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These will be niche applications and not expected to represent a significant opportunity for MEMS over the next five years. Major markets for automotive sensors over the period - Pressure sensors make up the largest opportunity in the next five years, followed by gyroscopes for safety applica- tions and navigation, airbag accelerometers and flow sensors, mostly for mass air flow measurement and beginning only slowly for accurate HVAC cabin control.

Inclinometers used in headlight levelling and alarms will not grow significantly over the five years and IR sensors will also remain a niche mar- Prospects for MST Sensors in Automotive Applications I 7 ket opportunity.

The remainder of this paper concentrates on the major mar- kets for pressure and inertial sensors. This explains the highly com- petitive situation and large number of companies producing and developing such systems.

Oil pressure sensors can be either ceramic capacitive, silicon strain gauges bonded and fused to mem- branes, or piezoresistive silicon chips in silicone oil-filled reservoirs capped by stainless steel diaphragms.

Oil pressure sensors increasingly use MEMS to determine condition as well as level. Market breakout for MST pressure sensors In the area of side airbags, the much smaller crumple zone in car doors requires side impact sensors that operate up to g with fast reaction time 8 I Market few milliseconds.

It is worth noting that MST-based pressure sensors are con- sidered as alternatives to accelerometers for use in side impact detection sys- tems, e.

Fuel tank vapour detectors are mandatory for US markets but represent a saturated market opportunity.

VTI planned to introduce pressure sensors in Many others are in development. A recent development is the gradual displacement of bulk micromachining by surface micromachining.

For example, Bosch recently supplanted its previous approach - a silicon chip bonded to a glass socket using anodic wafer bonding - by a surface micromachining approach using porous silicon and processing steps designed to form a stable cavity.

The method lower costs and is designed for applications of 10s of bar metal is used above bar. Future developments will include additional demand for high-pressure sen- sors, such as required for common rail injection systems and cylinder pressure sensors one per cylinder.

The latter will be required for direct pressure deter- mination inside the combustion chamber, starting with diesel engines. Lower emissions and improved fuel economy are expected to justify the high cost.

Although the extreme pressure rules out silicon, future in-cylinder sensors may alleviate the need for MAP and air intake mass flow devices altogether.

Inertial Sensors Inertial sensors comprise gyroscopes for yaw rate sensing, acceleration detec- tors and inclination sensors. MEMS gyroscopes for ESP and accelerometers designed to trigger the inflation of airbags represent the largest market opportunities.

However, while the number of airbags per vehi- cle is increasing, this is not necessarily reflected in the number of sensors, and this market will progress modestly in the next few years.

Market breakout MEMS inertial sensors in automotive applications Bosch introduced the ESP system in and has since produced 15 million systems [2].

The gyro in a roll detection system does not require the same resolution as yaw sensors for vehicle dynamics because roll rates are around five times larg- er, although a key requirement is excellent resistance to external shock and vibration.

Navigation systems rely on the use of a compass, databases and a GPS sys- tem. When the system is started and the initial direction is established, iner- tial data supplied by a gyroscope is used to determine when and how much the car has turned, until the direction can be verified and updated via map match- ing and GPS signals.

There is strong interest in GPS navigation systems in Japan, where 2. In terms of operation, gyros determine yaw rate angular rotation from the Coriolis force, and different manufacturers use different sensing principles.

The established manufacturers of gyros are Bosch using either bulk or surface silicon micromachining to make capacitive measurements of a tethered proof z Fig.

Fujitsu see Fig. Piezoelectric materials like quartz, lithium niobate or silicon micromachined approaches are popular.

OKI expects to introduce its gyro by the end of One of the expected trends over the next few years is a consolidation of increasing numbers of sensors into multifunctional modules, i.

For example, BEI Technologies part of Schneider Electric has developed a four-degree of freedom module with two gyros and two accelerometers.

Accelerometers Accelerometers are used for high g airbag and low g vehicle dynamics, roll detect applications and typically employ silicon micromachining and capaci- tive sensing.

Major manufacturers for high g airbag sensors include Analog Devices, Freescale and Denso. Inclinometers used in tilt measurements are mostly accelerometers operating under conditions of static acceleration Analog Devices, VTI.

Accelerometers are also used in GPS navigation systems such as Hertz's "Never Lost" system, although gyros will prevail for navigation. Tire pressure monitoring systems TMPS currently feature accelerometers to inform the RF transmitter to signal the tire's pressure only when in motion to save battery power but these will vanish from most systems by as more intelligent low-power solutions are sought.

Other potential replacement scenarios include body sound ultrasonic sensors to replace high-g accelerometers to determine and react appropriately to dif- ferent kinds of crash.

Siemens VDO is developing "Crash Impact Sound 12 I Market Sensing", intended for introduction in , where supplementary informa- tion may be fed to safety systems using camera or radar configurations.

New types of sensor will gradually enter the market and enable automotive manu- facturers to continually differentiate their product aided by sophisticated low- cost MST solutions.

References [1] Sensoren im Automobile, Sensor Magazin 2, , page 7. The Auto Channel, February 10, Dr Richard Dixon, Mr.

Two major trends that will modify the future architecture for inertia sensors are discussed in this article: the crash impact sound sensor technology is subject to change the airbag sensor market whereas the trends for integration will lead the path to future automotive IMUs.

Gyroscopes based automo- tive applications shows a high potential and dynamism Tab. We estimate that 54 million of gyros will be necessary in for automotive uses.

Markets for MEMS-based gyroscope Stability control and other chassis technologies are a very interesting applica- tion.

