2008 SAE Show Automotive Lighting Technology, Human Factors in Driver Vision and Lighting, Integrated Active Safety April 29, 2008 TABLE OF CONTENTS EXECUTIVE SUMMARY .................................................................................................................................................. 4 About sessions ..................................................................................................................................... 4 About exhibitions ................................................................................................................................ 4 LIST OF THE MAIN LIGHTING PAPERS DESIGN CLAIMS AND TECHNICAL SOLUTION STEPS GENERATING THE WORLD FIRST FULL LED H­L 5 Michael Hamm, A.L. and Wofgang Huhn, Audi LED HEADLAMP DEVELOPMENT FOR MASS PRODUCTION ............................................................................... 8 Tetsuaki Inaba, Koito and Shinya Watanabe, Toyota and Yuji Yamada, Toyota REFLECTORS ONLY MODULES FOR AFS FUNCTIONS USING LEDS ................................................................ 10 Pierre Albou, Vanesa Sanchez, Valeo Lighting Systems RESOLVING COLOR BREAKUP OF PROJECTION­TYPE LED HEADLAMP BY USING A HYBRID LENS ... 12 Norifumi Kanai, Nalux PROGRESS ON MODULAR LED SOURCES FOR LED HEADLIGHTING ............................................................. 14 Josef Schug, Philips PERFORMANCE PARAMETERS FOR MULTI­FILAMENT HALOGEN LAMPS ................................................. 15 Thomas Tessnow, Osram Sylvania and Sascha Zelt, Osram INFLUENCE OF ALUMINUM COATING THICKNESS ON AUTOMOTIVE LAMPS ........................................... 16 Adam Vincens and Fadi Elkhatib, N.A.L. STYLING AND DESIGN – THE REAL DRIVING FORCES FOR LED TECHNOLOGY ......................................... 18 Detlev Decker, Hella FLEXIBLE SUBSTRATE OLED TECHNOLOGY AND ITS FUTURE POTENTIAL FOR AUTOMOTIVE LIGHTING ........................................................................................................................................................................ 20 Bart Terburg, GE Lighting GLARE FREE HEADLAMP – FIRST APPROACH AND SYSTEM DEFINITION ................................................. 24 Rainer Neumann, Visteon MARKET­WEIGHTED TRENDS IN THE DESIGN ATTRIBUTES OF HEADLAMPS IN THE US .................... 26 Brandon Schoettle, Michael Sivak, Naoko Takennobu, UMTRI © copyright drivingvisionnews.com | 2008 SAE Show TABLE OF CONTENTS LIGHT SIMULATIONS: CONTROLLING STRAY­LIGHT IN THE HEADLAMP ................................................. 22 Burghard Von Blanckenhagen, A.L. 2 LIST OF THE MAIN DRIVER ASSISTANCE PAPERS DEVELOPMENT OF LONG­RANGE SENSING ULTRASONIC SENSOR FOR AUTOMOTIVE APPLICATION.
