System Architectures for Automated Vehicle Guidance Concepts
Vehicle automation features are becoming more and more important in the field of advanced driver assistance systems in order to increase the vehicle’s safety, comfort and economy. However, a possible risk involved with this development is to simply add ve
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System Architectures for Automated Vehicle Guidance Concepts Felix Lotz
3.1 Introduction and Motivation Analyzing the current landscape of automotive engineering and the respective research domains leads to the conclusion that vehicle automation is becoming a key technology for the near future. A large part of today’s automotive innovation derives from advanced driver assistance systems (ADAS) which are being developed essentially to make driving safer, more comfortable and economically more efficient. The state of technology counts about 60 available assistance systems for passenger vehicles which help to prevent traffic accidents from happening (Barrios et al. 2007, pp. 9–12). To enable this large number of assistance functionalities, modern cars contain up to 80 electronic control units (ECUs) and a variety of network platforms (Broy et al. 2006, p. V). Furthermore, when looking at an ADAS-Roadmap (Winner and Weitzel 2012, p. 666) it can be assumed that the number of assistance functionalities will increase even more in the future, and will most likely lead to more and more complex systems. The situation is becoming increasingly complicated because of the rising number of manufacturer vehicle models, platforms and powertrain concepts, including different engines and their degree of electrification, in order to fill market gaps and satisfy customer demands for individualization and individual mobilization. Faced with this variety and complexity in automotive systems design, the engineer and system architect have to deal with challenging problems which cannot be solved through the linear addition of functionalities and control units into already existing architectures, and this not only because of hardware packaging problems (Reichart and Bielefeld 2012, p. 84). The functional variation and diversity mean that the time and effort of system application as well as the costs of corresponding testing and validation will probably increase and can lead to an uneconomical development F. Lotz (B) Institute of Automotive Engineering, Technische Universität Darmstadt, Petersenstraße 30, 64287 Darmstadt, Germany e-mail: [email protected] M. Maurer and H. Winner (eds.), Automotive Systems Engineering, DOI: 10.1007/978-3-642-36455-6_3, © Springer-Verlag Berlin Heidelberg 2013
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process. Another aspect is the risk of the visual and mental overload of the driver, who has to interact with and know the system boundaries of the individual assistance systems (Kauer et al. 2010, p. 1214). From a functional viewpoint, a higher grade of vehicle automation opens the opportunity to incorporate existing systems into an integrated, functionally combined assistance approach and hence provides a possible solution to the problems described above. Presently, many research projects initiated by industry, academia and also the military concern the development of semi- and fully automated driving (cf. Sect. 3.3.1). The latter, often also referred to as autonomous driving, has to address extensive technical and social requ
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