Thematische Bibliographien / ADAS systémy

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Auswahl der wissenschaftlichen Literatur zum Thema „ADAS systémy“

Autor: Grafiati

Veröffentlicht am 28. Juni 2021

Zuletzt aktualisiert am 1. Februar 2022

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Zeitschriftenartikel zum Thema "ADAS systémy"

Mahmudur Rahman, Md, Lesley Strawderman und Daniel W. Carruth. „Effect of Driving Contexts on Driver Acceptance of Advanced Driver Assistance Systems“. Proceedings of the Human Factors and Ergonomics Society Annual Meeting 61, Nr. 1 (September 2017): 1944–48. http://dx.doi.org/10.1177/1541931213601965.

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Advanced Driver Assistance Systems (ADASs) has been developed to enhance driver performance and comfort and improve transportation safety. The potential benefits of these technologies include: reduction in the number of crashes, enhanced vehicle control for drivers, reduced environmental impact, etc. However, for these technologies to achieve their potential, drivers must accept them and use them appropriately in traffic. This study investigated the effect of driving contexts on driver acceptance, more specifically, on the intention to use such technologies. Three contextual factors were considered: drivers’ fatigue level, time pressure, and time of day. Data collection was done using an online survey approach ( n = 386). Results found that fatigue and time pressure significantly affect drivers’ intention to use an ADAS. Results showed that drivers have increased intention to use an ADAS when they are fatigued or when there is no time pressure, as compared to a general driving condition.

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Davoli, Luca, Marco Martalò, Antonio Cilfone, Laura Belli, Gianluigi Ferrari, Roberta Presta, Roberto Montanari et al. „On Driver Behavior Recognition for Increased Safety: A Roadmap“. Safety 6, Nr. 4 (12.12.2020): 55. http://dx.doi.org/10.3390/safety6040055.

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Advanced Driver-Assistance Systems (ADASs) are used for increasing safety in the automotive domain, yet current ADASs notably operate without taking into account drivers’ states, e.g., whether she/he is emotionally apt to drive. In this paper, we first review the state-of-the-art of emotional and cognitive analysis for ADAS: we consider psychological models, the sensors needed for capturing physiological signals, and the typical algorithms used for human emotion classification. Our investigation highlights a lack of advanced Driver Monitoring Systems (DMSs) for ADASs, which could increase driving quality and security for both drivers and passengers. We then provide our view on a novel perception architecture for driver monitoring, built around the concept of Driver Complex State (DCS). DCS relies on multiple non-obtrusive sensors and Artificial Intelligence (AI) for uncovering the driver state and uses it to implement innovative Human–Machine Interface (HMI) functionalities. This concept will be implemented and validated in the recently EU-funded NextPerception project, which is briefly introduced.

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Orlovska, J., C. Wickman und R. Soderberg. „THE USE OF VEHICLE DATA IN ADAS DEVELOPMENT, VERIFICATION AND FOLLOW-UP ON THE SYSTEM“. Proceedings of the Design Society: DESIGN Conference 1 (Mai 2020): 2551–60. http://dx.doi.org/10.1017/dsd.2020.322.

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AbstractAdvanced Driver Assistance Systems (ADAS) require a high level of interaction between the driver and the system, depending on driving context at a particular moment. Context-aware ADAS evaluation based on vehicle data is the most prominent way to assess the complexity of ADAS interactions. In this study, we conducted interviews with the ADAS development team at Volvo Cars to understand the role of vehicle data in the ADAS development and evaluation. The interviews’ analysis reveals strategies for improvement of current practices for vehicle data-driven ADAS evaluation.

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Massow, Kay, und Ilja Radusch. „A Rapid Prototyping Environment for Cooperative Advanced Driver Assistance Systems“. Journal of Advanced Transportation 2018 (2018): 1–32. http://dx.doi.org/10.1155/2018/2586520.

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Advanced Driver Assistance Systems (ADAS) were strong innovation drivers in recent years, towards the enhancement of traffic safety and efficiency. Today’s ADAS adopt an autonomous approach with all instrumentation and intelligence on board of one vehicle. However, to further enhance their benefit, ADAS need to cooperate in the future, using communication technologies. The resulting combination of vehicle automation and cooperation, for instance, enables solving hazardous situations by a coordinated safety intervention on multiple vehicles at the same point in time. Since the complexity of such cooperative ADAS grows with each vehicle involved, very large parameter spaces need to be regarded during their development, which necessitate novel development approaches. In this paper, we present an environment for rapidly prototyping cooperative ADAS based on vehicle simulation. Its underlying approach is either to bring ideas for cooperative ADAS through the prototyping stage towards plausible candidates for further development or to discard them as quickly as possible. This is enabled by an iterative process of refining and assessment. We reconcile the aspects of automation and cooperation in simulation by a tradeoff between precision and scalability. Reducing precise mapping of vehicle dynamics below the limits of driving dynamics enables simulating multiple vehicles at the same time. In order to validate this precision, we also present a method to validate the vehicle dynamics in simulation against real world vehicles.

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Oviedo-Trespalacios, Oscar, Jennifer Tichon und Oliver Briant. „Is a flick-through enough? A content analysis of Advanced Driver Assistance Systems (ADAS) user manuals“. PLOS ONE 16, Nr. 6 (17.06.2021): e0252688. http://dx.doi.org/10.1371/journal.pone.0252688.