........................................................................................................................................................................................... 27 Takafumi Kamemura, Ideo Takagi, Chinmoy Pal, Nissan Akira Ohsumi, Kyoto Institute of Technology OPTIMIZATION OF ALL­AROUND VIEW IMAGE QUALITY AND CAMERA CALIBRATION METHOD .... 28 Satoshi Chinomi, Masayasu Suzuki, Teruhisa Takano, Nissan Motor LONG RANGE RADAR SENSOR FOR HIGH­VOLUME DRIVER ASSISTANCE SYSTEMS MARKET ............ 30 Dirk Freundt, Bernhard Lucas, Robert Bosch GmbH A UNIFIED APPROACH TO FORWARD AND LANE­CHANGE COLLISION WARNING FOR DRIVER ASSISTANCE AND SITUATIONAL AWARENESS ................................................................................................... 31 Zvi Shiller, Ariel University Center Rajan Prasanna, Jeremy Salinger, G.M. FORWARD SENSING SYSTEM FOR LKS+ACC ........................................................................................................ 32 Ho Gi Jung, Yun Hee Lee, Pal Joo Yoon, Mando corporation Jaihie Kim, Yonsei University EMBEDDED PROCESSOR TOOL FOR DEVELOPMENT AND OPTIMIZATION OF DRIVER ASSISTANCE ALGORITHMS. ............................................................................................................................................................... 33 Zoran Nikolic, Brooke Williams, Texas Instruments © copyright drivingvisionnews.com | 2008 SAE Show 3 EXECUTIVE SUMMARY About sessions ƒ
Weak attendance compared to last years. A maximum of 120 people attended the sessions in 2008 compared with more than 200 people a few years ago. Attendance of car makers and suppliers, mainly from Europe, is decreasing year by year. Japan attendees now outnumber European representatives. ƒ
In Lighting, Sessions were focused to LED benefits, performances and Styling. No paper on Xenon or BiXenon systems. Very little information on AFS/bending light. The big 5 (A.L., Hella, Koito, Valeo and Visteon) presented only one lectures each ƒ
In Driving assistance, some appealing papers were presented, like the improvement of All‐around view image from Nissan and the trend to fusion LKS and ACC About exhibitions ƒ
Very few lighting and driver assistance suppliers are present. Only 2 booths are involved in Lighting and 3 booths in Driver assistance. ƒ
Docter Optics presents their lens innovations o
Camera: Elimination of reflections and veiling glare which cause a loss of signal quality Projector: Free form lens used on Hella LED headlights for Cadillac. ƒ
LucidDrive presents its standalone Night Driving Simulation which uses latest modern graphics hardware technology. ƒ
Continental presents a radar‐based distance control system, a camera‐based driver assistance systems and a Lane keeping system based on its specific camera technology. ƒ
Aisin presents an intelligent Parking Assist System jointly developed with Toyota, a DRL control system and a Driver Monitor System which detects driver facial’s direction for enhanced safe driving. ƒ
Hitachi stresses recognition of driving environment with radar, Image‐processing camera and navigation systems. © copyright drivingvisionnews.com | 2008 SAE Show Executive Summary o
4 DESIGN CLAIMS AND TECHNICAL SOLUTION STEPS GENERATING THE WORLD FIRST FULL LED H­L Michael Hamm, AL and Wolfgang Huhn, Audi 2008­01­0337 Headlamp of Audi R8 Optics Low Beam: One upper part and one lower reflector with 2x4 LED for spread, one central projector with 3x4 LED for hot spot. Appearance with a high‐tech effect. Totality provides 900 Lm and a maximum of 55Lx, according supplier road map. Challenge: To combine many components and to adjust several cut‐offs. HighBeam: 2 reflectors with 2x4 LED Challenge: Luminance of LED much lower than luminance of Xenon arc and alignment. © copyright drivingvisionnews.com | 2008 SAE Show Design Claims and technical Solution Steps generating the World First Full LED H‐L Dr Hamm, on the left, presents the main challenges of the Audi R8 LED H‐L. Dr Huhn, on the right, emphasizes some points related to the challenges of DRL about safety and consumption reduction. 5 T.I.:8LED. Challenge: As with all LED devices, it is to adjust thermal management. Assembling. Many components used and several cut‐offs to coordinate and adjust Challenge: Design and production process for a perfect alignment. Modular approach for each function in order to provide a better testing, release, assembly and service possibilities Thermics Fans to decrease hot areas, to improve condensation and to avoid high weight Challenge:Reliability DRL 24 LED, 15Lm each. Audi concept improves safety without increasing consumption (14W vs 300W halogen) About the T.I. visibility when DRL on, Dr Huhn presented a possible shift DRL to position light. This prospect faces steep challenge in GRE regulatory committee, however. Primary Optics:
Challenge: It is the thick light guide, a Efficient coupling and Lightcoupling
300mm long element in the headlamp Ö „quasi parallel“ light
