle system to support the interaction between vehicles and traffic lights AIDA [26–28] 4. 2.6... 30% 19 % 12 % 7% Imminent crash 69% 60 Government-Industry R&D Programs and Strategies The U.S DOT’s vision of the evolution of IVs focuses on first generation individual vehicle- based sensor systems evolving toward integration of multiple sensors and systems In parallel, infrastructure-based sensors will be developed and deployed With the advent of roadside -vehicle communications, IV systems and intelligent . sites. 4 .1. 4 South Korea [9, 10 ] Within South Korea, the Korean Ministry of Construction and Transportation is handling ITS traffic management and vehicle safety test and evaluation, and the Ministry. Industry, and Energy is handling vehicle safety technology development. Development of DSRC technology and applications is the responsibil - ity of the Ministry of Information and Communication. 44 Government-Industry. build, and demonstrate a high-speed data link between mobile and stationary terminals operating in the band of 63– 64 GHz, as a technology building block for vehicle- infrastructure and vehicle- vehicle