Integrations Demonstrator vehicle, application, infrastructure and communication integration

Transcription

1 MINIFAROS Small or medium-scale focused research project Integrations Demonstrator vehicle, application, infrastructure and communication integration Deliverable No. D6.3 Work package No. WP6 Integration Task No Coordinator Authors Dissemination Level Infrastructure and Communication Integration Vehicle Integration Adaptation of Applications Kay Fuerstenberg, SICK AG Malte Ahrholdt, VTEC Hui Zhong, VTEC Grant Grubb, VTEC Markus Boehning, SICK Kay Fuerstenberg, SICK Public Version No. 1.0 File Name D6.3_Integrations_v1.0.docx Issue Date December 03, 2012 Project start date and duration January 1, 2010, 36 Months

2 Executive Summary This document accompanies the prototype deliverable D6.3. It documents all the work done in Tasks , namely the vehicle integration, the infrastructure and communication integration, and the adaptation of demonstrator applications. To show the potential for automotive safety applications, a Laserscanner and all necessary components were integrated into a ŠKODA passenger car and a Volvo truck demonstrator. In addition to the hardware integration, the demonstrator applications were adapted to the Laserscanner measurement data and a human machine interface for suitable visual and acoustic warnings was implemented. Furthermore, an infrastructure installation of the Laserscanner was established to demonstrate its potential use for cooperative safety applications in the context of traffic monitoring and intersection surveillance. D6.3_Integrations_v1.0.docx SICK Page II of 28

3 List of Authors Name Markus Boehning Kay Fuerstenberg Malte Ahrholdt Hui Zhong Grant Grubb Company SICK SICK VTEC VTEC VTEC D6.3_Integrations_v1.0.docx SICK Page III of 28

4 Revision Log Version Date Reason Name and Company Document structure draft Markus Boehning, SICK Updated document structure Markus Boehning, SICK First input on application adaptation Markus Boehning, SICK Volvo demonstrator integration Hui Zhong, VTEC Malte Ahrholdt, VTEC ŠKODA demonstrator integration Markus Boehning, SICK Application adaptation Markus Boehning, SICK Infrastructure integration Markus Boehning, SICK Update on truck applications Grant Grubb, VTEC Update on infrastructure integration Markus Boehning, SICK Update of HMI screenshots Markus Boehning, SICK Harmonisation and finalisation Kay Fuerstenberg, SICK D6.3_Integrations_v1.0.docx SICK Page IV of 28

5 Table of Contents Executive Summary... II List of Authors... III Revision Log... IV Table of Contents... V 1 Introduction Vehicle integration ŠKODA demonstrator vehicle VTEC demonstrator vehicle Application adaptation Passenger car applications Safe distance application Pedestrian protection application Pre-crash application Truck applications ACC Stop-and-Go application Start Inhibit Application Right Turn Assistance Application Infrastructure System Summary and Conclusions Acknowledgements List of Abbreviations List of Figures List of Tables References D6.3_Integrations_v1.0.docx SICK Page V of 28

6 1 Introduction The project Low cost miniature Laserscanner for environmental perception,, is a sensor development project aimed at increasing the penetration of advanced driver assistance systems (ADAS), on the automotive market. The project vision is to have an accident-free traffic environment by the use of effective environment perception systems. Laser scanning is the predominant generic environment sensing technology. Poor human perception and assessment of traffic situations accounts for the largest amount of traffic accidents with fatal or severe injury outcome. Several safety functions are developed in order to prevent or mitigate many of these accidents. The system costs for these functions are often relatively high, and for this reason vehicles are rarely equipped with these systems, especially concerning small and medium sized cars as well as commercial vehicles. In order to develop the Laserscanner, the specifications of the Laserscanner itself but also for the demonstrator system have been derived in D4.1 [2] from the requirements defined within D3.1 [1]. This document describes and summarises the work done in Tasks , namely the vehicle integration, the infrastructure and communication integration, and the adaptation of demonstrator applications. D6.3_Integrations_v1.0.docx SICK Page 1 of 28

