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Employing MOST for driver assistance

Posted: 19 Feb 2013 ?? ?Print Version ?Bookmark and Share

Keywords:Advanced driver assistance systems? Adaptive Cruise Control? MOST?

Advanced driver assistance systems (ADAS) are going to become an integral part of the vehicle!with interfaces to many different clusters of electric/electronic systems in the car. Comparable to the human body, numerous functions have to be implemented and networked: sensors!for example radar, cameras or ultra sonic!processing units and actuators like steering, brakes, ESP and airbag. Taking into account the complexity of the use cases and the different vehicle areas that have to exchange information, it is obvious that an adequate network infrastructure is of essential importance for the efficiency of the system. From a functional point of view, driver assistance systems have started to enlarge the functional range of classical infotainment systems.

As shown in figure 1, "Evolution of E/E Architecture", the driver assistance domain will become an integral part of the E/E ecosystem. Driver assistance systems and infotainment will be growing together in the future.

Figure 1: Evolution of E/E architecture (Source: SMSC Europe GmbH).

Typical emerging driver assistance applications commonly involve the driver as the supervisor. The driver will be in the outer loop of each such cascaded control structure. Here some of these applications:

???Collision Warning
???Traffic Sign Monitor
???Lane Departure Warning
???Advanced Lane Guidance
???Pedestrian Warning
???Night Vision
???Adaptive Cruise Control (ACC)
???Pre-Crash Warning

As a consequence, the driver's attention!a limited and the most valuable resource!needs to be shared additionally. This will lead to many challenges in the future with respect to usability, etc. But decisive in this context is the impact on the automotive infrastructure level, especially the network level.

When driver assistance systems and the infotainment system need to work together, and both need to build a seamless system, this reflects to special requirements at the network level.

These are characterized by the following:

???High integration of multi-channel network
???Hard real-time, determinism and low latency
???Flexible topology
???High bandwidth
???Safety aspects
???Robustness and maturity

In the next section it will be shown that a multi-channel network approach with inherent synchronicity will be the first choice.

Additional advantages such as maturity, cost efficiency and flexible topology are further arguments for MOST Technology as it fits best from a system solution perspective.

Multi-channel approach
Driver assistance systems typically have to deal with a variety of sensor data. In order to cope with the complexity, you often find a hierarchical approach with different abstraction levels and timing constraints. On the lower level there is a high amount of raw data, where high bandwidth as well as coherent and fast transmission are required. On the medium level, objects and attributes need to be transported. Finally, on the highest level, interpretation data will flow. A typical mapping to MOST is shown in figure 2.

Figure 2: MOST data transport mechanisms.


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