that provides a 3‐dimensional appearance. The thick light guide technology allows an impression of a homogeneous luminance at far distance and an impression of more than 200 LED dots at close distance. Thick light guide:
3-d impression supported by
reflection
on bottom surface
© copyright drivingvisionnews.com | 2008 SAE Show Design Claims and technical Solution Steps generating the World First Full LED H‐L 6 In the picture, Dr Huhn explains DRL Benefit and the possibility to shift DRL to position light when T.I. is on Feedback from the Expert LED headlamp is considered the technology. Nevertheless, the presentation proves that if we want to have a breakthrough on the style like R8, the challenges of optics, electronics, thermics/condensation and assembling are not yet totally solved and we still need a few more years to have high volume cars with LED. The 2012 target date announced by Dr Huhn is a big challenge. © copyright drivingvisionnews.com | 2008 SAE Show 7 LED HEADLAMP DEVELOPMENT FOR MASS PRODUCTION Tetsuaki Inaba, Koito and Shinya Watanabe, Toyota and Yuji Yamada, Toyota 2008­01­0339 T. Inaba presents the technologies and the main challenges of the Toyota Lexus L600 LED headlamp. Only the Low beam uses LED sources and there are not specific DRL in the headlamp. Low Beam Thermics Fans are not used because reliability risks Challenge: To solve heat variation without fan, by using 2 heat sinks (one moving, one fix) and a heat pipe to move the heat from hot areas to cooler areas. The introduction of a heat pipe is described to gain 9° thermal decrease at 140°. Assembling The 3 projector modules and the reflector are adjusted with a difficult process on alignment of the multiple cut‐offs. Challenge: To define a design and a process to assure the alignment of 4 cut‐off. © copyright drivingvisionnews.com | 2008 SAE Show LED Headlamp Development for Mass production Low beam is obtained with three projector modules at the top, one for hot spot, one medium width, one wide and one LED reflector at the bottom, for a very wide light, like fog light. Challenge: No big innovation in optics but difficult to align the 4 cut‐off. 8 Feedback from the Expert LED Headlamp Development for Mass production Koito has done a very good and pragmatic job. The challenge was not as high as AL with Audi R8 because of no styling breakthrough and this is not a full AFS lamp, but Koito developed and produced the first LED low beam 2 years before competition. Koito solves the thermal issues with an innovative pipe, maybe a complex solution, and expects solving the alignment of the projector cut‐off. The performance of the product is not at the Xenon level but the challenge was more to start and to solve the LED issues more than to have better performances than Xenon. © copyright drivingvisionnews.com | 2008 SAE Show 9 REFLECTORS ONLY MODULES FOR AFS FUNCTIONS USING LEDS Pierre Albou, Vanesa Sanchez, Valeo Lighting Systems 2008­01­0341 Vanesa Sanchez
Vanesa Sanchez presents the XLED concept and the main challenges. The target of this concept is to obtain new styling appearance and to avoid moving parts ‐ Additional bending light, PBL concept Reflector Progressive Bending Light
Collecting
reflector
Light
source
Collecting
reflector
LED light
source
Image folder
mirror
H
Output
mirror
Output
mirror
α
Additional bending light, PLB concept Progressive Bending Light One PBL module consists on a LED located at the focus point of the ellipsoidal reflector which collects the light to reflect to a parabolic reflector. 3 PBL modules are used to give a dynamic movement depending of the curve radius © copyright drivingvisionnews.com | 2008 SAE Show Reflectors only Modules for AFS Functions using LEDs Image folder
mirror
10 ­ Motorway light Reflector Motorway
Output
mirror
Output
mirror
Source wavefront
Folding
mirror
Output wavefront
Protection plate
Light source
Shield
Actual
LED
Motorway light A reflector is used to give a very small vertical spread of the beam, less than 2° to complete the upper part of the cut‐off Feedback from the Expert It is an appealing concept to avoid moving parts and to present an innovative appearance. This solution can be also used with LED Low beam and LED High Beam. The driver can see the benefit and the concept could be used with high beam glare free. The challenge of the aligning different modules is moderately difficult. This concept is a little more expensive but with the cost reduction of LED, it could be an interesting possibility. © copyright drivingvisionnews.com | 2008 SAE Show Reflectors only Modules for AFS Functions using LEDs 11 RESOLVING COLOR BREAKUP OF PROJECTION­TYPE LED HEADLAMP BY USING A HYBRID LENS Norifumi Kanai, Nalux 2008­01­0342 Norifumi Nakai presents a technology to solve chromatic aberration in projector modules. The author explains why, chromatic aberration appears near the cut‐off and how we can measure and calculate this level of aberration or the degree of color breakup.