ESC is not a new application and in Europe it stands at a relative mature stage. Its growth dynamisms mainly comes from North America. Some gyro manufacturers are event expecting a NHTSA regulation to even push ahead the pass to full safety equipments features for high centre of gravity cars.

Future Architecture for Inertial Sensors in Cars I 15 The performance requirement of chassis control application increase complex- ity and competition among players.

Few degrees per second bias stability is required, depending of the OEM electronics. This is a strong goal to achieve for manufacturers.

We expect an aggressive competition of new entrant in the periods. Gyroscope Manufacturers' market share on ESC application The year will be of high interest for the industry.

More than 10 players would likely offer gyroscopes for stability control and the specific agreement between Continental and BEI will end.

Only few gyro suppliers will last on this application, time will see But the real development of the market has started in when an un-known Norwegian company named Sensonor has realised on the market the first silicon accelerometer able to detect accurately chocks for airbag appli- cations.

But during that time, several other applications have emerged. The fol- lowing list provides today applications of MEMS accelerometers in the car industry.

GPS is using some times accelerometers instead of gyroscopes. Status of the different automotive applications The total accelerometer market value see Tab.

The major trends that is likely to change the accelerometer business today is a technology shift in airbag sensors applications. The fact that minor collisions and serious collisions have the same rate of deceleration makes it dif- Future Architecture for Inertial Sensors in Cars I 17 ficult to adapt an airbag system to different crash scenarios.

Markets for MEMS based accelerometers We believe that if this technology is adopted, it would strongly impact accelerometers shipments for airbag applications.

Its first implementation on the Audi A8 model will say if MEMS microphone technology can enter the automotive field. Several trends are today very important in the automotive business and are impacting very heavily the MEMS business.

We will review it in the next para- graphs. More and more car manufacturers are pushing the system manufacturers to share sensor data between systems in order to save money and complexity in the cabling and system architecture.

One of the key trends is to have a central inertial measurement unit IMU able to deliver acceleration sensing 3 axis and gyro movement 3 axis to all the car systems.

The road is long to replace all accelerometers and gyroscopes in a car by a cen- tral IMU but the trend is there. Only few companies have the access to the right devices, electronics and software to be able to deliver a good and cost effective IMU this is mainly the companies mentioned, Systron Donner, Bosch, Honeywell and Invensense.

Sensor redundancy? For several key safety applications like airbag and ESP, the car manufacturers are willing to have redundancy for sensors which are key for the safety sys- tem, for example for the yaw rate for ESP and the side crash sensor for airbag.

This trend is becoming very important and also could impact the market on the right way : more sensors will be needed, generating more business for all the sensor manufacturers.

Sensor flexibility? ECUs have often different location and positions into each car model. This a great challenge for OEMs who need to customise systems.

We identified two ways components manufacturers will solve this issues: to develop a specific packaging so that one sensor can be soldered on different positions, or ultimately having an 6DOF ECU in which components sensitivity and characteristics could be adapted upon the ECU position.

These three trends are key opposite in their impact on the acceleration sensor market for automotive applications: we have tried to take into account these Future Architecture for Inertial Sensors in Cars I 19 different trends in our market forecasts but the next months and years will be very important for the development of acceleration sensing in the automotive industry These applications are key for all the players.

Ulfig, Fraunhofer IMS Abstract Future car safety systems increasingly depend on the availability of robust sensors with vital improved technical perception output.

For this objective, we develop a pulsed laser based time of flight range sensor in fully solid-state microsystems technology for more reliable detection and classification of road users, vehicles and traffic obsta- cles.

The development aims on pedestrian protection and mitigation of collisions comprising the short distance around vehicle perception up to 25 m.

The 3D sensor technology based on a chip design of 64x8 pixels and image repetition rates of up to Hz will be pre- sented and the performance of a first 3D line sensor prototype will be demonstrated for typical road test scenarios.

Furthermore, an outlook on the final 3D array camera development for road safety applications will be given.

However, currently available sensors employed for the dynamic surveillance of the vehicle environment provide neither the degree of reliability and robustness, nor the overall availability of the percep- tual output that would be required for safety critical applications.

Radar and lidar sensors, for instance, yield excellent distance and velocity measurement precision, but virtually no lateral resolution.

Video cameras feature excellent lateral resolution, but the state-of-the-art computer vision processes required for scene interpretation are often insufficient to identify all the relevant objects depending on contrast variations and environmental illumination con- ditions.

Laser scanners exhibit much better lateral resolution as compared to radar sensors, but they come with comparatively slow scanning repetition rates, considerable physical size and comparatively high production costs.

Sun Light In this paper the principles of the sensor technology and the achieved techni- cal data will be demonstrated. Further, the results of comprehensive evalua- tion in typical traffic test scenarios will be illustrated and discussed with rele- vance to the advantages of machine based 3D perception for semi-autonomous braking situations.

In comparison with time-of-flight TOF cameras based on the principle of CW modulated light emission the pulse-operated method repre- sents a unique performance characteristic by featuring vast independence of background illumination since laser pulses can be made quite short but nev- ertheless keeping the amount of energy per pulse at a constant level.

Consequently, the background irradiation level is irrelevant as compared to the much greater emitted light intensity.

With continuously emitted light, this is not feasible and the range cameras based on the CW modulated principle suf- fer from notoriously poor signal-to-noise ratios as well as of insufficient sup- pression of background illumination.

Several laser pulses are averaged on chip to reduce the required laser power and to increase the measurement accuracy [1, 2].

