AVEC "12, Development of Preventive Safety Control Algorithm SangWook Han, JoonSang Jo, JaeHwan Jeon, BumJoon Chun Hyundai Motor Company 150, Hyundai conguso-ro, 772-1 Jangduk-dong Hwwaseong-si, Gyeonggi-do, 445-705, KOREA hone: (+82-31) 368-8724 Fas: (182-31) 368-1583 E-mail: hswook(@hyundai.com In this paper, preventive safety control algorithm including collision avoidance control algorithm ‘and emergency steering assistance algonthm is developed. Using sensor fusion system which consists of a camera and a radar, environmental information on lanes and objects is acquired, In order to prevent a traffic accident, proposed control algorithm alarms the driver, controls braking forces and actuates pre-safe seatbelt based on the judgment of current traffic situation and simultancously controls steering gear ratio via Active Front Steer. The performance of the control algorithm is evaluated through experiments with test vehicles under various impending collision situations. The results indicate the proposed system can significantly improve vehicle safety by proper interventions. Active andl Passive Safety Systems 1. INTRODUCTION Recently, increasing market demand for safe and smart vehicles has brought into a number of researches, oon preventive safety systems such as front collision warning system which is already adopted in some commercial vehicles [1][2][3]. Preventive safety system is a type of active safety system which mainly focuses on preventing traffic aceidents by analyzing surrounding information while driving and controlling actuators in vehicle, ‘This paper proposes a preventive safety control algorithm which wams a driver and intervenes properly with brake system, active seatbelt and steering system in order to prevent « traffic accident and mitigate driver's injury as much as possible, based! on the analysis of hazardous preceding vehicle of which information is obtained from the sensor fusion system using a 77GH2 radar and a camera Proposed control algorithm is developed based on Matlab/simulink and functional feasibility has been verified using CarSim simulations and driving simulator experiments. Driving simulator also has been utilized in order to tune adjustable control thresholds in circumstances similar to real driving situations, ‘To verify the effectiveness of the proposed control algorithm, developed control algorithm has been implemented via micro autobox to a test vehicle which is equipped with sensor fusion system, ESC, AFS and pre-safe seatbelt. Experiments are carried out under several critical driving scenarios and the results. ate discussed. 2. SYSTEM DESCRIPTION Developed contral system works as follows. Fig, 1 Proposed preventive safety control system Firstly, once hazardous preceding vehicle is detected, a driver is alarmed by visual waming and auditory warming via cluster and the so-called prefill Function is fulfilled; caliper pressure is increased up to 3 bar inorder to prepare for driver's brake input Secondly, if the driver doesn’t react to the preceding vehicle while the preceding vehicle is approaching, the vehicle is decelerated weakly up to 0.2-0 3G using ESC find the seatbelt is fastened so as to prepare for the ‘upcoming collision with the preceding vehicle. In case of insufficiency of deceleration even if the driver brakes in otder not to collide with the preceding vehicle, assistant brake pressure is generated in addition, Finally, if the driver still doesn’t react even if the collision with the preceding vehicle is inevitable and doesn’t accelerate either, emergency brake function is activated fand therefore the vehicle is decelerated up to 1Gautonomously. And if the driver steers in order to avoid collision in this case, emergency steer assist function which varies steering gear ratio using AFS and improves agility is activated so as to helps avoiding collision with the hazardous vehicle In general, active safety systems functionally can be divided into three parts, cognition part, decision part snd actuation part. In this system, sensor fusion system based on the commercial vehicular sensors such as a radar sensor and a frontal camera_sensor has. been adopted to operate as cognition part. The adopted sensor system detects environmental information on driving lanes and preceding objects up to 6 objects and transmits the acquired information to the decision part ‘Actuation part deals with actual intervention in vehicle behavior. As actuation part, ESC(lectronic Stability Control), AFS(Active Front Steer) and PSBPre-safe Seatbelt) have been introduced to the proposed control system, A preventive safety control algorithm which has «role in the decision part has been developed in this paper. 