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Advanced Driver Assistance Systems (ADAS) are being developed and installed in increasing numbers. Some of the most popular ADAS include blind spot monitoring and cruise control which are fitted in the majority of new vehicles sold in high-income countries. With more drivers having access to these technologies, it is imperative to develop policy and strategies to guarantee the safe uptake of ADAS. One key issue is that ADAS education has been primarily centred on the user manual which are not widely utilised. Moreover, it is unclear if user manuals are an adequate source of education in terms of content and readability. To address this research gap, a content analysis was used to assess the differences in ADAS-related content and readability among the manuals of the highest selling vehicles in Australia. The qualitative findings showed that there are seven themes in the user manuals: differences between driving with and without ADAS, familiarisation requirements, operational limits of the ADAS, potential ADAS errors, behaviour adaptation warnings, confusion warnings, and malfunction warnings. The quantitative analysis found that some of the manuals require several years of education above the recommended for a universal audience (>8 years) to be understood. Additionally, there is a notable number of text diversions and infographics which could make comprehension of the user manual difficult. This investigation shows that there is a lack of standardisation of ADAS user manuals (in both content and delivery of information) which requires regulatory oversight. Driver ADAS education needs to be prioritised by policymakers and practitioners as smart technology continues to increase across the transport system. It seems that current strategies based on user manuals are insufficient to achieve successful adoption and safe use of these technologies.

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Classen, Sherrilene, Mary Jeghers, Jane Morgan-Daniel, Sandra Winter, Luther King und Linda Struckmeyer. „Smart In-Vehicle Technologies and Older Drivers: A Scoping Review“. OTJR: Occupation, Participation and Health 39, Nr. 2 (22.02.2019): 97–107. http://dx.doi.org/10.1177/1539449219830376.

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In-vehicle technologies may decrease crash risk in drivers with age-related declines. Researchers determined the impact of in-vehicle information systems (IVIS) or advanced driving assistance systems (ADAS) on driving. Through a scoping review, the effect of IVIS or ADAS on older drivers’ convenience (i.e., meets one’s needs), comfort (i.e., physical or psychological ease), or safety (i.e., absence of errors or crashes) was examined. Researchers synopsized findings from 28 studies, including driving simulators and on-road environments. Findings indicated that IVIS or ADAS enhanced safety and mitigated age-related declines. Notably, IVIS may reduce cognitive workload, but may jeopardize safety if the systems are overly complicated. The ADAS enhanced safety and comfort by increasing speed control, lane maintenance, and braking responses. However, no studies addressed convenience. In-vehicle technologies may enhance safety and comfort while driving, if one’s cognitive workload is not compromised. Naturalistic studies are needed to elucidate the risks and benefits of IVIS and ADAS for older drivers.

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Ledezma, Agapito, Víctor Zamora, Óscar Sipele, M. Paz Sesmero und Araceli Sanchis. „Implementing a Gaze Tracking Algorithm for Improving Advanced Driver Assistance Systems“. Electronics 10, Nr. 12 (19.06.2021): 1480. http://dx.doi.org/10.3390/electronics10121480.

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Car accidents are one of the top ten causes of death and are produced mainly by driver distractions. ADAS (Advanced Driver Assistance Systems) can warn the driver of dangerous scenarios, improving road safety, and reducing the number of traffic accidents. However, having a system that is continuously sounding alarms can be overwhelming or confusing or both, and can be counterproductive. Using the driver’s attention to build an efficient ADAS is the main contribution of this work. To obtain this “attention value” the use of a Gaze tracking is proposed. Driver’s gaze direction is a crucial factor in understanding fatal distractions, as well as discerning when it is necessary to warn the driver about risks on the road. In this paper, a real-time gaze tracking system is proposed as part of the development of an ADAS that obtains and communicates the driver’s gaze information. The developed ADAS uses gaze information to determine if the drivers are looking to the road with their full attention. This work gives a step ahead in the ADAS based on the driver, building an ADAS that warns the driver only in case of distraction. The gaze tracking system was implemented as a model-based system using a Kinect v2.0 sensor and was adjusted on a set-up environment and tested on a suitable-features driving simulation environment. The average obtained results are promising, having hit ratios between 96.37% and 81.84%.

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Елисеев, Н. „СИСТЕМЫ ADAS – УДОБСТВО И БЕЗОПАСНОСТЬ“. ELECTRONICS: SCIENCE, TECHNOLOGY, BUSINESS 203, Nr. 2 (22.03.2021): 102–7. http://dx.doi.org/10.22184/1992-4178.2021.203.2.102.107.

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Рассмотрены усовершенствованные системы помощи водителю (Advanced driver-assistance systems, ADAS). Приведена информация о структуре и функциях систем ADAS, а также примеры решений, предлагаемых для них рядом ведущих производителей.

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Abraham, Hillary, Bryan Reimer und Bruce Mehler. „Learning to Use In-Vehicle Technologies: Consumer Preferences and Effects on Understanding“. Proceedings of the Human Factors and Ergonomics Society Annual Meeting 62, Nr. 1 (September 2018): 1589–93. http://dx.doi.org/10.1177/1541931218621359.

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Advanced Driver Assistance Systems (ADAS) have the potential to increase driver safety. However, driver misuse or failure to use ADAS could mitigate potential benefits. Appropriate training is one established method for encouraging proper use of technology. An online survey of 2364 respondents revealed significant differences between utilized and preferred methods for learning to use technologies. Drivers who learned through their preferred methods reported higher understanding and use of in-vehicle systems. Providing readily available methods of learning that align with learning preferences may improve safe use of ADAS.

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Nylen, Ashley B., Michelle L. Reyes, Cheryl A. Roe und Daniel V. McGehee. „Impacts on Driver Perceptions in Initial Exposure to ADAS Technologies“. Transportation Research Record: Journal of the Transportation Research Board 2673, Nr. 10 (18.05.2019): 354–60. http://dx.doi.org/10.1177/0361198119847975.

