VALSE- validation of safety-related driver assistance systems

Abstract

Advanced Driver Assistance Systems (ADAS) support the liiiver in his skiving task. Such systems include the warning of the &her in critical situations LIS well LIS the support of the driver in the longitudinal and lateral control of the vehicle. Established assistance systems like anti-lock goal of the project presented here is the realization of a Hardware in the Loop (EL) platform that enables the

Hardware‐in‐the‐Loop Simulations

“…This involves implementing a model of the desired controller in a prototype vehicle for the purpose of rapid proof-of-concept, controller testing, and parameter adjustments. Next, the hardware controller can be tested in a HIL simulation for its real-time behaviour [27]. This limited HIL setup can gradually be extended to include other modules, as the integration of the vehicle progresses.…”

“…This limited HIL setup can gradually be extended to include other modules, as the integration of the vehicle progresses. For instance, ADAS controllers can be tested in a HIL simulation with real actuators [27] and real sensors [28], where all other components are simulated. However, a complex interface between the simulated environment and the real sensor is necessary to generate a sensor signal.…”

“…obstacle position) of the vehicles involved in the test. In addition, these tests are often expensive, unsafe, time consuming, and heavily dependent on weather conditions [19,27]. In the next section we therefore propose a solution to combine the advantages of HIL simulations with the representativeness of test drives, by extending the HIL environment from vehicle level to the traffic level, as indicated in figure 4.…”

“…Control law (27) is tested for the traffic scenario of figure 10: the ACC-equipped vehicle 2 drives on the middle lane when suddenly another vehicle 1 cuts in from the right lane at a lower speed (v r < 0 and e x > 0). This happens at t = 22.9 s, which can be seen from the range x r and angle φ to the target in figure 11.…”

“…As soon as the radar sensor on vehicle 2 detects the obstacle in its lane (i.e. φ ≈ 0), (27) gives a d < 0 and the ACC activates the brake system at t = 25.3 s. Vehicle 3 stays on the right lane and is used to test the ability of the radar to distinguish between important and irrelevant targets in the traffic environment (i.e. vehicle 3 should not be considered a target).…”