Navigation System with Map-Matching Method

<div class="htmlview paragraph">A number of reports have been published in recent years concerning research work that is underway in Europe. America and Japan on navigation systems for vehicles. The systems reported on to date employ a variety of position detection sensors, such as geomagnetic sensors, gyrocompasses and loran receivers. However, the literature contains virtually no reports of automobile navigation systems that make use of a Global Positioning System (GPS) as a means of detecting and determining the location a vehicle.</div> <div class="htmlview paragraph">The authors have developed a GPS automobile navigation system that is intended to be one subsystem of a cinorehensive on-board information system. The total system incorporates car telephone data communication capabilities as well as various functions for centralized operation of the vehicle equipment.</div> <div class="htmlview paragraph">This navigation system can accurately locate a vehicle's position using position data received from GPS satellites together with data supplied by geomagnetic sensors. In additions, map data stored in a CD-ROM can be called up for display on a monitor to indicate the vehicle's position on a map.</div> <div class="htmlview paragraph">This paper describes the system and presents the experimental results for position detection accuracy, as well as the author's observations on map data standardisation.</div>

<div class="htmlview paragraph">Video surveys are being used in Doncaster to provide an up-to-date inventory of the highway network and street furniture. The techniques being used are closely related to those under development for the collection of network attribute data for Advanced Transport Telematics (ATT) / Intelligent Vehicle Highway Systems (IVHS) systems, in particular for route guidance and navigation systems.</div> <div class="htmlview paragraph">The success of systems such as Autoguide, EURO-SCOUT (formerly called ALI-SCOUT), CARIN, Travelpilot and dual-mode route guidance will be critically dependent upon the quality of the data on which navigation and routeing recommendations are based. Experience, in London and Berlin in particular, has shown that the information presented to the driver throughout his journey needs to be accurate, precisely timed and in a large number of cases specifically tailored to the details of individual junction layouts. It is not possible to provide the quality of data necessary for system acceptance without detailed surveys of the roads on which guidance is to be given.</div> <div class="htmlview paragraph">Video survey techniques offer the flexibility to view road and junction layouts in a controlled office environment, minimising the need for costly re-surveying, and significantly improving data quality and consistency. The system in use in Boncaster is providing the basis of an innovative methodology in which in-vehicle computers are interfaced with navigation systems and professional video techniques.</div> <div class="htmlview paragraph">This results in the integration of the digital map base with the information required to generate the vitally important turning recommendations for the driver and the accurate data necessary for successful map-matching.</div> <div class="htmlview paragraph">The paper presents results and conclusions from Doncaster. It reviews the need for this type of accurate data, describes experiences in existing trials of ATT/IVHS systems, analyses developments in digital map creation techniques and presents the context into which the new generation of data collection methodology will be integrated.</div>

<div class="htmlview paragraph">As the community is becoming more and more aware and conscious of the pollution problems caused by the internal combustion engine and its use in transportation, we are now seeing the first projects and prototypes regarding hybrid and electrically-powered vehicles.</div> <div class="htmlview paragraph">One of the main problems witnessed by engineers has been that of the relatively low operating range provided by the storage batteries available on the market today, and so, recovering the energy that is inevitably lost during braking is of primary importance.</div> <div class="htmlview paragraph">The concept of regenerative braking is fairly simple as it consists in making the electric motors function as generators.</div> <div class="htmlview paragraph">In many of today's applications we find two indipendent controls for the operation of the hydraulic brake and for the activation of regenerative braking. The choice on which braking mode to use, or in which sequence the two modes are to be used is left to the driver who, at the onset of braking, is forced to make mental considerations in order to activate the two braking modes in the right sequence. Furthermore, the driver must not forget to disable the regenerative function at the end of each stop.</div> <div class="htmlview paragraph">BREMBO has designed a braking system in which a single control, that is, the brake pedal, activates and disables in the right sequence the two different braking modes, thus allowing:</div> <div class="htmlview paragraph"> <ul class="list disc"> <li class="list-item"> <div class="htmlview paragraph">to maximize energy recovery by the electric motors each time the driver steps on the brake pedal;</div> </li> <li class="list-item"> <div class="htmlview paragraph">the hydraulic brake to be used in addition to regenerative braking when the latter is not enough to produce the required deceleration.</div> </li> </ul> </div> <div class="htmlview paragraph">The proposed braking system is lightweight and versatile. It can be adapted to the different powertrain configurations seen on various electric vehicles.</div>