In a second part the author presents a Hybrid Lens which has a diffractive optical element (DOE) on an optical surface of a conventional lens. Norifumi Nakai Prototype demonstration © copyright drivingvisionnews.com | 2008 SAE Show Resolving Color Breakup of Projection‐type LED Headlamp by using a Hybrid Lens This technology can be applied only on plastic lenses, not possible with Halogen or Xenon (heat) and can be applied on LED 12 Some simple data explain the benefit of DOE: The difference of focal lengths between Red and Blue with a hybrid lens is only one tenth the difference with a conventional lens.. Because DOE decreases transmission efficiency, a partially Hybrid lens is designed with DOE only around the upper portion of the lens (height of DOE around R/2). The author announces a transmission comparable to that of the conventional lens. Feedback of the Expert Resolving Color Breakup of Projection‐type LED Headlamp by using a Hybrid Lens DOE is an interesting concept which dramatically reduces the chromatic aberrations. The proposal to use a part of the lens is also interesting because most of chromatic aberrations is coming from upper and lower part of the lens. This solution is much better than normally used which loose more than 10% of the flux Nevertheless, 2 points have to be confirmed: ƒ Cost increase of the technology ƒ Exact lost of transmission and exact aberration benefit of a hybrid surface. The projector module makers and the lens makers have to study and develop this concept © copyright drivingvisionnews.com | 2008 SAE Show 13 PROGRESS ON MODULAR LED SOURCES FOR LED HEADLIGHTING Josef Schug, Philip No paper Josef Shug from Philips gives a general presentation of LED with some benefits and challenges. Styling. The prime driver for LED adoption is styling. The author presents the different possibilities of styling impossible to design with conventional point sources, halogen or Xenon. Thermics The author present a module designed in 4 parts, ƒ LED with its support and the mechanical references ƒ Lens ƒ Support of the lens ƒ Radiator and the thermal challenges with interfaces, heat transport, Dissipation Feedback from the Expert Nothing is new. The author wants to give some general directions of design to the customers. Nevertheless Josef presented an interesting LED projector module assembled with only 4 components. © copyright drivingvisionnews.com | 2008 SAE Show Progress on Modular LED Sources for LED Headlighting Josef Shug
14 PERFORMANCE PARAMETERS FOR MULTI­FILAMENT HALOGEN LAMPS Thomas Tessnow, Osram Sylvania and Sascha Zelt, Osram 2008­01­0487 Thomas Tessnow presents the bulb technologies able to produce low beam and AFS functions at a low cost. The author explains how in a four pocket headlamp system, which uses H15 as the high beam and DRL function, the low beam could be paired with a bending beam and therefore offer an inexpensive solution for a halogen AFS system. He explains how, by selecting a larger bulb diameter and an appropriate AFS filament power, the necessary luminance can be achieved without compromising the thermal limits of the bulb. Thomas Tessnow ƒ
Two transversal additional filaments, one at the right of low beam filament, the second at the left. The left reflector and the right reflector would be the same. ƒ
