Seite - 2 - in Integration of Advanced Driver Assistance Systems on Full-Vehicle Level - Parametrization of an Adaptive Cruise Control System Based on Test Drives

1. Introduction The main function of comfort-oriented ADAS is to assist drivers by taking over driving tasks. In the vehicle’s longitudinal direction, ACC systems support the driver, while LKA systems provide support in the lateral direction. An Automatic Emergency Brake (AEB) is a safety-oriented system that should prevent collisions between vehicles. ADAS cannot be assigned exclusively to one of the categories described above. As mentioned above, an ACC is a comfort-oriented system. Eichberger demonstrated in [Eic11], that ACC also increases the safety using an in-depth accident analysis of 217 (statisticallycorrected260) fatalaccidents fromthedatabaseZEDATUfor theyear2003. This research showedthatanACCwouldhavepreventedeightaccidentsandwouldhave reducedtheseverityofanothereightaccidents, representingaboutsixpercentofthetotal accidents. In comparison, an AEB, which is a safety-oriented system has a potential of about 21 percent. This example shows why systems cannot be classified clearly. In the year 2010, the European Commission set the goal to halve the yearly 31508 road fatalities by the year 2020, [Off11]. In the same document, they stipulated that one of the main actions to be taken to reach this goal is to deploy ADAS. Figure 1.1 shows the fatalities in the 28 European countries from the year 1991 until 2013. Using a regression line, from the data of the last four years, the predicted fatalities in the year 2020 would be 12511, thereby reaching the set goal. In the United States of America, the National Highway Traffic Safety Administration (NHTSA) isalsoworkingonADAS.Theyalsodeterminedthat these systemswill reduce the severity of accidents [GFB13]. These initiatives show why the number of vehicles equipped with ADAS will increase in the future. A few years ago, they were only available in luxury class vehicles. Today they are available in all segments, even in lower ones. The trend of the recent years toward automated driving has led to standards for cat- egorizing the level of automation. Table 1.1 provides an excerpt of standard [Soc14], which shows a comparison between the Society of Automotive Engineers (SAE) levels of automation and those of the Bundesanstalt fu¨r Straßenwesen (BASt). In both cases, the list starts at full manual driving by the human, SAE level 0, which already includes warning systems. SAE level 1 is the commonly known ADAS, where the system performs the longitudinal or lateral control of the vehicle. These functions are available in some driving modes, while the human drivers are responsible for monitoring the environment and are the fallback in dynamic driving tasks. Examples include ACC and Lane-Keeping Support (LKS) systems. See appendices A.1 and A.3 for short descriptions of these systems. SAE level 2 systems control longitudinal and lateral movement of the vehicle. However, the human driver has to monitor the system and is the fallback solution in dynamic driving events. Low-Speed Following (LSF) systems are an example of such a technology that is already available on the market, appendix A.4. 2