Light Vehicle Platform Update

Outline

• System Overview
• Year 2 Progress Summary
• Systems Engineering Process
• Key Subsystem Developments
• Subsystem Integration
• Change Control and Release Process
• Phase 1 Extension
• Phase 2 Development Plan
• FOT Readiness

Year 2 Summary of Progress

• Deliverables
  • Functional Requirements
  • Performance Guidelines
  • Verification Test Procedures
• Activities
  • IVBSS Light Vehicle Development complete
  • Six prototype vehicles fabricated
  • Jury drives completed and results incorporated into Light Vehicle IVBSS design
  • Stage 1 Testing (accompanied pilot) complete and results incorporated into Light Vehicle IVBSS design
  • Completed verification testing at Transportation Research Center (TRC) and Dana
  • Light Vehicle IVBSS issues identified and prioritized for Phase 2
  • Phase 1 Extension

Functional Requirements Example

• The following functional requirements apply to the curve-speed warning function:
  • The threshold for issuing alerts shall be less than the tire-road friction limits associated with dry pavement
  • The threat assessment shall adjust its crash alert timing to provide earlier alerts when there is evidence that the road condition may be slippery

Key Subsystem Developments LCM/LDW

• LCM incorporated Time-to-Collision algorithm
• LDW incorporated Time-to-Line-Crossing
• Works together by sharing radar and vision information
• LCM calculates Available Maneuvering Room and shares with LDW
  • Six short-range radar sensors
  • Side vision deleted
• LDW shares position in lane with LCM
  • Forward CMOS camera
• Same warning for LCM and LDW imminent
  • Directional auditory cue
  • LDW cautionary directional haptic cue in seat
• Other Subsystem Interactions
  • LDW uses information from FCW to:
    • Adjust the warning threshold while traversing a curve
    • Better track the lane boundaries (better predictor of where to look in the field of view)
    • Disable the system if too close the vehicle ahead
• LDW uses road class from the map data from CSW to determine the appropriate default Available Maneuvering Room (AMR) value and to potentially adjust the AMR value being reported by LCM

Key Subsystem Developments FCW

• Uses long-range radar sensor, yaw rate sensor and map information from CSW
• Improved radar processing techniques to improve object detection and rejection
  • Better stopped object performance/ maintain low false alarm rate
  • Allows deletion of additional vision system to augment radar data
• FCW uses map database attributes and Most-Likely Path attributes from CSW for path prediction and primary target selection
• FCW calculates and sends the following data for use by other subsystem:
  • Refined curvature based on scene tracking and CSW curvature values
  • Primary target information, such as headway

Key Subsystem Developments CSW

• Uses digital map combined with vehicle state signals
• Developed and implement a False Alarm Database (FADB)
• Interaction with other subsystems
  • Provides the GPS latitude and longitude information
  • Provides the road geometry and road attributes to the other subsystems
  • Uses lane boundary type from LDW as an input for the Most-Likely Path calculation

Key Subsystem Developments

• Arbitration Subsystem
  • Developed rule-based for multiple threat scenarios
    • Do not repeat warnings within 3 seconds (15 seconds for CSW)
    • Give competing warnings immediately after 1 st warning is complete (710 ms)
    • Ignore lower priority warnings
    • Only 2 warnings maximum for any given multiple-threat scenario
• DVI Subsystem
  • Designed and integrated a 3-warning strategy
  • Designed and integrated BSD function

Changes to Light Vehicle Subsystem Integration in Year 2

• Migrated to Visteon Gateway Module
• Deleted forward long-range vision for radar-based Forward Collision Warning augmentation
• Deleted side vision for radar-based Lane Change/Merge augmentation
• Ported the LCM algorithms to separate rapid prototype module (cRIO)
• Migrated to the CAN-based SafeTRAC 2 w/ integrated CMOS camera
• Migrated from the Prolificx TrakPod to the IVXP navigation platform for Curve Speed Warning

Change Control Process

• All issues discovered during development or verification testing are documented.
  • Root cause analysis performed
  • Corrective action identified
  • Implementation plan defined
  • Verification plan created and implemented
  • A Change Request is issued as appropriate
• Preliminary approval required by Visteon, Cognex and UMTRI
• Final approval required by U.S. DOT

Release Process

• Five scheduled releases during Phase 1
  • Alpha: Initial release for vehicle level development (NOV272006)
  • Beta: Release for preliminary verification and Jury Drives (18MAY2007)
  • Gamma: Release for Pilot Testing (03JUL2007)
  • Delta: Release for Phase 1 Verification dress rehearsals (06SEP2007)
  • Epsilon: Release for Phase 1 Final Verification (24SEP2007)
• Zeta release for Phase 1 Extension (23JAN2008)
• All approved Change Requests are incorporated into the release

Phase 1 Extension

• December 31, 2007 – April 30, 2008
• Light Vehicle did not meet all performance requirements as tested at the track during Phase 1
  • Failed all Lane Change/Merge tests including the multiple threat scenario
    • Warnings were too early
    • Three of the tests were 7/10 (8/10 is passing)
• Modified LCM algorithm to improve performance
  • Updated driver intent signal processing algorithm parameters for faster response
  • Integrated additional inputs to weigh lane position as part of the threat assessment

Phase 1 Extension Testing

• Track Testing conducted at TRC
  • 15JAN2008: Preliminary track testing (with the Independent Measurement System) to very algorithm changes and updated test procedures
    • Dana track had closed, affecting several tests
    • Test repeatability improvements (when to start maneuver, etc.)
  • 04FEB2008: Final Phase 1 Ext track testing
• On-road testing in Metro-Detroit by USDOT
  • 19FEB2008: Night route completed
  • 20FEB2008: Day route completed
• Test Results to be presented by Volpe Center

Phase II Development Plans

• Final System Tuning (warning onset timing)
• System Diagnostics
• Safety Testing
• Optimize DVI for extended pilot
• Populate CSW FADB to FOT intent
• Turn on LDW false alarm suppression algorithm
• Migrate to production level Blind Spot Detection algorithms
• Investigate increasing FCW stopped object detection range without increasing false alarms
• Optimize FCW reaction to cut-ins

FOT Readiness

• Winter testing of brake pulse plausibility (simulated at TRC)
• Update 4 development vehicles for extended pilot
• Extended pilot verification
• Extended pilot testing
• Build 12 additional vehicles and update 4 development vehicles for a 16 vehicle FOT fleet
  • Vehicles are on hand
  • Bids sent out and supplier selected for vehicle builds
  • Major design elements completed
• FOT Deployment Release