3. DEVELOPMENT OF PREVENTIVE SAFETY CONTROL ALGORITHM Preventive safety control algorithm which assesses dangerous situations while driving based on the trafic information acquired from the sensor fusion system and transmits the control command to the actuators has been developed as follows. The overall schematic diagram of the proposed control system is given in Fig. 2 Decision cognivon ‘tos howe | Aotation somo faion genta) Wonca mu ‘em bewweed eo « Fig. 2 The overview of proposed control system 3.1 Collision Hazard Assessment Collision hazard is assessed based on the driving information such as relative longitudinal distance and relative velocity between the subject vehicle and the preceding vehicles. In general, time to collision(TTC), for its simplicity, is introduced as a common variable which expresses a risk of collision for the driver assistant systems and the active safety systems. such as smart cruise control system and forward collision waming system which are already applied in large numbers of commercial vehicles. This variable expresses the remaining, time Until the collision occurs between the subject vehicle and the preceding vehicle, Usually, TTC is expressed using the relative distance and the relative velocity as follows, AVEC "12, TIC = ay Pray —Vaay where Dig is the relative distance, and Vas, Vj denote the velocity of the subject vehicle and the preceding vehicle, respectively In this paper, time to brake(TTB) and required deceleration are used additionally [4][5]. TTB is a vatiable which expresses how much time is left before the subject vehicle decelerates with full braking in order to avoid the collision with the preceding vehicle. This, variable also determines whether the collision is avoidable with braking intervention or not, and therefore is used as a primary index in determining brake interventions in the proposed algorithm. TTB is expressed as follows, Here, ayy 18 the constant deceleration value of the subject vehicle while full braking. @ Pan —Voy tan 0 Required deceleration is defined as the minimum constant deceleration of the subject vehicle required to avoid the collision with the preceding vehicle, This; variable is simply calculated based on the relative distance and relative velocity between the two vehicles as follows. @ Measured acceleration of the vehicles are not considered in calculating these variables due to its inaccuracy As mentioned above, adopted sensor system can detect up to 6 preceding vehicles. Therefore, each variable can be calculated for 6 vehicles respectively. In this paper, the vehicles which are ranning on the front left or the front right lanes are excluded for simplicity Only the vehicles running on the same lane with the subject vehicle are considered, and the least value of the calculated variables from those vehicles is treated as the most. dangerous and therefore used in the control algorithm, Based on the aforementioned variables and the driver's operation on the acceleration pedal and the brake pedal, collision avoidance control algorithm determines if it is needed to control the actuators such as alarm, brake system and active seatbelt, ‘Normally, brake control function operates in regular sequence as follows; prefill function, prebrake function, brake assist function, and emergency brake functionIF somewhat dangerous situation is detected based on the calculated variables such as TTB and the driver doesn't brake, prefll function is activated in the first place. In this phase, a small amount of brake caliper pressure is generated up to 3 bar in advance in order to prepare for the driver’s urgent brake input. If the diver doesn’t operate on the brake pedal while the hazardous preceding vehicle is approaching, prebrake function is activated. The vehicle is autonomously decelerated weakly up to 0,2-0.3G dependent on the current situation, In this step. the active seatbelt is fastened additionally in order to prepare for the probable collision accident and mitigate the passengers’ injury as much as possible. If the vehicle does not decelerate sufficiently even if the driver operates on the brake pedal not to collide with the preceding vehicle in dangerous situation, additional brake pressure is generated at each wheel with brake assist function activation in order to achieve required deceleration. Finally, ifthe driver sill doesn’t react with brake pedal and doesn’t accelerate either in extremely dangerous, situation, the system activates emergency brake function and therefore the vehicle is decelerated up to 1G autoniomously. 