7 2 Vehicle integration The following sections contain a short description of the ŠKODA and VTEC demonstrator vehicles and the infrastructure system that will demonstrate the capabilities of the Laserscanner. 2.1 ŠKODA demonstrator vehicle The demonstrator vehicle of the project is a ŠKODA Octavia GreenLine Limousine as shown in Figure 1. This car belongs to the segment of compact vehicles currently almost untouched by ADAS. Figure 1: ŠKODA demonstrator vehicle. A Laserscanner is mounted at the front of the demonstrator using a two-frame mounting bracket, allowing for comfortable roll and pitch angle adjustment, as shown in Figure 2. This mounting position ensures a maximum field of view in front of the vehicle suitable for all demonstrator applications. Roll angle adjustment frame Pitch angle adjustment frame Figure 2: Laserscanner mounted at the front of the demonstrator vehicle. D6.3_Integrations_v1.0.docx SICK Page 2 of 28

8 Figure 3 illustrates the deployed components in a connection diagram. USB Camera Ethernet Port Ethernet Switch Application ECU WiFi Access Point WiFi Antenna GPS Receiver Laserscanner HMI Display HMI PC CAN Gateway In-car Speaker Tracking ECU Power Ethernet CAN USB Emergency Switch Power Supply Serial / Sync other Figure 3: ŠKODA demonstrator connection diagram. The trunk hosts most of the processing components, such as the Tracking and Classification ECU, the Application ECU, the CAN gateway, a Gigabit network router, the HMI PC and battery-protective power-supply for all components, as depicted in Figure 4. Ethernet Tracking& Classification ECU Application ECU CAN switch HMI PC WLAN Access Point DC/AC Converter Power Supply Figure 4: Deployed components in the trunk of the ŠKODA demonstrator. D6.3_Integrations_v1.0.docx SICK Page 3 of 28

9 The front passenger cabin of the ŠKODA demonstrator is shown in Figure 5. It hosts the HMI touch display for user input such as application selection and application output in terms of driver information and warning messages. It further contains the USB camera for logging and evaluation purposes. An emergency switch and an Ethernet port for easy access to all network components are installed in the centre console. Camera HMI Touch Display Figure 5: ŠKODA demonstrator front passenger cabin. D6.3_Integrations_v1.0.docx SICK Page 4 of 28

10 2.2 VTEC demonstrator vehicle The Volvo demonstrator is a FH12 rigid truck shown in Figure 6. The vehicle has been equipped with Laserscanner, several on-board processing units, HMI equipment and actuator control. Figure 6: Volvo demonstrator FH12 rigid truck. The Laserscanner is mounted at the lower right corner of the front of the truck as shown in Figure 7. This mounting position ensures that the sensor field of view can cover the near front and the right side blind spot areas as well as the longer range in the front. Figure 7: Laserscanner mounted on the Volvo truck demonstrator. D6.3_Integrations_v1.0.docx SICK Page 5 of 28

11 The HMI information is mainly communicated to the driver via the small display screen mounted on the dashboard at the right hand side of the driver. The display screen provides both HMI figures and audio messages depending on the application. Figure 8 shows the driver s view of the display screen. In addition, the vehicle control interface has been extended in order to enable sensor-controlled start-inhibit (preventing the demonstrator to start from stationary, refusing the driver acceleration input when an object is in front) and to use the longitudinal control interface to be used with the ACC S&G function. Figure 8: HMI display screen in the Volvo truck demonstrator. Figure 9 gives an overview on how the Volvo truck demonstrator is built up both from a communication interfaces and power supply point of view. Some of the components are placed in the left compartment under the driver seat. The other components are mounted in the small compartment inside the cabin. Laserscanner USB Camera Tracking ECU Driveline System Application ECU Brake System Development Display KVM Switch Vehicle Control ECU Power Ethernet CAN HMI Display / Speaker HMI PC USB Serial / Sync PS2/VGA/other Figure 9: Volvo truck demonstrator communication flow and power supply. D6.3_Integrations_v1.0.docx SICK Page 6 of 28