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Advanced driver assistance systems (ADAS) offer great promise in improving the safety of our roadways. Although ADAS have rapidly entered the U.S. passenger vehicle market, little is known about driver understanding and attitudes toward ADAS, especially the impact of their initial exposure to the technologies. Whereas some ADAS may be easy to learn and use, others are more complex and have limitations that may not be obvious to the driver. The Technology Demonstration Study was conducted to evaluate how the ways in which drivers learn about ADAS affect their knowledge and perceptions of the technology. Two base learning methods were utilized for the study, both of which are traditional forms of learning for the average driver: reading the owner’s manual and making observations inside the vehicle. From these base learning methods, four learning protocols were developed, two of which included both methods. This paper investigates how drivers’ perceptions of usefulness, apprehension, and trust with regard to ADAS functionality were affected by initial exposure to the technology. Participants who observed ADAS during a demonstration drive had more positive perceptions relative to those who only read about them, particularly for ADAS that provide vehicle control.

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Dissertationen zum Thema "ADAS systémy"

Pieger, Matúš. „Sledování řidiče“. Master's thesis, Vysoké učení technické v Brně. Fakulta elektrotechniky a komunikačních technologií, 2021. http://www.nusl.cz/ntk/nusl-442532.

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This master’s thesis deals with the design of systems for data collection which describe the driver’s behaviour in a car. This data is used to detect risky behaviour that the driver may commit due to inattention caused by the use of either lower or higher levels of driving automation. The thesis first describes the existing safety systems, especially in relation to the driver. Then it deals with the design of the necessary measuring scenes and the implementation of new systems based on the processing of input images which are obtained via the Intel RealSense D415 stereo camera. Every system is tested in a real vehicle environment. In the end the thesis contains an evaluation regarding the detection reliability of the created algorithms, it considers their shortcomings and possible improvements.

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Robinson, J. „ADDS : An Ada dialogue development system“. Thesis, University of Bradford, 1986. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.374926.

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Agha, Jafari Wolde Bahareh. „A systematic Mapping study of ADAS and Autonomous Driving“. Thesis, Mälardalens högskola, Akademin för innovation, design och teknik, 2019. http://urn.kb.se/resolve?urn=urn:nbn:se:mdh:diva-42754.

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Nowadays, autonomous driving revolution is getting closer to reality. To achieve the Autonomous driving the first step is to develop the Advanced Driver Assistance System (ADAS). Driver-assistance systems are one of the fastest-growing segments in automotive electronics since already there are many forms of ADAS available. To investigate state of art of development of ADAS towards Autonomous Driving, we develop Systematic Mapping Study (SMS). SMS methodology is used to collect, classify, and analyze the relevant publications. A classification is introduced based on the developments carried out in ADAS towards Autonomous driving. According to SMS methodology, we identified 894 relevant publications about ADAS and its developmental journey toward Autonomous Driving completed from 2012 to 2016. We classify the area of our research under three classifications: technical classifications, research types and research contributions. The related publications are classified under thirty-three technical classifications. This thesis sheds light on a better understanding of the achievements and shortcomings in this area. By evaluating collected results, we answer our seven research questions. The result specifies that most of the publications belong to the Models and Solution Proposal from the research type and contribution. The least number of the publications belong to the Automated…Autonomous driving from the technical classification which indicated the lack of publications in this area.

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Nos, Pavel. „Využití průmyslového senzorového systému ADAM pro laboratorní měření“. Master's thesis, Vysoké učení technické v Brně. Fakulta elektrotechniky a komunikačních technologií, 2008. http://www.nusl.cz/ntk/nusl-217288.

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Main task of the Master Thesis is to introduce into sensor systems used in the field. On Advantech sensor system with use of ADAM 4000 modules is shown decentralized sensor system which comunicates over RS 485 and using master computer. Within Master Thesis was compiled measuring board and were assembled three programs which demonstrate possible use of different types of modules. Main development environment is used ADAMView. Each modules has different number and types of inputs and outputs. Using of sensor system saving measurement time, increasing measurement effeciency, relieves data processing and automatize measurement.

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Martinez, Leandro Andrade. „Um framework para coprojeto de hardware e software de sistemas avançados de assistência ao motorista baseados em câmeras“. Universidade de São Paulo, 2017. http://www.teses.usp.br/teses/disponiveis/55/55134/tde-06122017-104613/.

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A demanda por novas tecnologias, melhoria de segurança e conforto para veículos urbanos cresceu consideravelmente nos últimos anos, motivando a indústria na criação de sistemas destinados ao apoio de motoristas (ADAS - Advanced Driver Assistance Systems). Este fato contribuiu para o desenvolvimento de diversos sistemas embarcados na área automobilística destacando-se, à prevenção de colisão a pedestres por veículos. Através do avanço em diversas pesquisas, começaram a circular pelas ruas veículos com sistemas anticolisão e com navegação autônoma. Contudo, para alcançar objetivos cada vez mais desafiadores, os projetistas precisam de ferramentas que permitam unir tecnologias e conhecimentos de áreas distintas de forma eficiente. Nesse contexto, há uma demanda para a construção de sistemas que aumentem o nível de abstração da modelagem de projetos para o processamento de imagens em sistemas embarcados e assim, possibilitando uma melhor exploração do espaço de projetos. A fim de contribuir para minimizar este problema, este trabalho de pesquisa demonstra o desenvolvimento de um framework para coprojeto de hardware e software específico para a construção de sistemas ADAS que utilizam visão computacional. O Framework visa facilitar o desenvolvimento dessas aplicações permitindo a exploração o espaço de projeto (DSE - Design Space Exploration), e assim contribuindo para um ganho de desempenho no desenvolvimento de sistemas embarcados quando comparados à construção totalmente de um modo manual. Uma das características deste projeto é a possibilidade da simulação da aplicação antes da síntese em um sistema reconfigurável. Os principais desafios deste sistema foram relacionados à construção do sistema de intercomunicação entre os diversos blocos de Propriedade Intelectual (IP) e os componentes de software, abstraindo do usuário final inúmeros detalhes de hardware, tais como gerenciamento de memória, interrupções, cache, tipos de dados (ponto flutuante, ponto fixo, inteiros) e etc, possibilitando um sistema mais amigável ao projetista.
The demand for new technologies, enhanced security and comfort for urban cars has grown considerably in recent years prompting the industry to create systems designed to support drivers (ADAS - Advanced Driver Assistance Systems). This fact contributed to the development of many embedded systems in the automotive area among them, the pedestrians collision avoidance. Through the advancement in various research, began circulating through the streets vehicles with anti-collision systems and autonomous navigation. However, to achieve ever more challenging goals, designers need tools to unite technology and expertise from different areas efficiently. In this context, there is a demand for building systems that increase the level of abstraction of models of image processing for use in embedded systems enabling better design space exploration. To help minimize this problem, this research demonstrates a develop a specific framework for hardware/software codesign to build ADAS systems using computer vision. The framework aims to facilitate the development of applications, allowing better explore the design space, and thus contribute to a performance gain in the development of embedded systems in relation to building entirely in hardware. One of the requirements of the project is the possibility of the simulation of an application before synthesis on a reconfigurable system. The main challenges of this system were related to the construction of the intercommunication system between the various Intellectual Property (IP) blocks and the software components, abstracting from the end user numerous hardware details, such as memory management, interruptions, cache, types (Floating point, fixed point, integers) and so on, enabling a more user-friendly system for the designer.