MDSI Multiple Double Short Time Integration measurement prin- ciple The transmitted light pulse synchronized with the start of the integration win- dow always illuminates the complete 3D scene.

The received pulses give rise to a linear sensor signal U after the light propagation time T 0 , which is meas- ured at two integration times T x short time shutter and T z long time shut- ter.

While in the short time shutter only a certain fraction of the light pulse is detected depending on the distance of the object point, the long time shutter always receives the full reflected light intensity.

By computing the quotient of the two integrated shutter intensities U x! U z an exact calculation of the propa- gation time T 0 and hence the distance d of each individual object point can be derived according to a simple mathematical relationship see Fig.

A unique feature of the MDSI method is the analogue real-time on-chip accu- mulation process and correlated double sampling procedure CDS at each indi- vidual sensor element using multiple pulses for each shutter window.

The amount of received light reflected from an object not only depends on the emitted laser irradiance, the reflectance of the object and its distance, but also on the amount of background light due to effects of other present light sources.

The influence of background light can be widely eliminated by measuring solely the background irradiance without laser pulse.

Thus each measurement must be performed with laser pulse on and off and only the dif- ference being stored on the corresponding capacitance in the analogue sensor memory.

By this means the signal-to-noise ratio increases and leads to an improved distance accuracy. Repetitive integration of laser pulses will be per- formed adaptive up to the saturation level at each pixel element.

Intelligent procedures can be employed to cover a large dynamic range of different sur- face reflectivity of targets with this adaptive flash illumination method.

It employs the multiple double short-time integration MDSI principle mentioned above. This time-of-flight TOF approach ensures the best background light suppression, non-ambiguity and, using the adaptive inte- gration mode, a very high dynamic range.

Adaptive integration means multi- ple non-destructive readout of the accumulated signal during integration of the reflected laser pulse train. The sensor allows on-chip analogue integration of more than pulses.

With a given optics, the received optical signal decreases with the square of the object distance. The number of photons reflected by the objects in the scene back into the sen- sor lens is quite low.

Therefore, minimizing sensor noise is of prominent impor- tance. Careful photodiode and readout electronics design and detailed noise analysis and optimization yielded a significant reduction in noise equivalent power, NEP.

The key sensor specification data is summarized in the Tab. The sensor chip has been designed in the standard 0. The chip dimensions are 11 mm x 9 mm, and the photosensitive area in the centre measures 8.

The chip is mounted in a standard ceramic CQFJ84 package. The prototype consists of an intermediate CMOS line sensor with 64 x 1 photosensitive elements, appropri- 28 I Safety ate designed electronics, optics and the laser pulse illumination.

An image of the test system is shown in Fig. Prototype test system The design of the sensor electronics is based on a multi-board architecture to provide high flexibility for operation in different applications.

For noise optimization, special emphasis has been put to the placement of analogue and digital components and to the selection and design of voltage regulators.

The synchronisation to the laser source is realised by a trigger timing signal from the FPGA to the electronic driver circuit of the laser module.

Sensor system design Three-Dimensional CMOS Image Sensor for Pedestrian Protection and Collision Mitigation I 29 The laser modules with integrated driver electronics fulfil the high require- ments on output power and variable pulse width with fast rise time.

Thus, adjustable pulse widths between ns and ns with rise times of a few tens of ns can be reached with energy of 75 pWs at 10 kHz pulse repetition rate.

Special beam forming optics has been constructed with custom designed cylindrical lens arrangements.

According to the application requirements the illuminating laser light source can be formed with a homogeneous or anisotropic beam profile corresponding to the scene and the cameras field of view.

From these investigations the essential consideration of pedestrian protec- tion and collision mitigation will be demonstrated in the following chapters.

It is assumed that approximately 0. The required observation range of the 3D camera is shown in Fig. Pedestrians outside the blue lines are not at risk of a collision with the vehicle.

A 30 I Safety pedestrian can walk about 3. For lower vehicle speeds the stopping time and distance becomes smaller and also the walking distance of the pedestrian becomes smaller.

Therefore, the required measurement range of the camera is much smaller for lower speeds but the required aperture angle becomes larger because of the smaller relative speed between vehicle and crossing pedestrian.

Required observation range of the 3D camera The relationship between the required measurement range and the measure- ment direction is shown in Fig.

For lower speeds the required measurement range becomes smaller but the aperture angle increases. As with car-pedestrian encounters, a comparatively short distance range of a few meters is sufficient at an aperture angle of 30 degrees, while the maximum distance range is required at the central lines of sight close to the vehicle axis.

Concerning the kinematics of the rear- end crash scenarios, one has to consider the distance, the relative velocity and the relative acceleration of the potential collision partners.

Collision avoidance thus requires appropriate time to collision estimates, which in turn are based on appropriate measurements of the relative speed and deceleration.

With a relative precision of distance measurements of 20 cm or less and a measure- ment repetition rate of 50 to Hz, the 3D camera is in a good position to sat- isfy these essential features under the assumption of constant deceleration conditions.

This is so, despite of the fact that the system is based on a perception device of some limited dis- tance range of only about 20 m to 30 m.

The 3D range camera appears to be a superior candidate for the type of acci- dent mitigation perception device proposed in this section. Performance data of the test sensor system A typical distance calibration curve is represented in Fig.

Averaging over 10 single measurements is applied to lower the noise of the measured distance. As can be seen from the measurements the sensor system provides high lin- earity between measured and real distance over the entire measurement range.

The measuring accuracy i. See Tab. Test scenario descriptions 4. The left figure shows the traffic scene taken with a photograph, the right figure shows the sensor response shutter 1 in red, shutter 2 in yellow and the estimated range data in blue.