One unique transversal additional filament. The left reflector would be designed to send light on the left and the right reflector to send light to the left Feedback from the Expert It is a good idea to dramatically decrease the cost of AFS function avoiding additional reflector or moving parts, optimizing the halogen cycle. Nevertheless, I can’t believe on good performances of AFS in comparison with current AFS light and I think this solution probably gives a degradation of low beam light. © copyright drivingvisionnews.com | 2008 SAE Show Performance Parameters for Multi‐Filament Halogen Lamps 2 possibilities are presented, the second with the favor of Osram: 15 INFLUENCE OF ALUMINUM COATING THICKNESS ON AUTOMOTIVE LAMPS Adam Vincens and Fadi Elkhatib, N.A.L. 2008­01­0488 Adams Vincens presents a general study about the influence of Aluminum coating thickness on reflectivity and temperature of the surface. 1st data: Coating thickness vs Opening area/depth. There is a linear relationship. If area/depth reduced by 2, coating reduced by 2 2nd data: Reflectivity vs Al thickness. The reflectivity increases with Al thickness. The increase is rapid up to 500A, slower from 800A 3rd data: Temperature vs Al coating. For thickness less than 600A, temperature shows a linear relationship with Al coating thickness. Greater than 600A, the temperature did not continue to decrease significantly. 4th data: Electric resistance vs coating thickness. The electric resistance of the coating varies with the thickness of. A sharp decline is seen in the resistance below the reflectivity threshold of 600A Conclusion: A thickness of 600A is the best compromise with reflectivity, temperature and cost. The minimum ration area/depth to achieve 600A is 8 cm2/cm © copyright drivingvisionnews.com | 2008 SAE Show Influence of Aluminum Coating Thickness on Automotive Lamps Adams Vincens
16 Feedback from the Expert Most of given information is known but the benefit of this conference is to present measured and calculated data about influence of the ratios Opening surface/depth, reflectivity/thickness temperature/thickness and resistance/thickness. Influence of Aluminum Coating Thickness on Automotive Lamps This data can provide a good tool for measurement and for specification on Al thickness and area/depth © copyright drivingvisionnews.com | 2008 SAE Show 17 STYLING AND DESIGN – THE REAL DRIVING FORCES FOR LED TECHNOLOGY Detlef Decker, Hella 2008­01­0490 Detlef Decker presents a general study on LED and explains how the wide range of variations in dimensioning can do a multitude of different styling possibilities to design engineers. He presents the different styling possibilities: ƒ
ƒ
ƒ
Signature lighting from light guide technologies. Technical accentuation with different concepts. Homogeneous illuminated areas with the “Light curtain” concept in a car to be unveiled at Mondial Paris in October 2008. Detlef Decker
The author also presents the variation of optical systems for LED applications: ƒ Lens, Fresnel, Direct emission ƒ Reflector, Reflector and lens ƒ Light guide and light curtain © copyright drivingvisionnews.com | 2008 SAE Show Styling and Design – The real Driving forces for LED Technology 18 At the end of the paper, Detlef presents the Cadillac LED headlamp and the future stylistic and performances possibilities. Feedback from the Expert Only one styling innovation presented: “Light curtain” which is a real styling breakthrough which could be used on rear and front lamp. This technology is going on the trend of car maker designers who search new optical system to enrich the headlamp. © copyright drivingvisionnews.com | 2008 SAE Show Styling and Design – The real Driving forces for LED Technology It is an interesting but general technical/marketing presentation of the possibilities of LED on signal and on main headlamp functions. 19 FLEXIBLE SUBSTRATE OLED TECHNOLOGY AND ITS FUTURE POTENTIAL FOR AUTOMOTIVE LIGHTING Bart Terburg, GE Lighting Bart Terburg Bart Terburg presents an update position of OLED technology. Solid State Lighting Technologies
Organic OLEDs
Inorganic LEDs
• High brightness point sources
• Spot lighting applications:
- flashlights,
- traffic lights,
- DRL,
- road Illumination devices
• Large area extended sources
• Diffuse lighting applications:
- backlights,
- signs,
- general illumination
- signal & marking?
