Heavy Vehicle Platform Update

Outline

• System overview
• Year 2 progress summary
• Key developments
  • Functional-requirement-driven development process
  • Subsystem integration
  • Subsystem developments
  • Arbitration/Driver-Vehicle-Interface
• Configuration Change Control
• Phase II development plans
• Field Operational Test (FOT) readiness

Year 2 Summary of Progress

• Development and testing that are complete
  • Subsystem development and integration
  • System implementation on two prototype vehicles: the “Bronze” and the “mule” vehicle
  • Verification testing of IVBSS: on-track and on-road
  • Pilot (Stage 1 & 2 Jury Drive) testing
• The “Gold” truck build is nearly complete

Year 2 Summary of Progress

• Major deliverables:
  • Functional Requirements
  • Performance Specifications
  • Objective Testing Procedures (OTP)
  • Driver-Vehicle-Interface (DVI) Specifications
• Other major activities
  • International Truck and Engine Corporation (ITE) joins IVBSS team and co-leads integration efforts for Phase I (“Gold” vehicle/FOT1 template vehicle)
  • Side vision subsystem not incorporated
    • Difficulties in hardware implementation: EMC Issues, power conditioning and etc.
    • Less-robust outdoor performance: vibration, dirt and etc.
    • Had been a stretch goal.

Subsystem Integration

• Lane-change/merge & lane departure:
  • LCM uses lane position information from LDW to determine lateral motion of the subject vehicle;
  • LCM uses lane boundary information from LDW to
    • Manage the timing of warning;
    • Mitigate false alerts against roadside objects and opposing traffic;
  • LDW uses the lateral clearance information from LCM to manage the timing of warning;
• Lane-change/merge & forward warning:
  • LCM uses FCW information to determine opposing traffic in adjacent lane that is used for alert management/suppression.
• Forward warning & lane departure:
  • LDW uses FCW information (e.g. distance to the nearest forward obstacle, and the estimated road curvature) to improve lane-tracking performance

Key Subsystem Developments

• Forward crash warning:
  • Twin, product-intent Doppler radars
  • Fleet-proven VORAD approach: a progressive warning scheme (VORAD = Eaton radar system product):
    • headway based advisories + collision imminent warnings;
    • Visual + audible (for impeding or short-range threat only)
• Lane-change/merge warning:
  • A tractor-only approach (fleet preferred)
  • Challenges:
    • Trailer reflections & articulation (ghost signals);
    • Sensor noise at large distance;
    • Uncertainty of the driver’s intention.
  • Multi-level, directional warning
    • 2 visual advisories + 1 auditory collision alert;
  • Major efforts during the Extension
    • Improved presence detection
    • False alert mitigation
      • Roadside obstacles, opposing traffic
      • Vehicles at one lane over and fast overtaking vehicle
• Lane departure warning:
  • CAN communication: reduces latency and improves communication reliability.
  • Interoperability across platforms – added software flexibility to operate and communicate on both Heavy Truck and Light Vehicle platforms.;
  • Field upgrade ability– units no longer need to be shipped back for software upgrades;
  • Robust single box design – makes LDW more resistant to interference from outside environment;
  • Fine-tune LDW warning threshold for false alert mitigation
• Arbitration developed for scenarios with multiple potential threats (- another level of the Integration of the IVBSS Program)
  • Globally prioritized warnings;
  • Rule-based approach;
  • False/unnecessary alert management (major effort during the Phase 1 Extension)
    • Suppression on consecutive alerts of the same type within a short amount of time;
    • Suppression on alerts at low speed;
• Driver-Vehicle-Interface (DVI) designed and integrated
  • Commercial hardware with IVBSS features
  • The three functionalities are integrated;
  • At most one auditory alert to the driver at any moment;
  • Multi-level: Visual + audible;
  • Directional: central + side
• Revisit the sound choice
  • Based on driver feedback through pilot testing and verification testing
  • Major effort during the Phase 1 Extension

Configuration Change Control

• Version Identification
  • Each sub-system has an associated version number
  • Version numbers are collected by the Data Acquisition System (DAS) throughout all the testing
  • Software version control through StarTeam
• Change control:
  • Since the first verification test, all the changes have been reviewed by US DOT.
  • Software testing:
    • Offline testing through previous data;
    • Real-time testing on the road.
  • Full documentation of major software changes provided via release notes to US DOT.

Phase II Development Plans

• Continue migration to International 8600/TranStar platform (“Gold” Vehicle/FOT Vehicles);
• Upgrade LCM to accommodate different type of ConWay trailers (different trailer axle radar reflections);
• Adjust lateral drift system to allow drivers’ technique of going wide in curves with tractor to maintain lane position with trailer(s);
• Complete FOT DAS development;
• Add diagnostic information into Driver-Vehicle-Interface (DVI).

Phase II FOT Readiness

• Conway has submitted a letter to International (intent to buy)
• Fleet vehicle build (FOT1 thru FOT10):
  • Manufactured: Garland, TX
  • International (Fort Wayne): Checkout & Truck S/W Programming
  • Eaton/UMTRI (Michigan): Upfit of Sensors & Data system
  • International provides support/observation
• Fleet vehicles move into service directly with FOT to follow (with Conway coordination)