A cascade steering shared controller with dual-level dynamic authority

<div class="section abstract"><div class="htmlview paragraph">New challenges and complexities are continuously increasing in advanced driver assistance systems (ADAS) development (e.g. active safety, driver assistant and autonomous vehicle systems). Therefore, the health management of ADAS’ components needs special improvements. Since software contribution in ADAS’ development is increasing significantly, remote diagnosis and maintenance for ADAS become more important. Furthermore, it is highly recommended to predict the remaining useful life (RUL) for the prognosis of ADAS’ safety critical components; e.g. (Ultrasonic, Cameras, Radar, LIDAR). This paper presents a remote diagnosis, maintenance and prognosis (RDMP) framework for ADAS, which can be used during development phase and mainly after production. An overview of RDMP framework’s elements is explained to demonstrate how/when this framework is connected to database servers and remote analysis servers. Moreover, Sensors fusion is used in RDMP to detect some sensor failures and even to predict their RUL. Additionally, some well-known machine learning algorithms (MLA) are used to predict RUL of ADAS’ components, and different types of input attributes to these MLA are proposed for some basic ADAS’ components. MLA use training data set, which shall be constructed ideally from actual records reported remotely by RDMP (Prognosis Analysis and Self-Learning System). However, initial dataset before production of the vehicle can be created from ADAS laboratory tests (e.g. Assessments on test tracks), ADAS simulation and theoretical analytical methods. Also, experiments of using the proposed RDMP in some ADAS’ components (Sensor fusion and Braking system as ADAS actuator) are presented. Summary, conclusion with proven results and future work are explained.</div></div>

This paper reviews studies from the past 30 years that use operations research methods to tackle containership routing and scheduling problems at the strategic, tactical, and operational planning levels. These problems are first classified and summarized, with a focus on model formulations, assumptions, and algorithm design. The paper then gives an overview of studies on containership fleet size and mix, alliance strategy, and network design (at the strategic level); frequency determination, fleet deployment, speed optimization, and schedule design (at the tactical level); and container booking and routing and ship rescheduling (at the operational level). The paper further elaborates on the needs of the liner container shipping industry and notes the gap between existing academic studies and industrial practices. Research on containership routing and scheduling lags behind practice, especially in the face of the fast growth of the container shipping industry and the advancement of operations research and computer technology. The purpose of this paper is to stimulate more practically relevant research in this emerging area.

The application of Quality tools and methods in industrial management has always had a fundamental impact on the control of production. It influences the behavior of the actors concerned, while introducing the necessary notions and formalizations, especially for production systems with little or no automation, which constitute a large part of the industrial activity. Several quality approaches are applied in the workshop and are implemented at the level of the control. In this paper, the authors present a typology of the various approaches that have successively influenced control, such as statistical process control, quality assurance, and continuous improvement. First the authors present a parallel between production control and quality organizational structure. They note the duality between control, which is aimed at increasing productivity, and quality, which aims to satisfy the needs of the customer. They also note the hierarchical organizational structure of these two systems of management with, at each level, the notion of a feedback loop. This notion is fundamental to any kind of decision making. The paper is organized around the operational, tactical, and strategic levels, by describing for each level the main methods and tools for control by quality. The overview of these tools and methods starts at the operational level, with the Statistical Process Control, the Taguchi technique, and the "six sigma" approach. On the tactical level, we find a quality system approach, with a documented description of the procedures introduced in the firm. The management system can refer here to Quality Assurance, Total Productive Maintenance, or Management by Total Quality. The formalization through procedures of the rules of decision governing the process control enhances the validity of these rules. This leads to the enhancement of their reliability and to their consolidation. All this counterbalances the human, intrinsically fluctuating, behavior of the control operators. Strategic control by quality is then detailed, and the two main approaches, the continuous improvement approach and the proactive improvement approach, are introduced. Finally, the authors observe that at each of the three levels, the continuous process improvement, which is a component of Total Quality, becomes an essential preoccupation for the control. Ultimately, the recursive utilization of the Deming cycle remains the best practice for the control by quality.