• Like fluorescent light source
• Like filament light source
1
Key OLED Driver: Low Cost Potential
© copyright drivingvisionnews.com | 2008 SAE Show Flexible Substrate OLED Technology and its Future Potential for Automotive Lighting 20 The main advantages of OLED technology in automotive lighting is the possibility to produce a large illuminated surface area (compare fluorescent light source) but at lower cost and with better styling features. Last progress is decreased depth. Future possibility of “lighting wallpaper” and stable colour flexibility. OLED can offer a large panel of styling appearance for interior and exterior lighting. In 2008, Bart announce an efficiency of 10lm/watt with a target of 100Lm/watt in 2011 Feedback from the Expert Big improvement in life time span vs temperature opens the way to styling breakthrough in automotive lighting. © copyright drivingvisionnews.com | 2008 SAE Show Flexible Substrate OLED Technology and its Future Potential for Automotive Lighting OLED technology has no application in illumination functions because the low brightness. But there is a great benefit potential for interior lighting and also for exterior lighting functions like position light/side marker, and also in the future for turn indicators and Stop lamps. Integrate signage in glass with CHMSL will be also possible. 21 LIGHT SIMULATIONS: CONTROLLING STRAY­LIGHT IN THE HEADLAMP Burghard Von Blanckenhagen, A.L. 2008­01­0667 Burghard Von Blanckenhagen
Burghard Von Blanckenhagen presents a simulation of stray light (light which leaves the headlight in unwanted directions) in order to control during design phase the light above the cut‐off from 10° to 90°. Appearance if the strayed light as seen by an observer at h=15° and v=15°
© copyright drivingvisionnews.com | 2008 SAE Show Light Simulations: Controlling Stray‐Light in the Headlamp 22 The author explains the challenge to simulate stray light which exists in every headlamp. Schematic view of the critical light paths,
which contribute to stray­light 3 stray light sources are considered: 1. Direct light from the filament. 2. Light after reflection on the 2 faces of the external lens and then bezel or other part. 3. Light after reflection to the bezel or to any part of the headlamp. Backtracking of the critical rays
Feedback from the Expert
Most headlamp makers have today a stray light simulation protocol based on a specular reflection. The use of BRDF is not so easy but gives good results. I am surprise by the so good accuracy of simulation and the mere 10% error announced. Nevertheless, it is important for simulation to reproduce the main light spots. It is an excellent tool to convince the customer and its stylist and also to avoid some surprises when the first production samples arrive. © copyright drivingvisionnews.com | 2008 SAE Show Light Simulations: Controlling Stray‐Light in the Headlamp One important step for simulation is to characterize diffuse scattering surfaces with BRDF (Bidirectional Reflection Distribution Function) which depends on the incident direction of the light and on the scatter direction. 23 GLARE FREE HEADLAMP – FIRST APPROACH AND SYSTEM DEFINITION Rainer Neumann, Visteon2008­01­0668 Dr Neumann explains the great need of drivers to drive with high beam glare free. He reviews past efforts to reconcile glare control with high‐beam usage such as polarized light in 1960‐1970 timeframe when halogen arrived, then with UV light when HID arrived. He also explains why these failed because too much lost light. Dr Neumann System architecture
CAN
USB/RS232
CAN
ECU
LIN
3
Visualization
Customer Presentation
Data Logging
Debugging
2008 – 01 - 0668
© copyright drivingvisionnews.com | 2008 SAE Show Glare Free Headlamp – First Approach and System Definition 24 Now with the arrival of LED, it is a new interesting possibility with big chance to succeed because the technology is here with LED and with camera to detect the scenery in front of the vehicle. In a second part, Dr Neumann presents today’s situation with automatic low and high beam selection and the big benefit of this technology, permitting the driver to use high beam for longer time periods. Then, in the main part of his presentation, the author presents the different possibilities to obtain a glare free light with a camera and the corresponding software. He presents the “Glare free Cut‐off”, higher than Low beam cut‐off and motorway cut‐off. The benefit is a much better illumination on the left and the right without providing glare. Dr Neumann finishes his conference by considering some limits of the technology: ƒ
ƒ
ƒ