3.3 Emergency Steering Assistance Algorithm AES is an active steering system which can vary the stecring gear ratio actively by controlling the motor implemented in the system, ‘The fundamental function of the AFS system is to vary steering gear ratio according to the velocity of the vehicle. And therefore it can provide convenience to the driver while parking or comering by decreasing steering gear ratio at low velocity and enhance vehicle stability by increasing gear ratio relatively at high velocity In case of evasive steering operation of the driver in inevitable frontal collision situation, emergency stecring assistance algorithm controls steering gear ratio actively using AFS mentioned above according to the collision hazard index, and therefore increases tire steer angles when in danger. It improves the agility of the vehicle and helps to avoid frontal collision accident somewhat sm [ — Fig. 3 Emergency Stecring Assistance Algorithm Emergency steering assistance algorithm is developed! as shown in Fig, 3. Collision hazard index is newly calculated based on relative velocity, subject vehicle velocity and TTC. And in order to determine steering gear ratio, existing AFS gear ratio table is modified based on collision hazard index and subject vehicle velocity AVEC "12, Collision hazard index varies from (to 1 according to calculated TTC as denoted in Fig. 4. Thresholds TTCyevana and TTCyjet determine when to start and when to fully activate steering assistance function. ‘These values depend on the relative velocity and subject, vehicle velocity. As the hazardous vehicle approaches, TIC tends to decrease, When TIC crosses TTCyaiaion threshold, collision hazard index increases from 0 gradually. If TTC crosses TTCeiies a5 the hazardous vehicle is close to collision, the index is saturated to 1 as shown below. Tie THC, TC ysyaton Fig. 4 Collision Hazard Index ‘existing AFS gear ratio ear Fig. 5 Modified Steering Gear Ratio Based on collision hazard index and subject vehicle velocity, modified steering geat ratio is determined and transmitted to AFS. Steering gear ratio is determined as the existing AFS gear ratio with the index gets value 0, when in safe situation. If collision hazard index increases as the preceding vehicle approaches, the existing AFS gear ratio decreases up to preset value according to collision hazard index and vehicle velocity fs shown in Fig 5. ‘Narmglian — 7 a itt ce oe Be oy naz ‘in pat Fig, 6 Control Activation SequenceDeveloped collision avoidance control algorithm and emergency steering assistance algorithm are Activated when their activation/deactivation conditions fare met respectively. Overall activation sequence of the proposed system is shown in Fig. 6 in short Fig, 7 Driving Simulator Proposed control algorithm including collision avoidance control algorithm and emergeney steering assistance algorithm is developed based on Matlab simulink and the functional feasibility has been verified using CarSim simulation and experiments on. driving simulator. Driving simulator also has been utilized to tune adjustable control activation and deactivation thresholds in circumstances which are similar to real diving situations with a driver, 4. TEST RESULTS To verify the effectiveness of the proposed control algorithm, developed safety control algorithm has been implemented via micro autobox to a test vehicle which is equipped with sensor fusion system, ESC, AFS and pre-safe seatbelt. Also a target vehicle which is able to perform safe longitudinal collision tests is developed. Experiments were conducted under various critical driving situations using a test vehicle and a target vehicle aus Fig. 8 Test Vehicle 4.1 Preceding Vehicle Deceleration In this test, preceding vehicle comes to stop with the deceleration of 0.5G while running on the speed of S0kph. Test vehicle follows preceding vehicle 30m behind with the same speed. Driver ignores warming ‘hile the preceding vehicle starts to decelerate and does not operate onthe pedals nor steer the vehicle ‘The experimental results are shown below. Fig. 9 denotes Vehicle velocities and relative distance. The leading vehicle starts to decelerate at 95 sec and the relative distance starts to decrease simultaneously. The AVEC ‘waming function is activated nearly at 96 see although the activation signal is not indicated in this result. The driver doesn’t brake and therefore autonomous brake control function is activated sequentially. The subject vehicle starts to decelerate at 97 sec with prebrake function. At nearly 99 sec, the subject vehicle is still in danger, and therefore emergency brake function is activated to decelerate subject vehicle with larger deceleration. Finally, the subject vehicle comes to stop around 2m behind the preceding vehicle. Fig. 10 shows the collision hazard variables in this sitution, Pa Fig. 9 Vehicle