12 3 Application adaptation To demonstrate the potential of the Laserscanner in the automotive field, six applications were selected to be implemented and adapted to the provided sensor data. This chapter reviews the specified functionality of each demonstration application and explains implementation details. 3.1 Passenger car applications Safe distance application Description The safe distance application (SDA) is intended to support the driver in keeping a velocity-dependent temporal safe distance to the next vehicle ahead. This is achieved by determining the clearance (in time) to the vehicle driving ahead as illustrated in Figure 10. The user is able to set a personal safety threshold and if the clearance falls below this threshold, a warning is signalled. Figure 10: The safe distance application (SDA) continuously monitors the time gap to the vehicle ahead and warns the driver if it falls below the set safety threshold Implementation Trajectory Prediction The host vehicle s current trajectory can be projected with knowledge of current velocity and yaw rate, as illustrated in Figure 11. Figure 11: Trajectory prediction based on the host vehicle s velocity and yaw rate. Based on this trajectory and using the car s known dimensions, a driving tube can be projected, as depicted in Figure 12. Figure 12: Projected driving tube. D6.3_Integrations_v1.0.docx SICK Page 7 of 28

13 Object Selection The list of tracked and classified objects provided by the tracking and classification ECU is then filtered for classification (cars and trucks only), position (in projected driving tube) and heading (not driving towards the host vehicle). Out of the remaining objects, the closest to the host vehicle is selected as the principle other vehicle (POV). Clearance Calculation Based on the closest point of the object contour, the spatial distance between the POV and the host vehicle s front bumper is calculated. Subsequently, the temporal clearance to the POV is determined based on the host vehicle s current velocity. Figure 13 shows a top view on the scan points (red), the predicted driving tube (green lines), and the selected POV (green circle) along with its temporal (1.64 s) and spatial distance (22.93 m), as well as the object classification (Car). Figure 13: Predicted driving tube and time clearance to principle other vehicle (POV) for the Safe Distance Application. Warning Level Determination The temporal distance t DIST to the POV is compared to the warning threshold t SET ={1s, 2s, 3s} set by the driver, resulting in one of the warning levels listed in Table 1: Table 1: Warning Levels for the Safe Distance Application: Condition Warning Level no POV in driving tube 0 t DIST t SET t SET t DIST < t SET 2 t DIST < 0.5 t SET 3 HMI Communication The determined temporal distance to the POV, its classification as well as the corresponding warning level are communicated to the HMI PC via CAN, which in turn updates the HMI display accordingly, as depicted in Figure 14 (warning threshold of t SET = 3 seconds and warning level 2) and Figure 15 (warning level 3). The highest warning level also triggers an acoustic warning message. D6.3_Integrations_v1.0.docx SICK Page 8 of 28

14 Figure 14: HMI display for the Safe Distance Application, warning level 2. Figure 15: HMI display for the Safe Distance Application, warning level 3. D6.3_Integrations_v1.0.docx SICK Page 9 of 28

15 3.1.2 Pedestrian protection application Description The pedestrian protection application (PPA) is designed to avoid collisions with pedestrians by warning the driver or mitigate consequences for pedestrians being hit by passenger cars or trucks. The sensing system will detect, track and classify all pedestrians within close vicinity of the hostvehicle. In case one or more pedestrians enter the region of warning (ROW), as illustrated in Figure 16, a warning signal could be triggered and/or the brakes could be prefilled. If a pedestrian enters the region of no escape (RONE), the PPA could initiate final measures to minimise the severeness of the unavoidable impact of the pedestrian, e.g. by initiating a braking pulse, firing a pedestrian airbag or slightly lifting the hood of a passenger car. The shape of the region of warning (ROW) depends on the host-vehicle speed and yaw rate, while the region of no escape (RONE) additionally depends on the moving direction and the speed of the most relevant pedestrian in the ROW. Figure 16: The pedestrian protection application (PPA) tracks and classifies pedestrians and initiates measures for collision avoidance or mitigation of consequences Implementation Trajectory Prediction Based on the current driving tube (as determined in the SDA and PCA), both a larger region of interest (ROI) and a smaller region of warning (ROW) are calculated. The extensions of both regions are determined by two parameters: the longitudinal extension is given by the lookahead time t LA and the lateral extension by the assumed maximum velocity v P of a pedestrian perpendicularly crossing the host vehicle s driving tube. Figure 17 illustrates the two described regions: ROI in light green (t LA = 3 s, v P = 3 m/s) and ROW in yellow (t LA = 2 s, v P = 2 m/s). D6.3_Integrations_v1.0.docx SICK Page 10 of 28

