Cooperative driving systems enable vehicles to adapt their motion to the surrounding trac situation by utilizing information communicated by other vehicles and infrastructure in the vicinity. How should these systems be designed and integrated into the modern automobile? What are the needed functions, key architectural elements and their relationships? We created a reference architecture that systematically answers these questions and validated it in real world usage scenarios. Key ndings concern required services and enabling them via the architecture. We present the reference architecture and discuss how it can inuence the design and implementation of such features in automotive systems.
As the Technology Readiness Levels (TRLs) of self-driving vehicles increase, it is necessary to investigate the Electrical/Electronic(E/E) system architectures for autonomous driving, beyond proof-of-concept prototypes. Relevant patterns and anti-patterns need to be raised into debate and documented. This paper presents the principal components needed in a functional architecture for autonomous driving, along with reasoning for how they should be distributed across the architecture. A functional architecture integrating all the concepts and reasoning is also presented.
Abstract-The first edition of the Grand Cooperative Driving Challenge (GCDC) was held in the Netherlands in May 2011. Nine international teams were competing in urban and highway platooning scenarios with prototype vehicles using cooperative adaptive cruise control. Team Scoop, a collaboration between KTH Royal Institute of Technology in Stockholm and Scania CV AB in Södertälje, participated in the GCDC with a Scania R-series tractor unit. This paper describes the development and design of team Scoop's prototype system for the GCDC. In particular we present considerations regarding system architecture, state estimation and sensor fusion, design and implementation of control algorithms and implementation issues regarding the wireless communication. The purpose of the paper is to give a broad overview of the different components that are needed to develop a cooperative driving system; from architectural design, workflow and functional requirements descriptions to the specific implementation of algorithms for state estimation and control. The approach is more pragmatic than scientific; it collects a number of existing technologies and gives an implementation oriented view of a cooperative vehicle. The main conclusion is that it is possible, with a modest effort, to design and implement a system that can function well in cooperation with other vehicles in realistic traffic scenarios.
With the advent of ISO 26262 there is an increased emphasis on top-down design in the automotive industry. While the standard delivers a best practice framework and a reference safety lifecycle, it lacks detailed requirements for its various constituent phases. The lack of guidance becomes especially evident for the reuse of legacy components and subsystems, the most common scenario in the cost-sensitive automotive domain, leaving vehicle architects and safety engineers to rely on experience without methodological support for their decisions. This poses particular challenges in the industry which is currently undergoing many significant changes due to new features like connectivity, servitization, electrification and automation. In this paper we focus on automated driving where multiple subsystems, both new and legacy, need to coordinate to realize a safety-critical function.This paper introduces a method to support consistent design of a work product required by ISO 26262, the Functional Safety Concept (FSC). The method arises from and addresses a need within the industry for architectural analysis, rationale management and reuse of legacy subsystems. The method makes use of an existing work product, the diagnostic specifications of a subsystem, to assist in performing a systematic assessment of the influence a human driver, in the design of the subsystem. The output of the method is a report with an abstraction level suitable for a vehicle architect, used as a basis for decisions related to the FSC such as generating a Preliminary Architecture (PA) and building up argumentation for verification of the FSC.The proposed method is tested in a safety-critical braking subsystem at one of the largest heavy vehicle manufacturers in Sweden, Scania C.V. AB. The results demonstrate the benefits of the method including (i) reuse of pre-existing work products, (ii) gathering requirements for automated driving functions while designing the PA and FSC, (iii) the parallelization of work across the organization on the basis of expertise, and (iv) the applicability of the method across all types of subsystems.
RQ: How can detailed domain specific information about legacy subsystems be best extracted from the platform for the purposes of design of the FSC?The paper addresses this question in two steps, first by defining heuristics to analyse the influence of human vehicle drivers (from here on abbreviated as "driver") on the subsystem, in the form of a structured method. The second step is to collect the information generated by the domain expert's application of the method in a subsystem report. The subsystem report serves as a basis for architects to make their decisions. The paper further applies this method as part of an industrial case study using one of the most critical subsystems in the vehicle, the service brakes, and demonstrates the effectiveness of the method in providing relevant critical information to the system architects.The method thus aims to provide a well-defined baseline of information from the platform, ab...
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