Velocities und Relative Distance Fig 10 TTC and TTR. ‘The experimental results show that the performance of the proposed control system is satisfactory and the collision accident is avoided successfully in the severe driving situation even if the driver doesn’t brake nor steer at al. 4.2 Standing Vehicle Preceding vehicle stands still in the front in this test. Test vehicle runs with constant speed of 35kph from behind. Driver ignores waming and dose not brake nor steer. The result is shown below. Fig. 11 Vehicle Velocities and Relative Distance Fig 11 shows vehicle velocities and relative distance. The leading vehicle stands still and the relative distance starts to decrease as the subject vehicleapproaches. The waming function is activated nearly at 8 sec although the activation signal is not indicated in this result, The driver doesn’t brake and therefore autonomous brake control function is activated. The subject vehicle starts to decelerate at 9 sac and comes to stop at 13 sec around 2m behind the standing vehicle ‘The experimental result shows that the performance of the proposed control system is also satisfactory and the collision accident is avoided successfully when the vehicle encounters standing vehicle in front, 4.3 Evasive Steering To evaluate the performance of emergency steering assistance algorithm, a test vehicle is utilized without a target vehicle for safe tests. The preceding vehicle is assumed to stand at certain location on the road and the relevant information including relative distance is given autificially. It is assumed also that the brake control functions are not activated in this case in order to evaluate the performance of steering assistance function only, Test vehicle runs at 6Okph and the driver steers to evade the standing vehicle at TIC 1 sec, that is, Isec remaining before the collision occurs The result is compared to the case that the steering assistance function is not activated while the driver maintains same steering angle. weomee aa tion | in Fig. 12 Lateral Offset Fig. 12 shows the lateral offset of the vehicles according to time. The standing vehiele is assumed to be located at the position equivalent to time 16.3sec and the driver starts to steer at nearly 15sec. The controlled vehicle moves further in the lateral direction fas much as 14% compared to the uncontrolled vehicle ‘Table 1 indicates the other physical values of the test result, Yaw rate and lateral acceleration increase up to 25.7% and 22.4%, respectively. Therefore, it can be conctucdd thatthe agility of the vehicle is improved and it is easier to avoid frontal collision accident using emergency steering assistance algorithm, (On the other hand, itis noted that vehicle roll rate is increased up to 64% as well. Therefore, further studly on proper parameter adjustment or proper actuator intervention is necessary for the tradeoff between the agility and vehicle instability AVEC "12, Table | Test Results ‘coast Coad ‘Yaw Rate [deg/see] fee 25.7951) RollRaclieetss] 786 gat, 06 §, CONCLUSION Preventive safety control algorithm which alarms driver and controls brake system, steering system and active seatbelt in order to avoid collision accident and mitigate driver's injury in case of inevitable collision is presented in this paper. Once detected the hazardous vehicle using frontal sensor system, proposed control algorithm assesses collision risk between the subject vehicle and the most dangerous preceding vehicle in terms of TTC, TTB and required deceleration. Based on the aforementioned variables, it is determined if it is necessary to intervene in the vehicle maneuver with the actuators such as alarm, brake system, active seatbelt and active steering system. The functional feasibility is verified using computer simulations and driving simulator experiments In ofder to evaluate the performance of the proposed control system, a target vehicle and a test vehicle equipped with frontal sensor fusion system, ESC, PSB and AFS have been developed, Experiments under various critical driving situations are carried out and the results are discussed. The experimental results indicate the proposed system avoids frontal collision accident successfully and can significantly improve vehicle safety by proper brake interventions. And itis shown that the vehicle agility is enhanced by emergency steering assistance. It is also noted that further study on tradeoff between the agility and vehicle instability is required for future plan REFERENCES [1] sermann, R. et al, “Anticollision system PRORBTA with automatic braking and steering”, Vehicle System Dynamics, 2008, Vol. 46, pp. 683-694 [2] Keller, C. 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