16 Figure 17: Region of interest (ROI) in green and region of warning (ROW) in yellow for the pedestrian protection application. Object Verification and Selection Objects entering the ROI are analysed using leg pendulum analysis in order to reach sufficient pedestrian classification reliability when the object enters the ROW. Only confirmed pedestrians in the ROW are relevant for the Pedestrian Protection Application. Out of all confirmed pedestrians, the closest one is selected as the most relevant vulnerable road user (VRU). For this VRU, a region of no escape (RONE) is calculated based on the tracked velocity. Additionally, the spatial distance from the host vehicle to this VRU is determined based on the closest object contour point. Warning Level Determination The warning level is determined by the position of the most relevant VRU with respect to the ROW and the RONE, according to Table 2. Table 2: Warning Levels for the Pedestrian Protection Application: Condition Warning Level no VRU in ROW 0 VRU in ROW, but outside RONE 1 VRU in RONE 2 HMI Communication The spatial distance as well as the determined warning level are communicated to the HMI PC via CAN. Figure 18 shows the HMI display for warning level 1 a VRU was detected in the ROW. D6.3_Integrations_v1.0.docx SICK Page 11 of 28

17 Figure 18: HMI display for the Pedestrian Protection Application VRU in ROW. As soon as the pedestrian enters the RONE, the warning turns red (warning level 2), as shown in Figure 19. This warning level also triggers an acoustic warning message. Figure 19: HMI display for the Pedestrian Protection Application VRU in RONE. D6.3_Integrations_v1.0.docx SICK Page 12 of 28

18 3.1.3 Pre-crash application Description The pre-crash application (PCA) is designed to warn about imminent collisions with solid objects and to open the possibility of mitigating the consequences of the impact. For possible collision objects, it checks whether it is avoidable by either braking or steering manoeuvres, as sketched in Figure 20. Otherwise, it will signal an unavoidable collision. Figure 20: The pre-crash application (PCA) tests for the possibility for collision avoidance by braking and steering manoeuvres Implementation Trajectory Prediction Similar to the driving tube prediction for the SDA, three additional driving tubes are predicted: a braking tube inside the projected driving tube with maximum deceleration as well as a left and a right tube for maximum evasion manoeuvres to the left and to the right, as illustrated in Figure 21. The parameters for maximum deceleration and steering are adjustable to account for different tire and road conditions. Figure 21: Projected driving, braking and evasion tubes for the pre-crash application. D6.3_Integrations_v1.0.docx SICK Page 13 of 28

19 Collision Object Selection The list of tracked and classified objects provided by the tracking and classification ECU is then filtered for velocity (quasi-stationary objects only) and position (in projected driving tube). Out of the remaining objects, the closest to the host vehicle is selected as the most likely collision object. Time to Collision Calculation Similar to the temporal clearance in the SDA, the time to collision (TTC) to the selected object is determined using the closest point of the object s contour and the host vehicle s current velocity. Warning Level Determination The warning level is determined based on the position, dimension and orientation of the object with respect to the four projected driving tubes, according to Table 3. Table 3: Warning Levels for the Pre-Crash Application: Condition Warning Level no collision object in driving tube 0 collision object in driving tube, but outside braking tube collision object inside braking tube, but outside either evasion tube collision object inside braking tube and inside both evasion tubes 1 collision avoidable by braking 2 collision avoidable by steering 3 collision unavoidable Figure 22 shows a top view on the scan points (red), the predicted driving tube (green lines), the braking and evasion tubes (dark red lines), and the selected collision object (green circle) along with its projected time to collision (TTC = 1.63 s) and spatial distance (16.91 m). Figure 22: Driving, braking and evasion tubes for the pre-crash application. HMI Communication The predicted time to collision (TTC) with the selected collision object as well as the determined warning level are communicated to the HMI PC via CAN. Figure 23 shows the warning display for an imminent, unavoidable collision (warning level 3). This warning level also triggers an acoustic warning message. D6.3_Integrations_v1.0.docx SICK Page 14 of 28

