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Über dieses Buch

Der inhaltliche Schwerpunkt des Tagungsbands zur ATZlive-Veranstaltung " Fahrerassistenzsysteme 2016" liegt auf der noch vergleichsweise wenig ausgeprägten Disziplin IT-Security im und um das vernetzte Fahrzeug. Die Tagung ist eine unverzichtbare Plattform für den Wissens- und Gedankenaustausch von Forschern und Entwicklern aller Unternehmen und Institutionen, die dieses Ziel verfolgen.

Inhaltsverzeichnis

Frontmatter

Towards a new mobility – the driver becomes the passenger

Mobility patterns are changing. The trends we perceive indicate that a completely new understanding of mobility is coming up. The role of the driver within individual mobility is particularly affected. We can imagine that in the future, in certain situations, the car will take over the “driving seat” and the driver will enjoy the ride as a passenger. This is the vision of automated driving that Bosch aims to make a reality.

Gerhard Steiger

How much automation do we really need?

Nowadays many OEMs equip their cars with Advanced Driver Assistance System (ADAS) functions (see figure 1) which assist the driver e.g. to stay in the lane, keep an appropriate distance to the vehicle in front or identify if someone is driving in the driver’s blind spot. These functions have a mere informative character or only affect a single task in the driving process within comfort boundaries. Moreover, the driver is always able to overrule them.

Karl-Heinz Glander, Lex van Rooij

Influence of Advanced Driver Assistance Systems (ADAS) on damages and repair costs

Over the last years, ADAS fitment on vehicles highly increased. ADAS functionalities base on surround sensors such as RADAR, LIDAR, Video, infrared, and ultrasonic. But, for various reasons, sensor abilities to sense and interpret the surroundings can get lost about the lifetime of cars. Possible causes are ageing, fault, disassembly respectively assembly of sensors without adjustment, and collision.

Helge Kiebach, Gerald-Alexander Beese

Zukünftige Tests von Fahrerassistenzsystemen im Verbraucherschutz

von der Unfallforschung bis zum Test

Introduction ADACEurope‘s biggest automobile club. 19,2 mio members [02/2016]ADAC Technik Zentrum - Landsberg am Lech; since 1997Testlab for european automobile clubsDevelopment of new consumer protection tests

Andreas Rigling

Key component dynamic motion controller – longitudinal and lateral vehicle control for automated driving functions

Automated driving not only represents the next step in the evolution of technology, it also provides added value in various ways, especially for the driver. Therefore the Continental strategy aims at automated driving to provide the driver additional benefits regarding relaxation, more time, enhanced safety and greater comfort and convenience. The development focuses on the way towards the vision of achieving zero accidents. Different use-cases like Traffic Jam Assist which supports the driver in dense traffic situations or Remote Garage Parking which allows the driver to delegate the maneuvering within private property to the vehicle are conceivable.

Benjamin Jüstel, Ulrich Stöckmann

Next generation Opel Eye – mono-camera-based emergency braking assistant systems

Collision avoidance and impact mitigation functions for longitudinal traffic are playing a major role in the strategies to reduce accidents in public traffic. The potential of those assistant systems is already honored by the EuroNCAP consortium. Warning and autonomous braking features can contribute partial points to the overall vehicle star-rating [2].

Gernot Wiese, Alexander Weitzel, Angelo Raczek

Stress-free parking – thanks to a personal parking assistant

Valet parking is a service that relieves the driver of the bother of finding a parking space. Originally appropriate personnel (a valet) took over the vehicle, e.g. in front of a car park, hotel or at a restaurant and parked the vehicle. When the vehicle user wanted to resume his trip, the vehicle was turned over to him at a defined location.

Heiko Herchet, Elina Schäfer, Alexander Süssemilch

Impact of demonstrated remote attacks on security of connected vehicles

The recent [3] successful attack on a current connected car has proven the practicability of remote attacks on connected vehicles. It is no longer a theory that can be dismissed or ignored in the development of automotive systems. The effort involved was not beyond what is to be expected for some attackers with a strong motivation.

Markus Ihle, Benjamin Glas

Auto update – safe and secure over-the-air (SOTA) software update for advanced driving assistance systems

From the outside, today’s cars do not differ too much from 1990’s models. Under the hood, however, a real revolution has taken place – not just with respect to safety and environmental aspects. Software-based Electronic Control Units (ECUs) in today’s vehicles have taken the places of nearly all mechanical steering components and made a huge leap in convenience and cost efficiency possible.

Markus Koegel, Marko Wolf

Multi-functional open-source simulation platform for development and functional validation of ADAS and automated driving

In modern vehicles, Advanced Driver Assistance Systems (ADAS) and automated driving functions are increasingly playing the role of a co-pilot, supporting the driver in complex or dangerous situations by applying preventive strategies.4 These strategies include warnings, enhanced braking assistance, and automatic interventions to increase road safety. As discussed in [2], these strategies can help to avoid collisions, or – in case of inevitable accidents – mitigate injury severity.