<div class="htmlview paragraph">With the development of car electronics, an increasing number of ECUs have been introduced to enginecontrols, brake controls (ABS), and navigation systems, etc. For further development of data communication units such as navigation systems as well as integration of car control systems, large capacity of data must be transmitted or received among ECUs in real-time processing. Optical communication, featuring niose resistance and high-speed processing, can meet the these requirements.</div> <div class="htmlview paragraph">Naturally, there is a need for the development of optical couplens, which are essential for the construction of optical fiber networks.</div> <div class="htmlview paragraph">For this reason, we developed optical star couplers to be basically connected with plastic fibers. This couplers will represent high performance at reasonable cost.</div>

<div class="section abstract"> <div class="htmlview paragraph">This SAE Recommended Practice describes a procedure for measuring gaseous hydrogen emissions from the aqueous battery system of a battery-powered passenger car or light truck. The purpose of this procedure is to determine what concentrations of hydrogen gas an electric vehicle together with its charger will generate while being charged in a residential garage. Gaseous emissions are measured during a sequence of vehicle tests and laboratory tests that simulate normal and abnormal conditions during operational use. The results of this test may be used to determine whether or not forced air ventilation is required when a particular electric vehicle and its associated battery and charging system are used in a residential garage.</div> <ol class="list nostyle"> <li class="list-item"> <span class="li-label">a</span> <div class="htmlview paragraph">Gaseous emissions are measured in an enclosure during charging cycles at temperature extremes simulating garage charging at the manufacturer’s recommended upper and lower operating limits of the battery under test.</div></li> <li class="list-item"> <span class="li-label">b</span> <div class="htmlview paragraph">To prevent damage of the battery under normal operating conditions due to ignition of gases within the battery by an external spark or flame, battery systems that are vented shall be equipped with a suitable flame arresting system. A flame arrestor may be provided either for each individual cell or at the outlet of a battery venting system.</div></li> <li class="list-item"> <span class="li-label">c</span> <div class="htmlview paragraph">Because certain failures in the charging system could cause gassing to be many times the normal rate, the measurement of hydrogen during the test should include appropriate abnormal conditions such as single point failures in the charging control subsystem.</div></li></ol> <div class="htmlview paragraph">These are tests of the charging system which may involve components both on and off the vehicle. It is also expected that there will be a wide variety of designs to accomplish battery charging. It is therefore required that great care be exercised in the detailed execution of these tests so that their intent is preserved.</div> <div class="htmlview paragraph">The Scope of this document is intended to cover all battery conditions which may maximize gassing. However, it does not include the testing of batteries at their end of life. It is generally accepted that aged batteries will emit more gas while charging and the achievement of the aged condition by accelerated means would be difficult to control and the test results would not be reproducible.</div></div>

<div class="htmlview paragraph">Digital maps have large potential to enhance or enable Advanced Driver Assistance Systems (ADAS) by extending driver horizon and therefore to contribute to safer, smarter and cleaner road transport. As a predictive sensor called ADAS Horizon, in-vehicle digital maps are an important source of information providing look-ahead capability for ADAS applications and providing further information for on-board sensors to enhance environment perception.</div> <div class="htmlview paragraph">This paper reports on results from the European Commission project MAPS&ADAS, part of PReVENT Integrated Project, dedicated to the development, test and validation of a standardized interface (ADAS Interface) between ADAS applications and ADAS map data sources for accessing map data regarding vehicle position.</div>

<div class="section abstract"><div class="htmlview paragraph">Anti-lock Braking Systems (ABS) for motorcycles have already contributed significantly to the safety of powered two-wheelers (PTW) on public roads by improving bike stability and controllability in emergency braking situations.</div><div class="htmlview paragraph">In order to address further riding situations, another step forward has been achieved with Motorcycle Stability Control (MSC) system. By combining ABS, electronically combined braking system (eCBS), traction control and inertial sensors even in situations like braking and accelerating in corners the riders' safety can be improved. The MSC system controls the distribution of braking and traction forces using an algorithm that takes into account all available vehicle information from wheels, power train and vehicle attitude. With its ability to control fundamental vehicle dynamics, the MSC system will be a basis for further development and integration of comprehensive safety systems.</div><div class="htmlview paragraph">The contribution of ABS towards motorcycle safety has been confirmed by numerous international research studies, making it the safety technology with the highest possible benefit for motorcycles available today. Recent investigations by Bosch accident researchers show the contribution of the MSC system to further increase the safety benefit for motorcycle riders by extending the acceleration and braking control functions to cover more riding situations. The MSC systems could avoid more than every 3<sup>rd</sup> accident with casualties involving a motorcycle in Germany.</div><div class="htmlview paragraph">This paper focuses on these new motorcycle technologies developed with centralized system architecture and their safety benefits in preventing and mitigating motorcycle accidents with injuries and fatalities.</div></div>