The estimated range of 1 1 m and 5 m complies well with the actual situation. In the gap between both cars the reflected signal drops below the noise threshold, and thus yields no usable range data.

This is probably due to the inclined lateral surface of the Mercedes. The metallic varnish has non-lambertian reflection properties.

However, the depth variations in these regions are strongly influenced by partly systematic depth noise of about 0. But even though the individual obstacles have this noisy depth profile, the overall situ- ation is well observable in the range data.

Mercedes at 1 1 m Renault at 5m pixel Fig. Two cars in front 4. For a dis- tance of 18 m the sensor response red and yellow line is quite low, but though an accurate distance measurement is performed.

The width of the pedestrian in the range image is only three pixels. At 1 2 m the distance measurement is still very accurate, the width of the person increased to 5 pixels.

At a distance of 8 m one observes a margin effect: the pixel at the right boundary of the pedestrian only gets a partial reflection, thus the estimated depth is too high.

Nevertheless, for the other pixel also here the measured distance fits well with the real distance.

Thus it can be seen that the sensor provides good measuring linearity over the whole distance range. At a distance of 8 m one observes a margin effect: the pixel at the right boundary of the 36 I Safety pedestrian only gets a partial reflection, thus the estimated depth is too high.

Sequence of pedestrian approaching the test car Many severe road accidents at crossings, junctions or roundabouts are caused by truck drivers who are unaware that other road users are very close to, or beside their vehicles.

This is illustrated in the above scenario where a child is crossing the street directly in front of the truck.

As seen from the overlaid 3D- profile the safety of vulnerable road users can be improved considerably in such situations with direct 3D distance measurements.

Blind spot surveillance 4. The sensor per- formance was successfully investigated in different test scenarios, including moving objects.

Thus, if the car approaches an object of small vertical size, it can disappear in the range data. The 64x8 - sensor cf.

Enhancements in all of these areas must strive for a frame rate of at least 50 fps to allow a reliable tracking of traffic objects.

Thus the test car needs either a windscreen that is not insulated, or a cut-out area with- out IR block coating. Thus, an object classification will not be possible at these distances due to the low resolution.

Mengel, G. Doemens, and L. Schrey, O. Elkhalili, P. Mengel, M. Petermann, W. Brockherde, and B. Mengel siemens. Graze, Signalbau Huber GmbH Abstract Floating Car Data is a well known technology used in traffic science to detect travel time, average speed and disturbances with the help of probe cars moving as mobile sensors in a road network of inter- est.

After the generation of FCD based traffic data it can be sent to a service centre and help to improve fleet and traffic management. Results from field trials in Berlin, Hanover and Athens will be presented.

There are three different approaches to set up an FCD fleet for traffic man- agement: 1. Commercial fleets with an on board GPS and communication system, e.

Public transport or shuttle fleets using a number of different technolo- gies for the location of the fleet and for the communication to the cen- tre where delay time and schedule have to be supervised.

Since all of these FCD approaches have been analysed within a number of research projects but costs and benefits were not balanced enough to run a commercial service centre based on FCD technology alone.

In order to find a cost efficient FCD service concept gedas, Signalbau Huber and FHG-IPK devel- oped a system which allows the control of costs and benefits, including imple- mentation and operation of the service centre.

The idea is to equip public transport and shuttle fleets see Fig. After the service centre knows that parts of the road network are congested the fleet will be informed auto- matically and a deviation recommendation will be announced.

This scheduled FCD approach allows an optimisation of fleet and traffic management during 42 I Safety large scale events and gives a reliable source of "mobile" traffic data to the organising entities responsible for schedule and security.

The technology was developed within the "Eye in the Sky" project and tested in Berlin, Hanover and Athens. The vehicle and VIP sponsor of large scale events, e.

Olympic Games, usually equips his fleet with mobile phones and navigation systems, thus the technology can be implemented with a simple software update.

As the Volkswagen Group was chosen by the National Olympic Committee of China to be the official auto sponsor for the Olympic Games in Beijing , gedas will continue the first experiences of the "Eye in the Sky" tests in Germany and Athens to validate a possible transfer towards the Olympic Games in China.

The project started and is co-financed by the ministry of transport of the government of Niedersachsen. The "Eye in the Sky" project, a four million euros project funded by the EU, combines two different traffic monitoring strategies: capturing traffic data with the gedas CityFCD Floating Car Data and the local monitoring from a helicopter using special DLR cam- eras.

The resulting solution was breaking new ground. It offers a unique approach to improving security at major large scale events such as the Olympics or world championships.

Real-time data capture is the key to enabling the smooth deployment of the police, emergency service vehicles and to supporting spon- sors and organizers in their operations.

The "Eye in the Sky" will allow traffic control centres to plan with more precision and to provide more accurate rec- ommendations if the traffic threatens to become jammed or an emergency occurs.

In addition, an ND SatCom antenna in the helicopter provides an independent radio channel for the police and emergency services.

Such a safe- guard is an invaluable aid in earthquake-prone areas or for preventing terror- ist strikes. Vehicles equipped with CityFCD and gedas software implemented on Blaupunkt hardware were the core component of the live test in Berlin.

They acted as mobile sensors on the streets. If the data suggested an upcoming traffic jam, the "Eye in the Sky" came into action - and the helicopter flew over the potential bottle- neck.

Scanning the streets from above, the special high-resolution DLR cam- eras within the helicopter fed the traffic control centre with image data via the ND SatCom radio connection.