Cycles, Motorcycles, Pedestrians, cars with one failed light Weather conditions Regulations Dr Neumann considers this technology not yet mature because these different limits. “We will not see it in less than 10 years’ time”. It is an interesting and practical conference from an expert which presents the endless research of lighting suppliers to decrease glare. One important interrogation is to know if the high beam free of glare will be obtained by special shapes of the cut‐off or by a dynamic “black hole” in the direction of other drivers. With the arrival of LED, I am a little more optimistic and I consider we will see the first cars on the road with high beam free glare in less than 10 years. © copyright drivingvisionnews.com | 2008 SAE Show Glare Free Headlamp – First Approach and System Definition Feedback from the Expert 25 MARKET­WEIGHTED TRENDS IN THE DESIGN ATTRIBUTES OF HEADLAMPS IN THE US Brandon Schoettle, Michael Sivak, Naoko Takennobu, UMTRI 2008­01­0670 Brandon Schoettle provides various statistics about the lighting technologies used in US from a new survey conducted in 2007 after 1997, 2000 and 2004 surveys. Lightsources 9004 bulb not used anymore and 9006/9005 + H11/H13 represent more than 70% of the US light source market. 0ptics Clear lens almost represent the totality of the market (one third only 10 years ago) with 90% for reflectors and 10% for projectors. Aiming Mechanical aiming which represented 75% of US market 10 years ago doesn’t exist anymore and VOL/VOR share the market VOR holding 73%. Expert from feedback UMTRI have done a very good job to obtain a picture of lighting technologies used in US and we have to thank them and to help them in future such endeavours. This picture confirms that after big differences on lighting technologies between Europe/Japan until 1990 (Aerodynamics headlamp with 9004 bulbs after Sealed Beam), US is gradually going in the same technologic directions as Europe, with clear lens, projector modules and same bulbs as well as comparable aiming techniques. The US regulations are still an obstacle for identical technology but the US technologies are growing closer to Europe/Japan technologies. We can regret we have not such organization in Europe to manage statistics like UMTRI. © copyright drivingvisionnews.com | 2008 SAE Show Market‐Weighted Trends in the design Attributes of Headlamps in the US 26 DEVELOPMENT OF LONG­RANGE SENSING ULTRASONIC SENSOR FOR AUTOMOTIVE APPLICATION. Takafumi Kamemura, Ideo Takagi, Chinmoy Pal, Nissan Akira Ohsumi, Kyoto Institute of Technology 2008­01­0910 Short‐range sensors like cameras and radars have become essential components of safety systems and user‐friendly convenience systems, such as pre‐cash safety or parking assist systems. The paper presents an effective method of improving the maximum detection range of ultrasonic sensors. To improve the maximum detection range, the method of improving hardware was rejected because difficult automotive specifications and the method using signal processing was chosen. Usually, an automatic gain control circuit is employed to amplify the received signal from a long distance, but in this case disturbances are also amplified. Consequently, some effective signal processing procedure is needed to accomplish detection of the reflection signal masked by the noise. The application of a pseudo‐Wigner distribution and a maximum likelihood estimation method make it possible. As a result, this approach can extend the maximum detection range obtained with conventional ultrasonic by 2.5 times. To successfully implement in automotive applications, we have to test whether this method is applicable in real‐world situations involving various noisy reflected waves and relatively high‐
speed moving targets in real time. © copyright drivingvisionnews.com | 2008 SAE Show Development of Long‐Range Sensing Ultrasonic Sensor for Automotive Application. However, they are generally too expensive to implement on lower‐end vehicles at the opposite of lower cost sonar. 27 OPTIMIZATION OF ALL­AROUND VIEW IMAGE QUALITY AND CAMERA CALIBRATION METHOD Satoshi Chinomi, Masayasu Suzuki, Teruhisa Takano, Nissan Motor 2008­01­0665 Satoshi Chinomi
V irtualC am era
C am era
Virtual Camera (1) Virtual Camera (2) The “virtual view” is obtained from 4 cameras located at the front, at the rear, at the right side and at the left side of the car. © copyright drivingvisionnews.com | 2008 SAE Show Optimization of All‐around View Image Quality and Camera Calibration method Satoshi Chinomi, from Nissan describes the methods adopted to improve the image quality of the all‐around view system. An all‐around view system means the view from a virtual camera located 5 meters above the car. 28 The author explains how Nissan improved the main two issues: ƒ
ƒ
