Light detection and ranging (LiDAR) are fundamental sensors that help driving tasks for autonomous driving at various levels. Commercially available systems come in different specialized design schemes and involve plenty of specifications. In the literature, there are insufficient representations of the technical requirements for LiDAR systems in the automotive context, such as range, detection quality, resolving power, field of view, and eye safety. For this reason, the requirements above require to be derived based on ADAS functions. The requirements for various key LiDAR metrics, including detection range, field of view, angular resolution, and laser safety, are analyzed in this paper. LiDAR systems are available with various radiation patterns that significantly impact on detection range. Therefore, the detection range under various radiation patterns is firstly investigated in this paper. Based on ADAS functions, the required detection range and field of view for LiDAR systems are examined, taking into account various travel speeds to avoid collision and the coverage of the entire lane width. Furthermore, the angular resolution limits are obtained utilizing the KITTI dataset and exemplary 3D detection algorithms. Finally, the maximum detection ranges for the different radiation patterns are compared under the consideration of derived requirements and laser safety.

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With regard to autonomous driving, on-road projections cannot only be used for communication with the driver but also with other road users. Our study aims to investigate the distraction potential for other road users when on-road projections (e.g., for driver assistance) are used to communicate with the driver of the projecting vehicle. We perform this investigation in a blind study with 38 test persons who are overtaken six times on a constant motorway section by the projection vehicle. The distraction potential is examined with an eye-tracking system, which detects the direction of the subjects’ gaze. In addition, the subjects’ physiological perception of the headlight projection is recorded with a questionnaire afterward. Several test subjects looked at the projection for less than one second, which is well below the critical threshold for the distraction of 1.6 s. In the interviews, on the other hand, only one of the 38 test persons stated that a projection on the road was recognized. For the examined scenario, it is therefore deduced that on-road projections with the selected symbol shape and brightness do not lead to critical distraction.

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