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Joubert, Damien. „Conception pour le véhicule autonome et les applications ADAS sécuritaires d'un système vidéo ADAS coopératif à base de rétines CMOS“. Thesis, Université Clermont Auvergne‎ (2017-2020), 2019. http://www.theses.fr/2019CLFAC045.

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La perception monoculaire par caméra est un problème loin d’être résolu, qui oppose de nombreux acteurs et qui malgré des investissements massifs n’a toujours pas le niveau de performance requis pour les applications de conduite autonome. Si certaines fonctionnalités d’aides à la conduite laissent penser que l’attention du conducteur peut être réduite, ce n’est pas le cas en pratique car la question de la responsabilité repose encore sur les épaules du conducteur. Ce travail a pour objectif de construire une solution de vision frontale robuste, combinant plusieurs modalités, à travers l’utilisation d’un seul et même capteur. L’imageur retenu ici est la rétine CMOS, ou l’imageur événementiel, dont les pixels sont capables de détecter et d’horodater des changements relatifs de luminance, positifs ou négatifs. La fréquence d’acquisition des données est ainsi rythmée par la cinématique du scénario, qui peut être importante dans les scènes automobiles. Les deux modalités extraites du capteur sont d’un coté l’utilisation d’algorithmes conventionnels de traitement d’image, et de l’autre la détection de signaux modulés à haute fréquence émis par les cibles, et caractérisant également l’état ou l’orientation de l’objet. Il est d’abord question dans ce travail de mesurer les paramètres des rétines CMOS, pour d’une part les simuler et de l’autre évaluer leurs variations face à la dynamique de l’environnement des scénarios automobiles. Cette étape s’articule autour de la mise en place d’un banc de caractérisation et d’un modèle de simulation du capteur capable de faire le lien avec les mesures réalisées sur banc. Ce dernier permet également de quantifier les performances des algorithmes de détection des signaux modulés développés, pour permettre de s’assurer que chaque détection correspond bien au signal recherché, et permet aussi d’optimiser la réponse du capteur face aux signaux coopératifs. La détection de ces signaux est démontrée par simulation et sur prototype, avec une portée supérieure à 150 mètres et une fréquence de modulation de 5 kHz. Les algorithmes proposés permettent de conserver un flux de données totalement asynchrone. Les verrous technologiques des rétines CMOS ont été identifiés pour cette fonction, et une attention particulière pourra être portée aux prochaines générations de ces capteurs. En parallèle, une méthode de détection et de classification de cible à base de réseaux de neurones convolutifs est mise en place. Elle consiste à créer des images artificielles en intégrant les événements au cours du temps, et d’opérer un transfert d’apprentissage avec une architecture entraı̂née sur des images conventionnelles, rendu possible en adaptant les méthodes d’entraı̂nement pour éviter le sur-apprentissage. Ce réseau permet ensuite d’initialiser les fonctions de suivi pour estimer le temps avant collision. Cette étape tire parti de la nature asynchrone des événements, en estimant le déplacement d’un objet dans le plan focal de manière événementielle via l’évaluation du flot optique local. Le modèle de simulation du capteur permet par ailleurs d’estimer les algorithmes testés et proposés face aux variation des paramètres de bruit et de latence du capteur. Un dispositif de test sur piste permet de montrer que le suivi événementiel est plus précis que le suivi basé sur les détections synchrones des cibles. Enfin, des pistes de fusion entre les deux modalités ont été testées,et montrent que l’apport de la détection des signaux modulés sur le positionnement de la cible correspondante est complexe à implémenter sans s’appuyer sur le contenu de l’image. En revanche, le suivi du mouvement basé sur les détections de signaux coopératifs permet dans certains cas de filtrer la densité de la scène, ce qui améliore les performances de suivi. (...)
The perception by monocular vision is an issue not solved yet. While a competition exists between many companies and huge investments were raised, the expected level of performance to autonomous driving is still not reached. Even if some advanced driving assistance systems functionalities make the driver believe that he can be less focused, it is not the case in practice and the responsibility is still based on its shoulder. This work aims at building a robust front vision system combining two modalities, thanks to the use of an artificial CMOS retina, or an event-based sensor, whose pixels can detect and timestamp positive or negative relative changes of illuminance. The frequency of data acquisition depends on the kinetic of the scene which could vary a lot in automotive scenarios. The two modalities extracted from the sensor are on one side conventional image processing algorithms, and on the other side the detection of light signals emitted by targets, modulated with high frequencies and characterizing the state or the orientation of the object. This work firstly aims at measuring CMOS retinas parameters, in order to design a simulation model and also to determine how the parameters evolve when facing automotive constraints. This step is articulated around the design of a characterization setup and the implementation of a sensor modelusing the measurements realized on the characterization setup. This latter also enables to quantify the performances achieved by the algorithms which detect modulated light signals, to check that each detection corresponds to the good cooperative signal and enable to optimize the sensor’s response to the range of frequencies used. The detection is demonstrated on simulation experiments and on a prototype, with a scope of 150 meters using a frequency equal to 5 kHz. The algorithms proposed in this work allow to keep the asynchronous characteristic of the data stream. The limitations of the technology have been identified to realize signal’s detection, and an attention can be provided to the next generations of CMOS retinas. In parallel, a detection and classification method based on convolutional neural networks is implemented. It consists of the creation of artificial images by integrating events over time, and to apply a transfer learning technique with a network trained on conventional images, made possible using dedicated data augmentation strategies to avoid overlearning. This network is then used to initialized tracking functions to determine the time to collision. This step uses the asynchronous advantage of event-based data, byestimating the movement locally through the computation of the optical flow. The simulation model of the sensor allows to test some algorithms and to evaluate the performance as a function of sensor’s parameters like the latency or the background noise. A prototype is set on test tracks to demonstrate that event-based tracking is much more efficient than image-based tracking. Finally, some attempts are tested to fuse the two modalities, and illustrate that the positioning of the target emitting the cooperative signal is complicated to manage without using the content of the conventional image. However, the classification and the tracking of the objects is improved in some cases thanks to the cooperative signal, which removes the density of a scene to be more focused on targets. This work, between sensors and algorithms, demonstrate how a cooperative vision system can be inserted into the perception function of autonomous vehicles to guarantee an optimal level of performances

