Seite - 19 - in Integration of Advanced Driver Assistance Systems on Full-Vehicle Level - Parametrization of an Adaptive Cruise Control System Based on Test Drives

2.2. Environmental-Recognition Sensors (a) (b) Figure 2.11.: (a) Fixed multi beam LIDAR sensor and (b) Scanning LIDAR sensor, adapted from [Ged09] scanningLIDAR,which isdepicted infig. 2.11(b), moves thebeamacross theFOV.This results in a better angular resolution. If the beam does not scan the whole sensor area, but only the area that is of interest for the ADAS, the sensor is called sweeping LIDAR. Combinations of the different principles are also available (e.g. the scanning multi beam LIDAR). There is a significant difference between the infrared radiation caused by the sun during the night and day, which makes it challenging to ensure correct sensor functionality. 2.2.4. V2X Sensor V2X is a hypernym for Vehicle-to-Infrastructure Communication (V2I) and Vehicle- to-Vehicle Communication (V2V), which feature ad-hoc data networks using a special Wireless Local Area Network (WLAN) protocol. The advantage of this sensor is that information can be transmitted about actions which will occur in the future (e.g. the intention of a vehicle to change lanes before the lateral movement of the vehicle can be measured by another sensor in the ego vehicle). Bifulco et al. showed in [BPSP11] that a sensor data fusion of V2V data with other sensors smooths the distance measurements and therefore increases the quality of ACC systems. TheuseofV2XsensorsenlargestheFOVtoseveralhundredmeterswith360°, depending on the environment. 2.2.5. Required Field of View This chapter describes an option to determine the required FOV for defined ACC operation limits. For ACC systems, standards are available that define the lateral and longitudinal acceleration limits. In [Tec10], the limits for ACC systems are de- scribed. The main limitations of this standard are the maximum longitudinal decel- eration vax,min = −3.5m/s2, the minimum speed, which can be set by the driver 19