The data were immediately evaluated and made available to the traffic control centre. In effect, the system not only visualised but even measured the traffic volume at key traffic nodes.

The advantage of this holistic solution is that it yields a high-quality, real-time data pool, which helps traffic controllers make the right decisions.

Krupka, Infineon Technologies AG Abstract The implementation of advanced regulations for side impact crash tests require an improved and faster detection method for side impact crashes.

Therefore the sensing principle must recognize the severeness of an accident with highest possible confidence and with- in shortest time.

The use of pressure sensors inside a door cavity enables the system supplier to develop solutions to fulfill these requirements. Infineons 3 rd generation of pressure sensors for side crash detection offers a high flexibility to implement customer spe- cific communication protocols.

Furthermore, proven diagnosis func- tionality as well as additionally new features are integrated to guar- antee a high reliability of the sensors for this special safety applica- tion.

All active components for the entire pressure satellite could be integrated within the sensor. Here increased requirements result to detect- ing such side impact crashes.

The sensor system which can be used must rec- ognize the heavy of the accident surely and within shortest time. The acceler- ation sensors used for this task show here however serious disadvantages: They can take up an impact by their preferential installation way in the b-pil- lar of a vehicle on the vehicle door only delayed.

The use of a pressure sensor makes possible completely different beginning for detecting a side crash. Since by a side impact on a vehicle door this is distorted, an increase of pres- sure results within the door cavity.

This pressure impulse can be measured by pressure sensors, which are in the door cavity. This pressure sensor was par- ticularly developed for this dedicated application and is characterized by a high device complexity and many years proven high reliability.

Conventional side impact tests Thereby the impact impulse was passed on directly to the B-pillar of the vehi- cle. An acceleration sensor located in the B-pillar can detect this impact suffi- ciently fast, in order to give the information for the release of the safety sys- tems.

By the rising license number of SUV sport utility vehicle and the high- er type of construction of these vehicles it comes in the case of a side impact crash by such a vehicle however to an accident picture, which is not suffi- ciently covered by the conventional side impact tests.

Accidents with such vehicles only met the vehicle door and not the entire vehicle side and thus the B-pillar. Advanced side impact tests Advanced Pressure Sensors with high Flexibility for Side Crash Detection I 47 3 Operational Principle The guidelines for the advanced side impact tests, changed on basis of char- acteristic accident pictures, show an impact by means of a pole within the vehicle door.

In that case the B-pillar is not directly affected by the impact, whereby acceleration sensors that are located at the B-pillar, can detect the collision due to inertia only delayed.

Placement of the pressure sensor within a vehicle door Measuring the impact at the place of the happening offers different detection possibilities. In the case of a sufficiently strong impact on a vehicle door it comes to the deformation.

This causes a pressure impulse within the door cav- ity, since primarily the exterior of the door is pressed in the inside, the door inside paneling however a spontaneous pressure balance retarded.

The pres- sure sensors developed particularly by Infineon for this application are located within the door cavity Fig. They are possible to detect the pressure impulse during an impact.

In each case two events are regarded: An impact is present after FMVSS , whereby the safety systems must be activated and an innocent impact of a ball is present, whereby safety systems may not be activated.

Pressure sensor signals compared with acceleration sensors Fig. On the other hand pressure sensors show an output signal wherewith it is substantially easier to differ between material accident and insignificant impulses.

A further advantage when using pressure sensors for side impact detection is that by the constant pressure distribution in the door interior the entire door serves as sensitive element.

Thus the output signal is independent of in which place of the door the impact takes place, but only of the strength of the impact. From this a renewed advantage results concerning the placement within the door and the mounting technique: The output signal of the pressure sensor is of it independent.

Further the pressure sensor will only then supply relevant initial values if it comes to an active destruction of the door; a wrong decision can be minimized in such a way.

An interesting point is besides the direct link- age between impact strength and output signal of the pressure sensor.

Here safety systems are conceivable, which can be activated gradually depending upon accident strength.

The improved guidelines for side impact tests show an intensified interest in this application. Based on no standard in the data communication but the necessity of each module manufacturer to have an adapted sensor for his system, larger product flexibility is in demand.

Due to this request, Infineon develops the third generation of special pressure sen- sors for side crash detection. The higher flexibility for the customized trans- mission protocols could be achieved by the integration of an intelligent state Advanced Pressure Sensors with high Flexibility for Side Crash Detection I 49 machine iSM.

Contrary to a fixed state machine, whose program sequence is firmly defined, the iSM gets its instructions from a firmware.

This firmware is deposited within an integrated ROM. Changes mean only a change of the ROM. The used iSM already worked with several sensors from Infineon.

Apart from the new flexibility it applies to receive however the proven reliability of these sensors. For this within the sensor several diagnosis modes are integrat- ed.

This is calculated by the difference of the absolute pressure with the ambient pressure, standardized on the ambient pressure Fig. The ambient pressure is produced thereby by means of a low-pass fil- ter from the current pressure.

In order to receive reliability over the correct function of the sigma delta converter and the following filters, during the starting phase the converter is supplied with a constant voltage and the sys- tem response of the filter is compared with the expectancy value.

In the case of a deviation an error code is sent. The detection of the pressure is not made by a single large pressure cell, but within the sensor several pressure cells are integrated.

During the normal operation these pressure fields are connected within a Wheatstone bridge. During the start-up phase the pressure fields are connect- ed in such a way that a direct comparison of the sensitive pressure fields becomes possible.

Thereby damages of the pressure cells can be recognized. In that case an error code is sent to the airbag control unit ECU , which is able to shut down only the defect sensor.