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Jeon, Dae Kyung. „Methodologies for developing distributed systems in Ada with a simulation of a distributed Ada system“. Virtual Press, 1989. http://liblink.bsu.edu/uhtbin/catkey/722459.

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In recent years, the field of distributed processing, distributed systems, has undergone great change, and has been an area attracting tremendous research and development efforts. This thesis explores the various current methodologies for designing, developing and implementing distributed systems using the Ada programming language, and goes on to implement a simulation of a distributed store system using the "virtual node" design approach. After a brief introduction on distributed systems in general, an investigation of the basic issues and problems involved in distributing Ada programs coupled with an analysis and comparison of various approaches to developing distributed Ada systems is carried out. It is shown that one of the critical problems of Ada in a distributed environment is its implicit assumption of a single memory processor. A simulation of a distributed system (store system) is carried out using the virtual node method of developing distributed Ada systems. The various stages of this design method including interface task specification are stepped through. A sample run of the. system is given, including the customer file, stock file data and the monitored output of the system.
Department of Computer Science

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Aziz, Tabinda. „Empirical Analyses of Human-Machine Interactions focusing on Driver and Advanced Driver Assistance Systems“. 京都大学 (Kyoto University), 2015. http://hdl.handle.net/2433/195975.

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Bareiss, Max. „Effectiveness of Intersection Advanced Driver Assistance Systems in Preventing Crashes and Injuries in Left Turn Across Path / Opposite Direction Crashes in the United States“. Thesis, Virginia Tech, 2019. http://hdl.handle.net/10919/96570.

