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www.us-tech.com
October, 2016
Autonomous Driving: Getting it Right T
By Tamara Drexler, Rutronik Elektronische Bauelemente GmbH
he key to securing the accept- ance of autonomous vehicles lies in guaranteeing their safe-
ty. This includes data security, pro- tecting against attacks and against the disclosure of confidential data, such as motion profiles, and ensuring the quality of data stored in the vehi- cle. Along with this is the functional safety inside the vehicle as well as the need to protect against failures of individual systems. The latest ADAS (advanced
driver assistance systems) can almost do it all. From staying on track and driving in traffic jams, to automated parking, these driving systems are well on their way to tak- ing over the majority of a driver’s tasks. Automotive companies must not take their collective foot off the gas pedal: German companies such as BMW and Porsche have developed vehicles that already have a number of automated features. In hot pur- suit, however, are American enter- prises, including Google and Tesla, that occupy strong positions in digi- tal components, networking tech- nologies and the big-data business models needed to make automated driving a widespread reality.
Components for ADAS Sensors, radar/LiDAR and cam-
eras play a key role in the implemen- tation of ADAS. Pressure sensors monitor the condition of the tires, brightness sensors control the head-
lamps, and wheel speed sensors enable the ABS function. Ultrasonic sensors measure the distance to cars
gers illuminated and audible signals. For example, a lane departure warning system contains a camera
driver can react quickly. Some mod- els even use an electric servo motor that corrects steering.
From Assistance to Autonomy Current ADAS are partially
Connected vehicles are now able to sense and react to their environments as well as each other.
in front, forming the basis by which vehicle speed is adjusted automati- cally to the flow of traffic. Cameras that recognize traffic signs ensure that the vehicle does not exceed the speed limit. The sensor data is processed by a micro-controller in the control unit, which transmits the cor- responding signals to the actuators, such as motors and valves, and trig-
system that films the vehicle’s sur- roundings. Software in the comput- ing unit processes the image data and defines the lane by its markings. Simultaneously, an angle detector measures the steering angle, which is also sent to the computing unit. If this data shows that the vehicle will depart from the lane, the control unit sends a signal to a motor that vibrates the steering wheel so the
autonomous, meaning that responsi- bility still remains with the driver. However, other developments are clearly focused on full automation. According to a classification issued by the Society of Automotive Engineers, this process has five levels. In levels 0 to 2, the human driver monitors the environment. From level 3 on, the automated system takes over this monitoring function, which then pass- es through the high automation of level 4 on its way to full automation in level 5. Full automation differs from the high level of automation in that all driving modes are continuously and autonomously executed at all times. The current vehicles are still at level 1 (driver assistance) or 2 (partial automation). Upcoming models are already at level 3 (conditional auto - mation). Each new level imposes addi- tional requirements on the electronic control units. Until now, the various assis-
tance systems have been largely implemented as separate solutions. They are only partially linked and are generally defined independently of one another. However, they must be networked for fully autonomous driving and the raw data from all sensors must be centrally processed.
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