<div class="htmlview paragraph">This paper describes a laboratory simulation study of driver reaction to in-vehicle navigation systems. The study included a pre-test questionnaire on demographic background and commuting behavior, simulation testing of navigation decision making, and a post-test questionnaire on navigation behavior and reactions to in-vehicle navigation systems and the laboratory simulation. A total of 277 subjects, both male and female, were employed over a wide range of ages.</div> <div class="htmlview paragraph">Test subjects were assigned to one of four navigation system groups or a no-system control group for the purpose of comparing system performance. The simulation task required subjects to experience a commuting ‘drive’ on a Southern California freeway route and minimize trip time by diverting off the main route to avoid congestion. Subjects were given orientation and training on the simulation and their navigation system condition, and were motivated by rewards and penalties to minimize trip time.</div> <div class="htmlview paragraph">Simulation results showed that diversion decision making improved with increasing navigation system feedback containing congestion and route diversion information. Questionnaire results showed reasonable acceptance for use of in-vehicle systems for navigation, and a generally positive response to the simulation experience.</div>

<div class="htmlview paragraph">The discussions of lighting experts in recent years formed the vision of an intelligent headlamp concept for the next decade: An intelligent headlamp system that will illuminate the road according to the driving conditions and, most importantly, that will react to oncoming and preceding traffic.</div> <div class="htmlview paragraph">The final stage of this scenario will be an “Active Headlamp” that will, similar to the current high beam, illuminate the complete road scene but exclude other road-users in front and on the opposite side of the road from glare, but not from signal information of the lamp. It is obvious that configurations having such a precise performance can be realized only with complex systems with highly sophisticated sensors, processors and actuators. With respect to the maturity of the available technology, the necessary development will take several years. However, on the way to this level of performance, new headlamp concepts with enhanced adaptive functionalities will even now remarkably improve the conditions for optical perception in the case of night-time driving: <ul class="list disc"> <li class="list-item"><div class="htmlview paragraph">Night-vision systems will allow a view of the complete road scene, with the aid of an IR camera.</div></li> <li class="list-item"><div class="htmlview paragraph">High-beam assistance switches automatically between high and low beam.</div></li> <li class="list-item"><div class="htmlview paragraph">The radio reception of GPS data with the use of digital maps will improve the performance of AFS headlamp systems.</div></li> <li class="list-item"><div class="htmlview paragraph">The dynamic control of the cut-off line of the headlamp will adjust the beam pattern to the traffic conditions.</div></li> </ul></div> <div class="htmlview paragraph">This article attempts to provide some insight into the development status of the above-mentioned systems, with their functional possibilities and technological implementation.</div> <div class="htmlview paragraph">It concludes with a look at the future potential of active lighting systems, with the next steps for their implementation.</div>

<div class="htmlview paragraph">The automotive industry has sought accurate, durable, and low cost mass produced angular rate sensors for chassis system control and navigational systems. An angular rate sensor based on the Coriolis force imposed on vibrating tuning forks has been developed for automotive applications.</div> <div class="htmlview paragraph">This newly developed angular rate sensor uses tuning forks made with fabricated elinvar metallic material. Size reductions in these sensors have reduced their weight and allowed for mounting directly on the printed circuit board of the electronic control module.</div> <div class="htmlview paragraph">Zero point temperature drift improvements have been developed through precision metal fabrication techniques.</div> <div class="htmlview paragraph">Reduced weight improved the sensor's impact resistence.</div>

<div class="htmlview paragraph">The application of Model-Based Design has been well established, documented, and highly refined practice for the development of embedded control systems like those used for power train or chassis controls.</div> <div class="htmlview paragraph">Model-Based Design, when applied to in-vehicle electronic systems with human-machine interface (HMI) elements, presents unique challenges and opportunities.</div> <div class="htmlview paragraph">Historically, development of the software to drive audio, climate control, navigation or other driver facing functions in a vehicle have been developed with traditional processes. These could include textural requirements and hand coding or application of structured design and analysis tools followed by hand coding. Production of the first working prototype using these traditional methods is much longer than with Model-Based Design. This is an emerging trend in the automotive body electronics design community.</div> <div class="htmlview paragraph">This paper will describe the key design elements of the new HMI concept being developed and the development process used to produce a working prototype. Some key advantages of Model-Based Design for demonstration system development will be addressed. The next process steps to move the demonstration towards production will also be discussed.</div>