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Intersection crashes represent one-fifth of all police reported traffic crashes and one-sixth of all fatal crashes in the United States each year. Active safety systems have the potential to reduce crashes and injuries across all crash modes by partially or fully controlling the vehicle in the event that a crash is imminent. The objective of this thesis was to evaluate crash and injury reduction in a future United States fleet equipped with intersection advanced driver assistance systems (I-ADAS). In order to evaluate this, injury risk modeling was performed. The dataset used to evaluate injury risk was the National Automotive Sampling System / Crashworthiness Data System (NASS/CDS). An injured occupant was defined as vehicle occupant who experienced an injury of maximum Abbreviated Injury Scale (AIS) of 2 or greater, or who were fatally injured. This was referred to as MAIS2+F injury. Cases were selected in which front-row occupants of late-model vehicles were exposed to a frontal, near-, or far-side crash. Logistic regression was used to develop an injury model with occupant, vehicle, and crash parameters as predictor variables. For the frontal and near-side impact models, New Car Assessment Program (NCAP) test results were used as a predictor variable. This work quantitatively described the injury risk for a wide variety of crash modes, informing effectiveness estimates. This work reconstructed 501 vehicle-to-vehicle left turn across path / opposite direction (LTAP/OD) crashes in the United States which had been originally investigated in NMVCCS. The performance of thirty different I-ADAS system variations was evaluated for each crash. These variations were the combinations of five Time to Collision (TTC) activation thresholds, three latency times, and two different intervention types (automated braking and driver warning). In addition, two sightline assumptions were modeled for each crash: one where the turning vehicle was visible long before the intersection, and one where the turning vehicle was only visible after entering the intersection. For resimulated crashes which were not avoided by I-ADAS, a new crash delta-v was computed for each vehicle. The probability of MAIS2+F injury to each front row occupant was computed. Depending on the system design, sightline assumption, I-ADAS variation, and fleet penetration, an I-ADAS system that automatically applies emergency braking could avoid 18%-84% of all LTAP/OD crashes. An I-ADAS system which applies emergency braking could prevent 44%-94% of front row occupants from receiving MAIS2+F injuries. I-ADAS crash and injured person reduction effectiveness was higher when both vehicles were equipped with I-ADAS. This study presented the simulated effectiveness of a hypothetical intersection active safety system on real crashes which occurred in the United States, showing strong potential for these systems to reduce crashes and injuries. However, this crash and injury reduction effectiveness made the idealized assumption of full installation in all vehicles of a future fleet. In order to evaluate I-ADAS effectiveness in the United States fleet the proportion of new vehicles with I-ADAS was modeled using Highway Loss Data Institute (HLDI) fleet penetration predictions. The number of potential LTAP/OD conflicts was modeled as increasing year over year due to a predicted increase in Vehicle Miles Traveled (VMT). Finally, the combined effect of these changes was used to predict the number of LTAP/OD crashes each year from 2019 to 2060. In 2060, we predicted 70,439 NMVCCS-type LTAP/OD crashes would occur. The predicted number of MAIS2+F injured front row occupants in 2060 was 3,836. This analysis shows that even in the long-term fleet penetration of Intersection Active Safety Systems, many injuries will continue to occur. This underscores the importance of maintaining passive safety performance in future vehicles.
M.S.
Future vehicles will have electronic systems that can avoid crashes in some cases where a human driver is unable, unaware, or reacts insufficiently to avoid the crash without assistance. The objective of this work was to determine, on a national scale, how many crashes and injuries could be avoided due to Intersection Advanced Driver Assistance Systems (I-ADAS), a hypothetical version of one of these up-and-coming systems. This work focused on crashes where one car is turning left at an intersection and the other car is driving through the intersection and not turning. The I-ADAS system has sensors which continuously search for other vehicles. When the I-ADAS system determines that a crash may happen, it applies the brakes or otherwise alerts the driver to apply the brakes. Rather than conduct actual crash tests, this was simulated on a computer for a large number of variations of the I-ADAS system. The basis for the simulations was real crashes that happened from 2005 to 2007 across the United States. The variations that were simulated changed the time at which the I-ADAS system triggered the brakes (or alert) and the simulated amount of computer time required for the I-ADAS system to make a choice. In some turning crashes, the car cannot see the other vehicle because of obstructions, such as a line of people waiting to turn left across the road. Because of this, simulations were conducted both with and without the visual obstruction. For comparison, we performed a simulation of the original crash as it happened in real life. Finally, since there are two cars in each crash, there are simulations when either car has the I-ADAS system or when both cars have the I-ADAS system. Each simulation either ends in a crash or not, and these are tallied up for each system variation. The number of crashes avoided compared to the number of simulations run is crash effectiveness. Crash effectiveness ranged from 1% to 84% based on the system variation. For each crash that occurred, there is another simulation of the time immediately after impact to determine how severe the impact was. This is used to determine how many injuries are avoided, because often the crashes which still happened were made less severe by the I-ADAS system. In order to determine how many injuries can be avoided by making the crash less severe, the first chapter focuses on injury modeling. This analysis was based on crashes from 2008 to 2015 which were severe enough that one of the vehicles was towed. This was then filtered down by only looking at crashes where the front or sides were damaged. Then, we compared the outcome (injury as reported by the hospital) to the circumstances (crash severity, age, gender, seat belt use, and others) to develop an estimate for how each of these crash circumstances affected the injury experienced by each driver and front row passenger. A second goal for this chapter was to evaluate whether federal government crash ratings, commonly referred to as “star ratings”, are related to whether the driver and passengers are injured or not. In frontal crashes (where a vehicle hits something going forwards), the star rating does not seem to be related to the injury outcome. In near-side crashes (the side next to the occupant is hit), a higher star rating is better. For frontal crashes, the government test is more extreme than all but a few crashes observed in real life, and this might be why the injury outcomes measured in this study are not related to frontal star rating. Finally, these crash and injury effectiveness values will only ever be achieved if every car has an I-ADAS system. The objective of the third chapter was to evaluate how the crash and injury effectiveness numbers change each year as new cars are purchased and older cars are scrapped. Early on, few cars will have I-ADAS and crashes and injuries will likely still occur at roughly the rate they would without the system. This means that crashes and injuries will continue to increase each year because the United States drives more miles each year. Eventually, as consumers buy new cars and replace older ones, left turn intersection crashes and injuries are predicted to be reduced. Long into the future (around 2050), the increase in crashes caused by miles driven each year outpaces the gains due to new cars with the I-ADAS system, since almost all of the old cars without I-ADAS have been removed from the fleet. In 2025, there will be 173,075 crashes and 15,949 injured persons that could be affected by the I-ADAS system. By 2060, many vehicles will have I-ADAS and there will be 70,439 crashes and 3,836 injuries remaining. Real cars will not have a system identical to the hypothetical I-ADAS system studied here, but systems like it have the potential to significantly reduce crashes and injuries.

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Sullivan, James A. „Management of autonomous systems in the Navy's Automated Digital Network System (ADNS)“. Monterey, Calif. : Springfield, Va. : Naval Postgraduate School ; Available from National Technical Information Service, 1997. http://handle.dtic.mil/100.2/ADA341474.

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Thesis (M.S. in Information Technology Management) Naval Postgraduate School, September 1997.
"September 1997." Thesis advisor(s): Rex Buddenberg, Suresh Sridhar. Includes bibliographical references (p. 83-84). Also available online.

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Bücher zum Thema "ADAS systémy"

Ropper, Allan H. Adams and Victor's principles of neurology. 8. Aufl. New York: McGraw-Hill Medical Pub. Division, 2005.

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1911-, Adams Raymond D., Victor Maurice 1920-, Brown Robert H. 1947- und Victor Maurice 1920-, Hrsg. Adams and Victor's principles of neurology. 8. Aufl. New York: McGraw-Hill Medical Pub. Division, 2005.