Pressure cells with only one single pres- 50 I Safety sure cell can provide this test only with the help of a reference sensor right door - left door.

In the case of an error both satellites would have to be driven down with such systems. SEM picture of the pressure cells in comparison to the head of an ant Additional diagnosis modes like a self check iSM and the permanent monitor- ing of the ambient pressure are further characteristics of Infineons third gen- eration pressure sensors for side crash detection.

Furthermore, these sensors feature a high integration of the components, which are needed for pressure based side crash detection satellites. Only few additional passive elements are needed Fig.

Thereby costs can be saved regarding the application. Application circuit Advanced Pressure Sensors with high Flexibility for Side Crash Detection I 51 Summary The third generation pressure sensors for side crash detection is characterized by a large flexibility regarding the customer requirements for specific proto- cols.

Furthermore, proven diagnosis modes as well as additionally new modes are integrated. Thereby a further high reliability of the sensors for this special safety application can be guaranteed.

Additionally all active components for the entire application could be integrated within the sensor. This high device complexity makes a cost reduction possible on module level.

References [1] "Advanced solution for pressure based side airbag systems" M. Winkler, Th. Stierle, Th. Airbag , 6th International Symposium, Karlsruhe Dec.

Robust collision mitigation requires a perception performance of an unprecedented degree of reliability, since an erro- neous application of emergency braking caused by false alarms would greatly impede road safety improvement not lastly due to the major setback such an incident would represent for driver accept- ance.

However, current off-the-shelf single sensor approaches can hardly fulfil the challenging demands. Accordingly, we develop a multi-sensor recognition system.

It is composed of a far infrared imaging device, a laser scanner and several radar sensors, which operate integrated into a BMW sedan.

This fact points to the urgent need for active and passive automotive safety systems as a significant contribution to overall road safety.

Focusing on a novel approach for environmental perception based on a multi sensor-system this paper offers a collision mitigation application for cars by means of autonomous braking.

To meet the application's requirements regard- ing accuracy and reliability of the perception result, we propose a fusion pro- cessing scheme, which operates only on slightly pre-processed sensor data.

This "early fusion" approach uses the synergetic effect of a common and con- sistent data processing as well as an interpretation of sensor low-level data to tap almost the full sensor potential.

To this end it relies on a combined model- ling of the environment, which contains object assumptions as well as a-priori knowledge.

With regard to an automotive environment Kampchen et al. A laser scanning sensor and an imaging camera are used to detect vehicles.

Schweiger et al. A collision warning and vision enhancement system is proposed by Polychronopoulos et al. Vulnerable road users and vehicles are identified by a far infrared camera and a radar sensor.

In this paper the multi-sensor perception system is composed of four radar sensors, a laser scanning device and a far infrared camera to detect both vul- nerable road users and other vehicles utilizing a novel early fusion approach.

The given sensor platform and its configuration is dis- cussed in chapter 2. The envisaged safety application on top of the perception system is presented in chapter 3.

Chapter 4 is dedicated to the perception sys- tem. After a short motivation with respect to the early fusion concept 4.

In the following sections 4. Sections 4. Finally, the last section gives an overview on the system architecture and implementation details of the fusion system.

Concentrating on the surveillance of the area in front of the vehicle, these cooperative sensors, which operate on the basis of distinct phys- ical principles, complement each other both in effective range and spatial accuracy.

The usage of a far infrared FIR sensor guarantees both perception at bad lighting conditions and straightforward vehicle and pedestrian detection see Fig.

As most pedestrian-scenarios covered by the experimental vehicle, are situated in the area to the right of the road, this sensor is mounted at the right of the front bumper.

Long and short range radar sensors are surveying the environment ahead providing a seamless transition in distance and field of view resolution.

Moreover, a laser scanning lidar device is mounted beneath the number plate to enhance the detection and tracking quality for both pedestrians and vehicles.

The visual grey-scale cameras are used for supervis- ing and controlling purposes only. Accident statistics tell us that most of the acci- dents with severely injured persons happen through collisions of cars with vul- nerable road users - often in urban areas on straight roads.

These accidents can be attenuated or even prevented by our collision mitigation system. The second crash scenario addressed in our system deals with rear-end collisions.

The basis for any intra-system decision is a situation assessment. Taking into account the geometric and kinematic data of object-models provided by the perception system as well as probabilistic attributes and physical limits the collision risk is estimated.

Only in case of an inevitable collision, the system engages the brakes autonomously. It uses the fact that technical systems are capable of reacting much faster than human beings.

Emergency braking caused by false alarms would greatly impede road safety improvement not lastly due to the major setback such an incident would rep- resent for driver acceptance.

Thus such an active autonomous intervention in the process of driving requires an outstanding degree of perception perform- ance, particularly with regard to accuracy, availability and robustness.

Therefore the attention is especially concentrated on the construction and design of the environment perception system. A multi-sensor system containing a set of sensors based on distinct physical principles establishes a basis for an accurate and robust environment percep- tion - notably if they complement each other in their sensing capabilities.

Key ingredient of the perception system is the way how the diverse and sometimes conflicting measurement data from different sensors is combined in order to increase information content on the one hand and to reduce the amount of data on the other hand.

In track-based fusion approaches several sensor data streams are processed independently from each other until the level of object data is reached.

Fusion on the object level runs the risk that useful data is discarded during early pro- Detection of Road Users in Fused Sensor Data Streams for Collision Mitigation I 57 cessing steps e.