Partial decline in all­around view image quality It was shown that optimization of the camera parameters improved the quality of the overhead view with respect to reducing partial digital zooming. Camera calibration It was shown that a two‐dimensional calibration technique is capable of calibrating overhead views. The technique uses pixel shifting in the horizontal and vertical directions of a camera image and rotation of the image to approximate and correct the physical, three‐dimensional angle error of a camera. Camera calibration Feedback from the Expert The All‐around View Image debuted end 2007 on the Elgrand in Japan and on the 2008 Infiniti EX35 in US. The resulting view aids in parking and low‐speed maneuvers by reducing blind spots. The driver assistance breakthrough technology is still under improvement. Some interesting improvements are presented including the possibility for retailers to calibrate the 4 cameras. The virtual view is a very interesting concept which could replace the other views and which will be used by young people. © copyright drivingvisionnews.com | 2008 SAE Show Optimization of All‐around View Image Quality and Camera Calibration method 29 LONG RANGE RADAR SENSOR FOR HIGH­VOLUME DRIVER ASSISTANCE SYSTEMS MARKET Dirk Freundt, Bernhard Lucas, Robert Bosch GmbH 2008­01­0921 This paper covers the technical development of a long range radar sensor that can address the requirements for high performance systems as well as requirements for cost‐efficient sensor component. ƒ
Cost efficiency The cost efficiency encourage the application even in the lower class car degment ƒ
Performance The sensor allows the integration into advanced safety relevant systems ƒ
Reliability Standardized manufacturing processes guarantee a robust and reliable sensor The innovations are presented by the author as major breakthrough for the market penetration of radar based driver assistance systems. © copyright drivingvisionnews.com | 2008 SAE Show Long Range Radar Sensor for High‐Volume Driver Assistance Systems market This long range radar is characterized by 3 properties: 30 A UNIFIED APPROACH TO FORWARD AND LANE­
CHANGE COLLISION WARNING FOR DRIVER ASSISTANCE AND SITUATIONAL AWARENESS Zvi Shiller, Ariel University Center Rajan Prasanna, Jeremy Salinger, G.M. 2008‐01‐0204 These crashes account for about one third of all police reported crashes in US. This is a significant number of crashes that can be reduced by collision warning systems that account for the distance and speed of the neighboring vehicles. The authors present their development on a unified approach to collision warning due to in‐lane and neighboring traffic. This approach is based on the concept of velocity obstacles and is designed to alert the driver of a potential front collision and against attempting a dangerous lane change maneuver. The velocity obstacle takes into in account the vehicle shape, velocity and path curvature. A recent extension of the velocity obstacle accounts also for general host trajectories. Potential collisions are detected when the velocity vector of the host vehicle penetrates the velocity obstacle of a neighboring vehicle. © copyright drivingvisionnews.com | 2008 SAE Show A Unified Approach to Forward and lane‐Change Collision Warning for Driver Assistance and Situational Awareness The authors first present a velocity‐obstacle based unified warning algorithm that can handle a number of crash types that are the result of misjudgment of distance and speed or driver inattention. 31 FORWARD SENSING SYSTEM FOR LKS+ACC Ho Gi Jung, Yun Hee Lee, Pal Joo Yoon, Mando corporation Jaihie Kim, Yonsei University 2008­01­0250 The paper presents the advantages of a safety system integrating Lane Keeping System, LKS, and Adaptive Cruise Control, ACC. In the beginning, the 2 systems have been developed as two separate systems. However, as the adoption rate of ACC is rising and various marketable embedded vision systems are emerging, the LKS + ACC system integrating two functions attracts more interest. The author proposes a method utilizing the range data from ACC for the sake of lane detection. In the aspect of lane keeping control, if ACC is not operating, it is hard to predict time to cross. Contrarily, if ACC controls vehicle speed, LKS can easily design and follow driving trajectory. In conclusion, this paper shows that a range sensor can enhance detection performance and simplify lane detection algorithm. Forward Sensing System for LKS+ACC © copyright drivingvisionnews.com | 2008 SAE Show 32 EMBEDDED PROCESSOR TOOL FOR DEVELOPMENT AND OPTIMIZATION OF DRIVER ASSISTANCE ALGORITHMS. Zoran Nikolic, Brooke Williams, Texas Instruments 2008­01­1250 The paper presents a digital signal processor that allows for the development and optimization using of algorithms the target embedded processor earlier in the design process. ƒ
ƒ
ƒ
ƒ
ƒ
Different environments, CAN bus data, LIN bus data, data from imaging sensors and bus data. Different hardware Large amount of recorded data Multiple data collection systems Data transfer between vehicle and the lab. To address these challenges, an Automotive Vision Development Platform, AVDP, is used to decrease time to market by bridging the gaps during field and lab testing and by bringing research and product teams closer. The AVDP is designed for ADAS applications and is intended to reduce time to market. It is addressing software and hardware challenges in the development process. It can be used to recreate in the lab situations observed during field test. © copyright drivingvisionnews.com | 2008 SAE Show Embedded Processor Tool for Development and Optimization of Driver Assistance Algorithms. The author describes the challenges during the algorithm development flow that hinder the realization of ADAS: 33