20 Figure 23: HMI display for the pre-crash application before an unavoidable collision. When the pre-crash application detects a collision, it is also communicated to the HMI PC and a TTC graph is generated for post-crash analysis, as depicted in Figure 24. Figure 24: Post-crash analysis graph of the pre-crash application after a collision. D6.3_Integrations_v1.0.docx SICK Page 15 of 28

21 3.2 Truck applications ACC Stop-and-Go application The ACC Stop-and-Go application (S&G) handles longitudinal control of the vehicle to maintain a safe distance to other vehicles ahead. This involves automatic control of both the acceleration and braking of the truck. The function in addresses low speeds in dense traffic, down to a complete stop. The demonstrator truck is illustrated in such scenarios in Figure 25. Figure 25: Example of scenarios where the S&G function is intended to assist the driver. The speed and acceleration of the host vehicle when S&G is active is determined by the distance and speed of the target vehicle in front, as measured by the Laserscanner. Figure 26 shows a schematic view of the application sensor coverage area. Figure 26: ACC Stop-and-Go application. Case vehicle speed is adapted to vehicles in front. The ACC S&G function is provided to the driver as a 3-state system: Manual, ACC, and S&G. These states are described in the following: 1. Manual: In this state, the driver has complete control over the vehicle and no assistance is provided. 2. ACC: In this state, the driver defines a set speed that he would like to maintain. The system will then adjust the speed automatically (i.e. slow down) if a slower target vehicle is detected in front of the truck. However, the system will not go below 10 km/h. Below such a speed, the driver needs to take over control. 3. S&G: In this state, the system will automatically adjust the host vehicle s speed according to the speed of the vehicle ahead, even down to a complete stop. It is a prerequisite to have a target vehicle before this state can be entered. D6.3_Integrations_v1.0.docx SICK Page 16 of 28

22 The HMI for the ACC S&G function is shown in Figure 27. In this figure, the three states are clearly defined, as well as the presence of a target vehicle. Figure 27: HMI for the S&G function, showing the 3 states (Manual, ACC, AQuA = Automated Queue Assist in Stop & Go) The system also contains a Minimum Risk State which can occur when the system previously was in S&G and the target vehicle disappears from the field of view of the sensor. The Minimum Risk State ensures the host vehicle behaves in a safe way, which is handled in two ways: If the host vehicle is stationary when the target vehicle disappears, the Minimum Risk State is to not accelerate and hand over control to the driver. If the host vehicle is already travelling with some speed when the target disappears, the Minimum Risk State is to go into ACC only mode and accelerate up to the set ACC speed Start Inhibit Application The start inhibit application (SIA) prevents the driver from taking off from stationary when there are road users or other objects detected close in front of the vehicle. The system actually prevents the vehicle from accelerating. An acoustic warning also is given so the driver understands why the vehicle is not responding to the acceleration command. The blind spot areas of the car can reach up to 5 meters in front and the complete vehicle width and some extra distance to the sides should be covered by the Laserscanner. Figure 28 shows the sensor coverage needed for the start inhibit application. Figure 28: The start inhibit application. Warnings occur for VRUs and objects in the red area. D6.3_Integrations_v1.0.docx SICK Page 17 of 28