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1911-, Adams Raymond D., Victor Maurice 1920-, Samuels Martin A und Ropper Allan H, Hrsg. Adams and Victor's principles of neurology. 9. Aufl. New York: McGraw-Hill Medical, 2009.

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Scharf, Peter. Learning together with Adam: A family guide to using the Coleco Adam personal computer system. New York: McGraw-Hill, 1985.

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A system of social science: Papers relating to Adam Smith. 2. Aufl. Oxford: Clarendon Press, 1996.

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Trevor, Moreton, und Natali Antonio, Hrsg. Ada for distributed systems. Cambridge: Cambridge University Press, 1988.

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Practical visual techniques in system design: With applications to Ada. Englewood Cliffs, NJ: Prentice Hall, 1990.

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The Ada primer: An introduction to the Ada language system. New York: McGraw-Hill, 1985.

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James, Alinder, Hrsg. Ansel Adams. Milan: IdeaBooks, 1986.

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Richard, Wrigley, Hrsg. Ansel Adams. New York, N.Y: Smithmark, 1992.

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Buchteile zum Thema "ADAS systémy"

Klanner, Felix, und Christian Ruhhammer. „Backend Systems for ADAS“. In Handbook of Driver Assistance Systems, 685–700. Cham: Springer International Publishing, 2015. http://dx.doi.org/10.1007/978-3-319-12352-3_29.

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Klanner, Felix, und Christian Ruhhammer. „Backend Systems for ADAS“. In Handbook of Driver Assistance Systems, 1–12. Cham: Springer International Publishing, 2015. http://dx.doi.org/10.1007/978-3-319-09840-1_29-1.

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Gehrig, Stefan, und Uwe Franke. „Stereovision for ADAS“. In Handbook of Driver Assistance Systems, 495–524. Cham: Springer International Publishing, 2015. http://dx.doi.org/10.1007/978-3-319-12352-3_22.

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Winner, Hermann. „ADAS, Quo Vadis?“ In Handbook of Driver Assistance Systems, 1557–84. Cham: Springer International Publishing, 2015. http://dx.doi.org/10.1007/978-3-319-12352-3_62.

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Gehrig, Stefan, und Uwe Franke. „Stereovision for ADAS“. In Handbook of Driver Assistance Systems, 1–25. Cham: Springer International Publishing, 2015. http://dx.doi.org/10.1007/978-3-319-09840-1_22-1.

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Winner, Hermann. „ADAS, Quo Vadis?“ In Handbook of Driver Assistance Systems, 1–22. Cham: Springer International Publishing, 2015. http://dx.doi.org/10.1007/978-3-319-09840-1_62-1.

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Kleine-Besten, Thomas, Ralph Behrens, Werner Pöchmüller und Andreas Engelsberg. „Digital Maps for ADAS“. In Handbook of Driver Assistance Systems, 647–61. Cham: Springer International Publishing, 2015. http://dx.doi.org/10.1007/978-3-319-12352-3_27.

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Kleine-Besten, Thomas, Ralph Behrens, Werner Pöchmüller und Andreas Engelsberg. „Digital Maps for ADAS“. In Handbook of Driver Assistance Systems, 1–11. Cham: Springer International Publishing, 2015. http://dx.doi.org/10.1007/978-3-319-09840-1_27-1.

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Ng, Tian Seng. „ADAS in Autonomous Driving“. In Robotic Vehicles: Systems and Technology, 87–93. Singapore: Springer Singapore, 2021. http://dx.doi.org/10.1007/978-981-33-6687-9_12.

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Dimitrakopoulos, George. „Advanced Driver Assistance Systems (ADAS)“. In Current Technologies in Vehicular Communication, 63–96. Cham: Springer International Publishing, 2016. http://dx.doi.org/10.1007/978-3-319-47244-7_4.

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Konferenzberichte zum Thema "ADAS systémy"

Ahadi-Sarkani, Armand, und Salma Elmalaki. „ADAS-RL“. In CPS-IoT Week '21: Cyber-Physical Systems and Internet of Things Week 2021. New York, NY, USA: ACM, 2021. http://dx.doi.org/10.1145/3458648.3460008.

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Raviteja, S., und R. Shanmughasundaram. „Advanced Driver Assitance System (ADAS)“. In 2018 Second International Conference on Intelligent Computing and Control Systems (ICICCS). IEEE, 2018. http://dx.doi.org/10.1109/iccons.2018.8663146.

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Peng, Jinzhang, Lu Tian, Xijie Jia, Haotian Guo, Yongsheng Xu, Dongliang Xie, Hong Luo, Yi Shan und Yu Wang. „Multi-task ADAS system on FPGA“. In 2019 IEEE International Conference on Artificial Intelligence Circuits and Systems (AICAS). IEEE, 2019. http://dx.doi.org/10.1109/aicas.2019.8771615.

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Chalmers, I. J. „User attitudes to automated highway systems“. In International Conference on Advanced Driver Assistance Systems (ADAS). IEE, 2001. http://dx.doi.org/10.1049/cp:20010489.

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Senior, C. J. D. „Telematics systems from the service perspective“. In International Conference on Advanced Driver Assistance Systems (ADAS). IEE, 2001. http://dx.doi.org/10.1049/cp:20010491.

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Kees, M. „Hydraulic actuated brake and electromechanically actuated brake systems“. In International Conference on Advanced Driver Assistance Systems (ADAS). IEE, 2001. http://dx.doi.org/10.1049/cp:20010495.

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Hafner, M. R., K. So Zhao, A. Hsia und Z. Rachlin. „Localization tools for benchmarking ADAS control systems“. In 2016 IEEE International Conference on Systems, Man, and Cybernetics (SMC). IEEE, 2016. http://dx.doi.org/10.1109/smc.2016.7844642.