Lei Wang, Timo Vogt, Jan Dobberstein, Jörg Bakker, Olaf Jung, Thomas Helmer, Ronald Kates

Integrated Tool Chain for Testing Safety-Critical Assistance Systems by Means of Simulation

European CommissionAutonomous emergency braking (AEB) and lane departure warning (LDW) mandated for commercial vehicles

Michael Beine, Claudia Hollmann, Gregor Hordys, Andre Rolfsmeier

Automated scenario generation for testing advanced driver assistance systems based on post-processed reference laser scanner data

Efficient testing of advanced driver assistance systems is a crucial element for guaranteeing the safe operation of such systems on the road. This paper presents the use of advanced perception systems for automated generation of simulated driving scenarios. The authors describe their progress in the fields of laser scanning processing for reference generation, for both relevant users and road information, and present the entire pipeline for constructing simulated virtual scenarios from real data that can be imported, manipulated and used within a virtual environment.

Andreas Wagener, Roman Katz

DNA forAutonomous Driving: Adapting Robot Architectures to AUTOSAR

Today’s driver assistance systems have come a long way from the introduction of the first parking aid and ESC developments in the 1990s [1]. Current-generation vehicles can follow cars, keep and even change lanes, brake automatically, and even become self-driving. But so far, each of these systems often takes care of only one single, rather simple, task: Lane keeping assistants aid by actively steering away from the lane mark-ings, adaptive cruise controls match the vehicle’s speed to that of the leading vehicle and keep the proper distance.

Björn Giesler

Fault-tolerant components for automatic driving automobiles – some basic structures and examples

Partially and highly automated driving automobiles are characterized by automatic controlled longitudinal and lateral movement and at least a reduced, permanent acting driver. This requires an increased supervision of all active systems and a fault-tolerant design of the safety-relevant components of the chassis and the powertrain.

Rolf Isermann

Deterministic architecture and middleware for domain control units and simplified integration process applied to ADAS

Modern cars offer an ever increasing number of electronic functions in all vehicle domains, like Advanced Driver Assistance Systems (ADAS), infotainment systems, vehicle dynamics systems and hybrid and electric drivetrains. In the past, each new customer function required yet another electronic control unit (ECU); due to cost, packaging, wiring and thermal constraints, this is not a suitable solution anymore. Today and even more so in the future we observe a trend towards modularization of automotive electronic systems and implementation of new customer functions by software only, effectively reducing the number of ECUs or at least not increasing it further.

Georg Niedrist

Optimized on human cognition – requirements and possibilities of digital exterior mirrors on commercial vehicles

Fig. 1 shows the field of view classes for a commercial vehicle. Six mirrors are currently required by law for commercial vehicles. These are the two main side view mirrors (Class II), two wide-angle side view mirrors (Class IV) as well as a close-proximity exterior mirror on the co-driver’s side (Class V) and a front view mirror (Class VI).

Albert Zaindl, Linus Bundschuh

Impact of driver assistance systems on future E/E architectures for commercial vehicles

New driver assistance systems on their way to automated driving are pushing the currently available E/E architectures to the limits. On the one hand, this applies to the domain and ECU topology, which will be extended by additional components, e.g., for environmental sensing, data processing, automated vehicle control and for the required surround view. On the other hand, redundant communication and system functions are necessary to ensure a “fail-degraded” or “fail-operational” system behavior. These redundancy requirements also apply to the vehicle power supply so that a redundant power supply is available to ensure that the braking system and steering system remain available even in the event of failure.This paper introduces an E/E architecture proposal for Commercial Vehicles (medium & heavy duty) which supports the automated driving functions such as Traffic Jam Pilot, Highway Pilot and Pairing/Platooning1 and discusses the necessary redundancy concepts for communication, system functions and power supply.Technological enablers for economic implementation of the necessary redundancies, as well as zone-based structures based on central communication backbones and energy backbones, are also proposed that offer potential for simplifying wiring harnesses available today.Since connecting the vehicle to the Internet and to other vehicles or to the vehicle environment is also part of automated driving systems, such as Pairing for instance, a multilevel security concept for automotive applications is also presented that secures the vehicle against external attacks and provides multi-level security to the functions and communication in the vehicle. The resulting structural requirements on E/E architectures are also represented.

Andreas Lapp, Thomas Thiel, Michael Schaffert

Tagungsbericht

Auf der 2. Internationalen ATZ- Fachtagung Fahrerassistenzsysteme trafen sich am 13. und 14. April über 200 Experten in Frankfurt am Main. Neben der Bandbreite aller relevanten Themen wie Märkte und Nutzer, Sensorik, Komponenten und E/E-Architekturen legte die von Etas und Continental unterstützte Tagung dieses Jahr einen Schwerpunkt auf die noch vergleichsweise wenig ausgeprägte Disziplin Automotive IT-Security im und um das vernetzte Fahrzeug.

Markus Schöttle
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