23 Start Inhibit warning is only active when an object is detected in the defined warning area or an object is about to cross the warning area. The warning area is narrower and closer than the needed coverage area in Figure 28. It overlaps the predicted vehicle path which is calculated from both steering wheel angle and vehicle geometry such as vehicle width and wheel base. The application provides two levels of warning. The first one is to inform the driver that a warning object is detected while the vehicle is stationary and either parking brake or pedal brake is applied. The HMI design is shown in Figure 29, the same as in Figure 8 on the small screen in front of the driver. Figure 29: HMI design for Start Inhibit, first level of warning The second level of warning combines warning sound and HMI display with vehicle control by ignoring the acceleration pedal and automatically applying slight brake to prevent any movement of the vehicle. The HMI display switches to a red colour with corresponding text for the driver as shown in Figure 30. The activated start inhibit can be overridden: if the driver presses the override button and then steps on the brake pedal, it is possible to take off again. Figure 30: HMI design for Start Inhibit, second level of warning Figure 8 (in Section 2.2) shows the situation were an obstacle (in this case a car) is detected in front of the host vehicle and the start inhibit function is active. Start inhibit is extended to handle low speed scenarios as well. Considering the short distance of the front blind spot, the vehicle speed has to be lower than 10 km/h in order for the driver to have time to react to the HMI warning. The same message of a detected object as in Figure 29 is displayed. At the same time, a warning sound is used to quickly get the driver s attention. D6.3_Integrations_v1.0.docx SICK Page 18 of 28

24 3.2.3 Right Turn Assistance Application The right turn assistance application (RTA) focuses on accidents with vulnerable road users such as cyclists and pedestrians in a right turn scenario. Pedestrians crossing the road while the case vehicle is turning should be detected to avoid a crash in front of the vehicle. Also VRUs at the right side close to the case vehicle should be detected to avoid a crash when the truck moves laterally to the right during the turn. Both areas may contain blind spots and are out of direct view for the driver. Figure 31 shows the sensor coverage for the right turn assistance. Figure 31: The right turn assistance application. The warning will occur for VRUs and objects in the red area. D6.3_Integrations_v1.0.docx SICK Page 19 of 28

25 4 Infrastructure System The infrastructure system demonstrates the cooperative capabilities of the Laserscanner at an intersection. Thus, a Laserscanner prototype was mounted to a street light pole at an intersection in Hamburg, Germany (close to the SICK premises), adjusted to monitor a nearby pedestrian crossing. The hardware architecture of the intersection surveillance system is depicted in Figure 32. Laserscanner Ethernet Ethernet data processing ECU Ethernet wireless communication unit Laserscanner Figure 32: Hardware architecture of the intersection surveillance system. Figure 33 illustrates the Laserscanner installation with its field of view (red semitransparent plane) and shows the monitored pedestrian crossing at the intersection. Figure 33: Laserscanner installation at the road side, monitoring the pedestrian crossing. The white arrow marks the mounting position while the red area indicates the cross section which is monitored by the Laserscanner. D6.3_Integrations_v1.0.docx SICK Page 20 of 28

26 The Laserscanner was mounted to a street light pole close to the pedestrian crossing at the monitored intersection. Figure 34 shows a photo of the mounted sensor, together with two SICK industrial Laserscanners (LMS-151 in the middle, LMS-511 at the bottom). Figure 34: Installation of Laserscanners on a street light pole: Laserscanner (top), SICK LMS-151 (middle), SICK LMS-511 (bottom). The data processing ECU was installed in an electrical distribution box directly at the intersection. As shown in Figure 35. Figure 35: Installation of the processing ECU A 5 GHz wireless communication link was established to transmit the timestamped measurement data. D6.3_Integrations_v1.0.docx SICK Page 21 of 28

27 5 Summary and Conclusions This document describes and summarises the work done in Tasks , namely the vehicle integration, the infrastructure and communication integration, and the adaptation of demonstrator applications. Three Laserscanner prototypes were integrated in the following three demonstration environments: a ŠKODA passenger car demonstrator, a Volvo truck demonstrator and an intersection in Hamburg for monitoring a pedestrian crossing at an intersection. All the necessary components of the respective hardware architectures were successfully installed and tested. The demonstration applications for both the passenger car and the truck have been adapted to the Laserscanner and the HMI software for both demonstrators was implemented to realise the required visual and acoustic warnings. D6.3_Integrations_v1.0.docx SICK Page 22 of 28

28 6 Acknowledgements The research project is part of the 7 th Framework Programme, funded by the European Commission. The partners of the consortium thank the European Commission for supporting the work of this project. D6.3_Integrations_v1.0.docx SICK Page 23 of 28