Goals of shared control usually focus on the sharing of the action. Several examples such as shared control in robotics, in car driving, in wheelchair control highlight the interest for Human operator to be able to take part in the control of a process in the same way as assistance systems. Moreover, with the hap tic shared control, Human operator can feel what could be or what is the current action of the assistance system. But if shared control is so useful today in some domains and will also be very interesting for other domains, it is because action is not the only function that Human operator can share with an assistance system. In fact, we would even like to suppose that the more Human operator and assistance systems share problem solving process functions, the more their cooperation would be safe, efficient, and comfortable. The objective of this paper is to propose an extension of the use of Shared control concept by giving other opportunities for Human operator and assistance system to share activity. The horizontal extension relates the integration of all the functions, from information gathering to action implementation. The vertical extension relates the integration of the levels of activity usually represented by the strategic, tactical and operational levels. Human machine cooperation principles are used to attempt such an objective.

To achieve the desired level of quality in business, in addition to its good incorporation in the long-term strategy and the active role of top management as the quality manager in the organization, quality objectives should be adequately elaborated at the operational and tactical level. The quality strategy must be developed flawlessly at the operational level, where the narrower objectives are derived for all organizational sectors. Also, it is necessary to effectively develop individual tasks (goals) at the tactical level, because there must be no failure which could reduce the level of quality achieved in the narrowest sense, because it brings into question the sufficiency of the realization of the objectives at the organizational level and its competitive position.

Agent-based negotiation and decision making for dynamic supply chain formation

In an unstructured environment where real-time human decision is essential, shared control allows collaboration between humans and robotic systems, combining advantages of both. However, existing control methods are challenged with precision loss, inconsistency and interference from unconscious human inputs. An adaptive anisotropic control frame is presented, enabling interaction both operational and tactical levels. Using predefined trajectory, a dynamic weight function is proposed to allow the human operator to override. Movement along preferred direction is encouraged and compensated, providing accurate real-time tracking performance. Haptic feedback during shared control is evaluated and optimised. Experiments validate that the raised method can achieve a tracking precision of under milling payload, with sensible feedback to the operator. The override manipulation can be rapidly made within 0.4s as the tactical level interaction. The proposed approach provides both stability and flexibility in interactive surgical manipulations, maintaining similar precision with autonomous execution.

Waging War on Climate Change: Mapping Energy Policies to Their Strategic, Tactical, and Operational Levels

The importance of human-in-the-loop techniques in advanced driver assistance systems (ADAS) for establishing and preserving driver trust is examined in this article. It provides a thorough examination of shared control paradigms in fully autonomousand semi-autonomous cars, emphasizing how carefully incorporating human oversight improves user confidence and system dependability.It examines adaptive cruise control and lane-keeping assistance implementations to show how well-balanced humanmachine partnerships reduce driver fatigue while maintaining safety.It delves deeper

Modern automobiles are increasingly equipped with Advanced Driver Assistance Systems (ADAS), which improve passenger safety and comfort. Each of these ADAS can rely on a multitude of environmental sensors, which creates the need of cross-linking ADAS with respect to their access to environment information. This idea is reflected in the so-called environment model (EM) that centralizes the access of all ADAS functions to the perceived but not yet interpreted scene in the vehicle environment. In this paper, we propose an architectural framework that concretizes the EM in terms of separate modules for signal processing and sensor data fusion, as well as well-defined generic input and output interfaces. Moreover, we extend the EM by including additional components and output interfaces for centralized scene interpretation (CSI). The architectural framework allows streamlining the development process and increasing computational efficiency, as software modules for scene interpretation can be shared among multiple ADAS. In addition, the consistency of the overall ADAS behavior is improved, as all ADAS functions rely on the same scene information and scene interpretation. We illustrate our concept of centralized scene interpretation using the case study of a module for the detection of directional roadways, a generalization of motorways. The algorithm we present analyzes multiple perceptual indicators in favor or against a directional roadway and computes an overall decision, along with a foresight value for the expected duration of the directional roadway, to be used in various ADAS functions.

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.