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Ziebinski, Adam, Rafal Cupek, Damian Grzechca und Lukas Chruszczyk. „Review of advanced driver assistance systems (ADAS)“. In PROCEEDINGS OF THE INTERNATIONAL CONFERENCE OF COMPUTATIONAL METHODS IN SCIENCES AND ENGINEERING 2017 (ICCMSE-2017). Author(s), 2017. http://dx.doi.org/10.1063/1.5012394.

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Haja, Andreas, Carsten Koch und Lars Klitzke. „The ADAS SWOT Analysis - A Strategy for Reducing Costs and Increasing Quality in ADAS Testing“. In 3rd International Conference on Vehicle Technology and Intelligent Transport Systems. SCITEPRESS - Science and Technology Publications, 2017. http://dx.doi.org/10.5220/0006354103200325.

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Caruso, Giandomenico, Daniele Ruscio, Dedy Ariansyah und Monica Bordegoni. „Driving Simulator System to Evaluate Driver’s Workload Using ADAS in Different Driving Contexts“. In ASME 2017 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2017. http://dx.doi.org/10.1115/detc2017-67850.

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The advancement of in-vehicle technology for driving safety has considerably improved. Current Advanced Driver-Assistance Systems (ADAS) make road safer by alerting the driver, through visual, auditory, and haptic signals about dangerous driving situations, and consequently, preventing possible collisions. However, in some circumstances the driver can fail to properly respond to the alert since human cognition systems can be influenced by the driving context. Driving simulation can help evaluating this aspect since it is possible to reproduce different ADAS in safe driving conditions. However, driving simulation alone does not provide information about how the change in driver’s workload affects the interaction of the driver with ADAS. This paper presents a driving simulator system integrating physiological sensors that acquire heart’s activity, blood volume pulse, respiration rate, and skin conductance parameters. Through a specific processing of these measurements, it is possible to measure different cognitive processes that contribute to the change of driver’s workload while using ADAS, in different driving contexts. The preliminary studies conducted in this research show the effectiveness of this system and provide guidelines for the future acquisition and the treatment of the physiological data to assess ADAS workload.

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Berichte der Organisationen zum Thema "ADAS systémy"

Waraniak, John. Unsettled Issues on Sensor Calibration for Automotive Aftermarket Advanced Driver-Assistance Systems. SAE International, März 2021. http://dx.doi.org/10.4271/epr2021008.

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Many automotive industry safety advocates have been pushing for greater market penetration for active safety and advanced driver-assistance systems (ADAS), with the goal of ending deaths due to car crashes. However, there are far-reaching implications for the collision repair, specialty equipment, and performance aftermarket sectors—after a collision or modification, the ADAS system functionality must be preserved to maintain, driver, passenger, and road user safety. To do this, sensor recalibration and ADAS functional safety validation and documentation after repair, modification, or accessorizing are necessary. Unsettled Issues on Sensor Calibration for Automotive Aftermarket ADAS tackles the challenges of accelerating the pace of ADAS implementation; increasing industry understanding of systems, sensors, software, controllers; and minimizing the overwhelming variety of sensor calibration procedures and automaker targets. Additionally, this report addresses the liability concerns that are challenging the industry as it seeks to move forward safely.

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Kerrigan, W. Analytical Data Management System (ADMS). Office of Scientific and Technical Information (OSTI), Mai 1987. http://dx.doi.org/10.2172/6845581.

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Razdan, Rahul. Unsettled Topics Concerning Human and Autonomous Vehicle Interaction. SAE International, Dezember 2020. http://dx.doi.org/10.4271/epr2020025.

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This report examines the current interaction points between humans and autonomous systems, with a particular focus on advanced driver assistance systems (ADAS), the requirements for human-machine interfaces as imposed by human perception, and finally, the progress being made to close the gap. Autonomous technology has the potential to benefit personal transportation, last-mile delivery, logistics, and many other mobility applications enormously. In many of these applications, the mobility infrastructure is a shared resource in which all the players must cooperate. In fact, the driving task has been described as a “tango” where we—as humans—cooperate naturally to enable a robust transportation system. Can autonomous systems participate in this tango? Does that even make sense? And if so, how do we make it happen?

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Risko, Theodore. Avionics Diagnostic System (ADS). Fort Belvoir, VA: Defense Technical Information Center, Juni 1999. http://dx.doi.org/10.21236/ada368423.

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Stouffer, Keith, Robert Jr Russell, Raymond Archacki, Thomas Engel, Richard Dansereau und Arnold Grot. Advanced Deburring and Chamfering System (ADACS):. Gaithersburg, MD: National Institute of Standards and Technology, 1996. http://dx.doi.org/10.6028/nist.ir.5915.

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Welderman, Nelson H., Neal Altman, Mark Borger, Patrick Donohoe, William E. Hefley, Mark H. Klein, Stephan F. Landherr, Hans Mumm und John A. Slusrz. Ada Embedded Systems Testbed Project. Fort Belvoir, VA: Defense Technical Information Center, Dezember 1987. http://dx.doi.org/10.21236/ada200609.

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Russell, Bob, und Fred Proctor. ADACS - an automated system for part finishing. Gaithersburg, MD: National Institute of Standards and Technology, 1993. http://dx.doi.org/10.6028/nist.ir.5171.

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Stevens, B. W. Distributed Ada Programs on Heterogeneous Systems. Fort Belvoir, VA: Defense Technical Information Center, März 1991. http://dx.doi.org/10.21236/ada294848.

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Byrnes, C. M. Ada and X Window System Integration. Fort Belvoir, VA: Defense Technical Information Center, Januar 1992. http://dx.doi.org/10.21236/ada246667.

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Knapper, Robert J., und David O. LeVan. A Portable Ada Multitasking Analysis System. Fort Belvoir, VA: Defense Technical Information Center, Dezember 1988. http://dx.doi.org/10.21236/ada227594.

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