That way con- tradictions could arise on object level, that are difficult to be resolved due to the lack of lower level information. Therefore it is this paper's standpoint that the "early fusion concept" is the more promising approach to exploit the synergies of the different sensor data.

These input data can be slightly pre-processed - limited to untracked and raw sensor data. During the subsequent fusion algorithm, data from one sensor is assessed with regard to the relevance of its information, always in the light of data provided by other sensors.

The early fusion approach ensures consistency of models in the whole pro- cessing chain. In particular, one common environment model is used for describing the same aspect of reality seen from different sensors.

Thus the whole sensor data contributes to one global environmental description, i. With this early fusion approach it is expected to achieve a robust and reliable output of the environment perception system.

On top of this basic pattern we added further steps to come up with multi-sensor and multi-object demands. The following subsections describe the fundamental structure of the implemented fusion cycle also condensed in Fig.

The fastest sensor master sensor with respect to the refresh rate is used to trigger this step. The actual data acquisition is 58 I Safety done by polling every sensor for new data.

This raw data is stored in a sensor specific coordinate system, which is relative to the sensor's mounting position.

Measurements of sensors, which work asynchronously to the master sensor, obtain a time delay as these measurements occur between the last and the cur- rent cycle.

In addition, a slight pre-processing of the raw data, i. As the sensors have probably moved along with the own-car, a coordinate transformation from sensor specific to world coordinates can not be applied in this step.

Nevertheless, this conversion is handled in the subsequent "time prediction" step. Overview of Fusion Cycle. The cycle start is at the red circle.

Yellow boxes symbolize tracked object-models. As all other sensors are mounted to the own-vehicle, their position is directly deducible and a world coordinate transformation is performed.

In combination with a global coordinate system, this simplifies and standardizes the subsequent time prediction step of tracked vehicles and pedestrians.

Currently for these object-models a linear dynamic model is applied. Showcase for the predicted measurement generation. Using two different physical sensor principles predicted measurement gener- ation is illustrated for both vehicles and pedestrian object-models, considering the sensors' view-port as well as partial occlusions.

Exemplified scene is in birds-eye-view and not in scale 4. These predicted states are the basis 60 I Safety for the following step, which estimates what each sensor would measure under the assumption that every objects' state was correctly predicted.

In the following, a representation of the general task of the "predicted measurement genera- tion" is given. The basic principle of this task is also shown in Fig.

Currently all object models are composed of simple polygons. Measurement Generation: For the remaining objects respectively object parts the object specific predicted measurements are computed.

This requires, that all object models have their own sensor specific representation. Most of the necessary steps, like sensor coordinate transformation, clipping or occlusion testing, are strongly related to common computer graphics tasks.

Therefore, we use a scene-graph representation for all object-models, which allow for an easy adaptation of these algorithms to the specific sensor charac- teristics.

Due to the large data amount compared to most track-based fusion sys- tems and the resulting complexity to determine the matching pairs, gating mechanisms are essential to support the fast finding of data correspondences.

Thus, sensor data specific rectangular gates derived from the object's shape model; see Fig. Gate calculation of an object are computed from the object's predicted estimation error covariance , the Jacobian H k of partial derivatives of the state-to-measurement function with respect to states and the sensor's measurement noise covariance R k.

Next, the data within the gating area of an object-model is assigned sensor- specifically to the object's predicted measurements as calculated in 4.

Thereto a high error of second kind is consciously taken into account. Usually a succeeding classification procedure as well as an observation of the objects over time can select and eliminate irrelevant assumptions.

To limit the cost of computation, the hypothesis generation focuses to salient and unmatched sen- sor data in the detection range.

Currently the unmatched salient points, where new assumptions are placed, are radar responses, lidar segments within certain dimensions and vertical image edges from the far infrared imaging device.

To limit the amount of assumptions a first coarse pre-classification step rejects impractical assump- tions and a second aggregation step tries to combine overlapping hypotheses.

It handles the nonlinearities of this application quite well. For every assigned pair of real and predicted measurement, which has been calculated before, a measurement update on the underlying object is performed.

This procedure propagates the measurement information into the states of the respective objects. In doing so, the information of several measurements enhance the states by updating the objects' state values and furthermore, low- ering the estimation error covariances.

Thereby, for each assigned sensor data a measurement update step is conducted before the next cycle starts with the object's state prediction in time.

As all sensor data is projected into the 3D glob- al world coordinate system, the entries of the Jacobian H k can be easily deduced from the underlying object-model without any further complex and time consuming calculations.

The real world vehicle surroundings and the sensor configuration are reflected by a vir- tual environment, which is modelled as a hierarchical scene-graph structure [3], ensuring centralized data access and efficient spatial dependency process- ing see section 4.

To allow an efficient graph traversal as well as a decou- pling of algorithm and data portions, the so called Visitor Design Pattern [2] has been used extensively.

The perception system is composed of a far infrared imaging device, a laser scanner and several radar sensors which operate integrated into a BMW sedan.

The proposed fusion framework in combination with the consis- tent use of global world coordinates for measurements, matching and the pre- dicted measurement generation provides a high level of abstraction.

The most impor- tant ones to be tackled in future are to extend the system by a classification unit, to develop an auto-calibration of sensors and to apply alternative filtering approaches.

In addition to these improvements, an extensive evaluation of the system performance is planned. COMPOSE aims at collision mitigation and protection of vulnerable road users by semi- automated braking and to this end develops robust and reliable envi- ronment perception systems, one of which bases on a novel multi sensor fusion approach.

References [1] B. Anderson and J. Optimal Filtering. John Wiley and Sons Ltd, Allen Gary Bishop and Greg Welch. Tracking: Beyond 15 minutes of thought: Siggraph course Technical report.