The introduction of advanced driver assistance systems (ADAS) in road traffic raises many complex questions. One of them is to what extent current legal frameworks are fit to accommodate the market introduction of ADAS and on which points they need to be amended to adequately facilitate the smooth implementation of ADAS. This paper is focusing on vehicle safety regulation. The ratio behind this type of regulation is that governments want to assure some minimum levels of safety of vehicles and included equipment. However, in areas of innovative, rapidly developing technologies such as ADAS formal regulation is often criticized for being too slow and to inflexible, obstructing technological developments. In this paper the current European regulatory framework is analysed. It is concluded that the speed of technological developments as well as the innovative and specific nature of ADAS technology call for modifications in the legal framework in order to keep a desired balance between governmental safety concerns and unobstructed development of ADAS.

The article proposes an organizational model for communication management in universities, designed to address challenges of digital transformation and institutional competitiveness. The study emphasizes the dual integration of hierarchical and modular approaches, ensuring coherence between strategic, tactical, and operational levels of management. At the strategic level, communication goals align with the university's mission and long-term vision; at the tactical level, flows of academic, managerial, marketing, and digital communication are organized; at the operational level, specific measures are implemented, and effectiveness is monitored. The modular dimension structures communication into functional blocks: target, subject-organizational, communication-process, analytical-evaluative, and support. Each block contributes to the consistency of communication flows, reputation building, stakeholder trust, and resource provision. Methodologically, the research applies analysis, synthesis, systematization, comparative inquiry, structural-functional modeling, and expert evaluation. The novelty lies in combining hierarchical clarity with modular flexibility, creating a resilient and adaptable communication system. Practical significance is demonstrated by the model's potential as a methodological foundation for strategies to enhance communication efficiency, strengthen stakeholder relations, and integrate universities into the international educational space. Limitations include the study's conceptual nature and the lack of large-scale empirical data, both of which require further quantitative research and pilot testing. Future directions involve developing indicators for monitoring effectiveness, applying quantitative risk assessment, and evaluating the influence of regulatory and social factors. Overall, the article contributes to academic discourse by offering a structured and adaptable model for communication management in higher education. Keywords: communication management; university; organizational model; communication flows; image; stakeholders; academic communication; managerial communication; marketing communication; digital communication.

Advanced driver assistance systems (ADAS) are designed to increase driver's situational awareness and road safety by providing essential information, warning and automatic intervention to reduce the possibility/severity of an accident. Of the various types of ADAS modalities available, camera based ADAS are being widely adopted for their usefulness in varied applications, overall reliability and adaptability to new requirements. But camera based ADAS also represents a complex, high-performance, and low-power compute problem, requiring specialized solutions. This paper introduces a high performance front camera ADAS based on a small area, low power System-on-Chip (SoC) solution from Texas Instruments called Texas Instruments Driver Assist 3x (TDA3x). The paper illustrates compute capabilities of the device in implementation of a typical front camera ADAS. The paper also introduces key programming concepts related to heterogeneous programmable compute cores in the SoC and the software framework to use those cores in order to develop the front camera solutions. These aspects will be of interest not only to the ADAS developers but for computer vision and compute intensive embedded system development.

This paper presents a study of the impact of different complex situations on an advanced driver assistance system (ADAS) for anticipatory assistance for the reduction of fuel consumption. Different studies showed that it is possible to reduce the individual fuel consumption of drivers by extending the driver's anticipation horizon through an ADAS. But the influences of the driving situation on the success of such a system has not been researched yet. Therefore the driving simulator study which is presented in this paper deals with the impact of different traffic situations and its complexity on an anticipatory ADAS for fuel reduction in deceleration scenarios. For this, different rural and urban deceleration scenarios where chosen and situations of different complexity were implemented by changing traffic and environmental conditions. As the main focus of the ADAS lies on the reduction of the fuel consumption, this was one of the main variables which was measured. Additionally the glance time on the HMI was analyzed as an indicator for the manner how the system was used. The results showed that the degree of complexity of the chosen road traffic situations has generally no impact on the fuel consumption if it was driven without any assistance system. The glance times on the HMI of the ADAS shorten if a situation is more complex. But this does not lead to differences in the reduction of the fuel consumptions by the ADAS in different complex situations. The overall fuel consumption was reduced by about 10%. These results lead to the assumption that a good designed anticipatory ADAS reduces the driver related fuel consumption independently from the degree of the complexity of a situation.