<div class="section abstract"><div class="htmlview paragraph">A key enabler to maximizing the benefits from advanced powertrain technologies is to adopt a systems integration approach and develop optimized controls that consider the propulsion system and vehicle as a whole. This approach becomes essential when incorporating Advanced Driver Assistance Systems (ADAS) and communication technologies, which can provide information on future driving conditions. This may enable the powertrain control system to further improve the vehicle performance and energy efficiency, shifting from an instantaneous optimization of energy consumption to a predictive and “look-ahead” optimization. Benefits from this approach can be realized at all levels of electrification, from conventional combustion engines to hybrid propulsion systems and full electric vehicles, and at all levels of vehicle automation.</div><div class="htmlview paragraph">This paper documents an extensive simulation and experimental campaign that provides a systematic quantification of fuel economy and mobility benefits resulting from leveraging Vehicle-to-Everything (V2X) connectivity, longitudinal (Level 1+) automation, and advanced cylinder deactivation to improve the propulsion system and vehicle efficiency. A Vehicle Dynamics and Powertrain (VD&PT) optimization framework, developed jointly by The Ohio State University and BorgWarner, utilizes advanced route information available from the navigation system and GPS, and Vehicle-to-Infrastructure (V2I) communication when available to minimize the cumulative fuel consumption over a driver-selected route.</div><div class="htmlview paragraph">To assess the benefits of these technologies in real-world conditions, a Monte Carlo simulation framework was developed to quantify the impact of Signal Phase and Timing (SPaT), variability in traffic conditions, and behavior of different drivers on the fuel consumption and vehicle travel time. Further, verification through in-vehicle testing was conducted by reconstructing a subset of these scenarios on a proving ground.</div></div>

<div class="htmlview paragraph">Performance and the compatibility of methyl tertiary butyl ether (MTBE) as a blending component for motor gasolines were assessed for Japanese passenger cars.</div> <div class="htmlview paragraph">MTBE was found to be an excellent road octane booster. But fuel consumption and exhaust emissions of MTBE-containing gasoline were observed to differ from conventional gasoline. The addition of MTBE changed the equivalence ratio of the mixture and reduced the calorific value of the fuel.</div> <div class="htmlview paragraph">Engine cleanliness, ORI and crankcase oil deterioration were not influenced by MTBE gasoline.</div> <div class="htmlview paragraph">MTBE gasoline was compatible with the elastomers and metals used for fuel system of Japanese passenger cars and was found to behave similarly to conventional gasoline.</div> <div class="htmlview paragraph">From these results, MTBE was judged to be an excellent octane appreciator in motor fuel for Japanese passenger cars.</div>

<div class="section abstract"><div class="htmlview paragraph">In 1993 new European legislation regarding side-markers for passenger cars became effective.</div><div class="htmlview paragraph">Volvo requested the TNO-Human Factors Research Institute (HFRI) to investigate the possible safety benefit of this European side-markers configuration. A test panel at TNO- HFRI was used to determine the difference in response time and detection error of drivers, confronted with slides of vehicles with and without the mentioned new vehicle side-marker configuration in several visibility conditions, crossing illumination and different vehicle approach angles. The investigation showed a significant faster vehicle recognition with less detection errors in case the approaching car was equipped with the bright amber side-markers. This improved vehicle conspicuity can be a benefit in crash avoidance, especially when the driver approaches a crossing with complex light environment and reduced visibility.</div><div class="htmlview paragraph">Allowing the bright amber European side-markers in US legislation could be the start of better crash avoidance worldwide.</div></div>

<div class="section abstract"><div class="htmlview paragraph">Curbs are as key to automated driving system (ADS) navigation, operation, and safety as they are for human driven vehicles. The design, maintenance, and management of curbs and adjacent infrastructure can make the difference in whether ADS vehicles can pick up and deliver passengers and goods safely, efficiently, and effectively. Curbs may also be key to integrating ADS services with other forms of active and human-driven transportation. Benefits from accessibility, reduced emissions, and strong supply chains require that ADS vehicles be able to dock curbside in a manner that does not disrupt traffic or impede safe movement of people walking, biking, or using a mobility device.</div><div class="htmlview paragraph"><b>Automated Vehicles and Infrastructure Enablers: Curbs and Curbside Management</b> addresses considerations regarding the curb with respect to pick up and drops for passengers and freight, as well as managing and designing both sides of the curb with respect to automated vehicles and other types of shared mobility. These issues are examined in the context of the US and emerging practices in the UK, Europe, and Asia.</div><div class="htmlview paragraph"><a href="https://www.sae.org/publications/edge-research-reports" target="_blank">Click here to access the full SAE EDGE</a><sup>TM</sup><a href="https://www.sae.org/publications/edge-research-reports" target="_blank"> Research Report portfolio.</a></div></div>