29 List of Abbreviations ACC ACC S&G ADAS AQuA CAN ECU HMI KVM PCA POV PPA ROI RONE ROW RTA SDA SIA TTC USB VGA VRU adaptive cruise control adaptive cruise control with stop & go advanced driver assistance system automated queue assist controller area network electronic control unit human-machine-interface keyboard, video and mouse pre-crash application principle other vehicle pedestrian protection application region of interest region of no escape region of warning right turn assistance application safe distance application Start inhibit application time to collision universal serial bus video graphics adapter vulnerable road user D6.3_Integrations_v1.0.docx SICK Page 24 of 28

30 List of Figures Figure 1: ŠKODA demonstrator vehicle....2 Figure 2: Laserscanner mounted at the front of the demonstrator vehicle....2 Figure 3: ŠKODA demonstrator connection diagram...3 Figure 4: Deployed components in the trunk of the ŠKODA demonstrator....3 Figure 5: ŠKODA demonstrator front passenger cabin....4 Figure 6: Volvo demonstrator FH12 rigid truck....5 Figure 7: Laserscanner mounted on the Volvo truck demonstrator....5 Figure 8: HMI display screen in the Volvo truck demonstrator....6 Figure 9: Volvo truck demonstrator communication flow and power supply....6 Figure 10: The safe distance application (SDA) continuously monitors the time gap to the vehicle ahead and warns the driver if it falls below the set safety threshold....7 Figure 11: Trajectory prediction based on the host vehicle s velocity and yaw rate....7 Figure 12: Projected driving tube....7 Figure 13: Predicted driving tube and time clearance to principle other vehicle (POV) for the Safe Distance Application....8 Figure 14: HMI display for the Safe Distance Application, warning level Figure 15: HMI display for the Safe Distance Application, warning level Figure 16: The pedestrian protection application (PPA) tracks and classifies pedestrians and initiates measures for collision avoidance or mitigation of consequences Figure 17: Region of interest (ROI) in green and region of warning (ROW) in yellow for the pedestrian protection application Figure 18: HMI display for the Pedestrian Protection Application VRU in ROW Figure 19: HMI display for the Pedestrian Protection Application VRU in RONE Figure 20: The pre-crash application (PCA) tests for the possibility for collision avoidance by braking and steering manoeuvres Figure 21: Projected driving, braking and evasion tubes for the pre-crash application Figure 22: Driving, braking and evasion tubes for the pre-crash application Figure 23: HMI display for the pre-crash application before an unavoidable collision Figure 24: Post-crash analysis graph of the pre-crash application after a collision Figure 25: Example of scenarios where the S&G function is intended to assist the driver Figure 26: ACC Stop-and-Go application. Case vehicle speed is adapted to vehicles in front Figure 27: HMI for the S&G function, showing the 3 states (Manual, ACC, AQuA = Automated Queue Assist in Stop & Go) Figure 28: The start inhibit application. Warnings occur for VRUs and objects in the red area Figure 29: HMI design for Start Inhibit, first level of warning Figure 30: HMI design for Start Inhibit, second level of warning Figure 31: The right turn assistance application. The warning will occur for VRUs and objects in the red area Figure 32: Hardware architecture of the intersection surveillance system Figure 33: Laserscanner installation at the road side, monitoring the pedestrian crossing. The white arrow marks the mounting position while the red area indicates the cross section which is monitored by the Laserscanner D6.3_Integrations_v1.0.docx SICK Page 25 of 28

31 Figure 34: Installation of Laserscanners on a street light pole: Laserscanner (top), SICK LMS-151 (middle), SICK LMS-511 (bottom) Figure 35: Installation of the processing ECU D6.3_Integrations_v1.0.docx SICK Page 26 of 28

32 List of Tables Table 1: Warning Levels for the Safe Distance Application:...8 Table 2: Warning Levels for the Pedestrian Protection Application: Table 3: Warning Levels for the Pre-Crash Application: D6.3_Integrations_v1.0.docx SICK Page 27 of 28

33 References [1] : D3.1 User needs and operational requirements for assistance system, [2] : D4.1 Specification and Architecture, D6.3_Integrations_v1.0.docx SICK Page 28 of 28