University of North Carolina at Chapel Hill, Forsyth and Jean Ponce. Computer Vision: A Modern Approach. Prentice Hall, FOR d l. PhD thesis, Universitatsverlag Karlsruhe, Fiirstenberg, and Klaus C.

Ein Sensorfusionssystem fur automotive Sicherheits- und Komfortapplikationen. Aktive Sicherheit durch Fahrerassistenz, Centralized data fusion for obstacle and road borders tracking in a collision warning system.

Seventh International Conference on Information Fusion, Multiple-cue data fusion with particle filters for vehicle detection in night view automotive applications.

Walchshaeusel bmw. Lindl bmw. Vogel bmw. Based on the driving dynamics and navigation data, the Dynamic Pass Prediction DPP indicates road sections that are not safe for overtaking.

By reducing the enormous driver workload before overtaking situations a safer and more com- fortable driving is achieved without losing driving pleasure.

This example shows how driver assistance systems can take advantage of navigation data especially if it contains curve and sign information. With the quality of navigation data available today the DPP function is feasible.

Taking driving parameters into account, a situation adap- tive recommendation provides even more benefit for the customer. You enjoy the acceleration, the force in curves, proud of the outstanding handling of your driving machine, fading out all the strains of the office.

A truck! Too fast to pass on the fly and too slow to follow. You pull left in order to get a view over the upcoming road.

No, too short to the next curve. Again - negative again! This time you fall back and accelerate before you pull out, thus shortening the necessary way to pass, but the run of the right curve is not visible at all.

You start to get ambitious - two more unsuccessful attempts. After the next curve you will do it. Sounds familiar? Imagine that: You have a quick look at your navigation mon- itor and see that passing is not a good idea for the next two kilometres; an extra passing lane commences after that distance.

You relax and change audio track: " Country roads This positive effect can be mostly attributed to automotive active and passive safe- ty systems such as improved braking systems, DSC, air-bags, improved car structures, navigation systems as well as traffic regulation, infrastructure design, etc.

However, the number of 40, casualties per year in Europe is still too high. The BMW ConnectedDrive concept focuses on the intelligent integration of driver, car and environment concerning driver assistance and communication [2].

For BMW ConnectedDrive, driver assistance systems enhance safety and support drivers actively without interfering: they only make recommenda- tions.

Vehicle navigation based on map data will play a major role in future BMW driver assistance systems. For the past years, the importance of accurate and up-to-date digital map information has increased dramatically.

The digital maps are seen as a new type of sensors for the vehicles and could contribute to detect objects or dangerous curves beyond the horizon of the driver and sensors.

Driver assistance applications relying on map data need to be guar- anteed of a certain level of reliability and accuracy in order to provide safe and efficient services.

In order to drive a vehicle well, the driver needs accurate information about the driving environment in addition to well-founded training, experience and the ability to perform routine functions.

Ideally, the driver is able to estimate a situation fully and completely and then make the correct decisions. The driv- ing environment is based on one hand on the position, movement and type of the other vehicles on the road, and on the other hand on the route and the nature of the road, on traffic regulations, weather, visibility etc.

However, because of the limitations of sensors, driver assistance functions at best possess only part of the information needed to describe the whole situa- Dynamic Pass Prediction - A New Driver Assistance System for Superior and Safe Overtaking I 69 tion.

Consequently, the driver will always experience a deficit in the expecta- tions if the subjectively perceived information does not correspond to the full picture of the driving environment.

The map preview as an electronic horizon can act as an additional sensor that will enhance the assessment of the situa- tion of the vehicle.

In this context navigation systems and their associated databases are used as additional forward-looking environment sensors, which make part of the miss- ing information available.

The geometry of the road surface and other infor- mation about the road, such as its type, curves and the number of lanes or restrictions, results in an estimation of the driving environment.

This gives rise to opportunities for optimizing the driver assistance functions. DPP system: red sections indicate 'not safe for overtaking'.

The fundamental algorithms of the overtaking decision taking process, the HMI development as well as results from real drive tests are described.

Another important element in realization of DPP functionality is availability of street curvatures. In general, such calculation can take place on-board.

However, to achieve better results, sophisticated spline-interpolation algorithm is used. This method is calculation intensive and it is not practical to perform it in real-time on the navigation computer.

In the digital map database, calculated curvatures for street shape points are stored. In addition, on each crossing, one curvature value for every pair of streets is pre-calculated and stored in the database.

Reverse-linear interpola- tion is used to emulate continuous curvature function over entire street length. During the road tests, it was found out that the curvature data is of good qual- ity.

NAVTEQ collected and integrated to the database number of street attributes that may affect the overtaking decision process.

For instance, positions of pedestrian crossings, traffic lights as well as street markers are inserted in the database. Path on Electronic Horizon that will be followed with highest proba- bility is called Most Probable Path.

Construction of the Electronic Horizon and Most-Probable-Path is outside of scope of this article, but it can be said that EH is generated using probabilistic algorithms that takes in account number of street attributes as well as the calculated route if available.

While is possible that the Electronic Horizon Most-Probable-Path does not cor- respond with the driver's intentions, this situation is very rare in DPP.

Typically, DPP will be used on cross-country roads where frequency of cross- ings is not very high.

In addition, on each such crossing EH algorithm will usu- ally prefer most important road to follow; driver will turn to side roads either Dynamic Pass Prediction - A New Driver Assistance System for Superior and Safe Overtaking I 71 when he know in advance which path he will follow i.

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