Mercedes-Benz Intelligent Drive: Assistance systems for safety and comfort

Making top-class safety available to everyone is the declared aim of Mercedes-Benz. That is why the CLS-Class will be equipped with many new and feature-enhanced assistance systems in future. COLLISION PREVENTION ASSIST PLUS is part of the standard equipment. It helps to avoid rear-end collisions – by way of autonomous brake application if necessary.

The basis for the numerous functions of the assistance systems is an extensive sensor system, which can provide the vehicle with a 360-degree view. Depending on the vehicle's equipment, for example, a Stereo Multi Purpose Camera (SMPC) may be included behind the windscreen near the interior mirror. Two camera eyes provide it with a three-dimensional view of the area up to around 50 metres in front of the vehicle, and it is able to monitor the overall situation ahead for a range of up to 500 metres and thus determine the position and movement of objects, especially of vehicles and pedestrians.

Two short-range radar sensors in the front bumper and at the side of the rear bumper respectively (range up to 30 metres), long-range radar (up to 200 metres) including mid-range scan (up to 60 metres) behind the radiator grille and multi-mode radar (up to 80 metres) in the centre of the rear bumper may complete the sensor system.

The data from the camera and radar is compiled in a control unit in order to provide relevant data for a host of assistance systems – a process dubbed "sensor fusion" by safety experts. Intelligent algorithms analyse this data in order to detect and pinpoint the position of vehicles ahead, crossing, approaching from the rear and even from the front, as well as of pedestrians, within a large field of vision. In addition, the camera also detects road markings and a variety of traffic signs. The aim is all-round protection not just for occupants of the vehicle itself, but for other road users too.

The CLS-Class is fitted as standard with ATTENTION ASSIST, which can warn the driver of inattentiveness and drowsiness. On motorways the COMAND Online navigation function offers nearby break options as stopovers, providing the system has been specified in the vehicle. The ATTENTION ASSIST function offers an adjustable level of sensitivity and can inform drivers in a separate view in the instrument cluster about their level of drowsiness and how long they have been driving since their last break.

COLLISION PREVENTION ASSIST PLUS: now brakes autonomously when there is a threat of a rear-end collision

Also part of the standard equipment is COLLISION PREVENTION ASSIST PLUS. The system can provide effective aid in mitigating the severity of rear-end collisions or even in preventing them entirely.

To this end, the radar-based system constantly monitors the area of traffic in front of the vehicle, and can determine the distance and speed of the vehicles in front. If it falls clearly below the safe following distance, the system issues a visual warning to the driver. If it detects a serious risk of collision, the driver receives an additional audible warning. At the same time, the system computes the braking power required to still prevent the impact in the ideal case at speeds from as low as 7 km/h. If the warned driver then depresses the brake pedal firmly, the system is capable of boosting insufficient braking commensurate to the situation. In so doing it makes the best possible use of the remaining distance in order to leave vehicles following behind space for braking manoeuvres.

If the driver fails to react, new COLLISION PREVENTION ASSIST PLUS can go one step further and autonomously brake for slower or stopping vehicles. The system even brakes when stationary vehicles are detected up to a speed of 50 km/h, and can prevent rear-end collisions up to 40 km/h depending on the situation.

The PRE-SAFE^® system is another standard item. It triggers preventive occupant protection measures when the risk of accident is imminent, including the reversible belt tensioners.

Another optional extra is the Driver Assistance package Plus. This encompasses the following assistance systems:

• DISTRONIC PLUS with Steering Assist and Stop&Go Pilot – relieves the burden on the driver in keeping a safe following distance, even in stop and go traffic. Steering Assist is new and helps the driver with lateral control of the vehicle, even in gentle bends, and offers a tailback vehicle following function.
• BAS PLUS with Cross-Traffic Assist – boosts driver braking depending on the situation, if necessary up to full brake application and, for the first time, can also react to crossing traffic and pedestrians.
• PRE-SAFE^® Brake with pedestrian detection – provides autonomous braking in the absence of a driver reaction. In typical urban driving scenarios, it can now prevent collisions with pedestrians or stationary vehicles or reduce their severity.
• PRE-SAFE^® PLUS – detects an impending rear impact, warns the traffic following behind by means of high-frequency flashing of the rear hazard warning lamps, locks the brakes if the vehicle is stationary to reduce forward jolt and thus reduces the strain placed on the occupants and the risk of secondary accidents. PRE-SAFE^® is activated immediately prior to the impact.
• Active Blind Spot Assist – issues a visual and, if the indicator is activated, an audible warning of the presence of a vehicle in the blind spot area, and can prevent a potential side-on collision by actuating the brakes on one side at the last moment.
• Active Lane Keeping Assist – warns of unintentional lane departures by means of pulsed vibrations of the steering wheel and in the presence of solid lane markings corrects the vehicle's alignment position with one-sided brake application. It now also intervenes with one-sided brake application if the adjacent lane is occupied by, for example, oncoming traffic, fast overtaking or overtaken vehicles.

Also available as an optional extra:

• MULTIBEAM LED headlamps with high-performance, precision LED modules adapt to a wide array of road and traffic conditions and adjust
• the light distribution precisely and highly dynamically for optimum visibility. There is an integral "coming home" function.
• Adaptive Highbeam Assist Plus (part of optional MULTIBEAM LED) allows the high-beam headlamps to be kept on permanently without dazzling traffic by masking out other vehicles in the beams' cone of light.
• Traffic Sign Assist – now recognises no-overtaking zones and the end of these zones in addition to speed limits. Can warn visually and audibly of no-entry signs (wrong-way driving) if the appropriate signs are posted.
• Active Parking Assist with PARKTRONIC – makes automated parking with active steering and brake actuation possible in both parallel and end-on spaces. Can also help when leaving a parallel parking space if the vehicle was parked using the system.
• 360° camera (part of the optional Parking package) – makes parking and manoeuvring possible with a 360-degree view. The vehicle and its surroundings can be displayed on the multimedia system display from a bird's-eye view and other perspectives.

Source: http://media.daimler.com/

Driver assistance systems and piloted driving for Audi

Audi is a driving force in the area of driver assistance systems. The next step will be systems that assume the task of driving in certain situations if the driver so desires. Audi refers to this as “piloted driving.”

Driver assistance systems of todayFrom adaptive cruise control with stop & go function to traffic sign recognition, Audi offers an extremely wide range of driver assistance systems across the entire model lineup. The systems are tightly networked, making them intelligent, powerful and versatile.

adaptive cruise control with stop & go functionThe core component of the Audi driver assistance systems is adaptive cruise control (ACC) with stop & go function. The system regulates the vehicle’s speed and distance to the vehicle ahead, in many models over a speed range from 0 to 250 km/h (0 to 155.34 mph).

Depending on the configuration, ACC stop & go uses one or two radar sensors at the front of the vehicle. They detect the reflections of objects as far as 250 meters (820.21 ft) away from the car. The driver can adjust the distance to the car ahead and the control dynamics in multiple levels. In stop-and-go traffic, the system can brake the car to a complete stop. After a brief stop, such as at a traffic light, it automatically drives off and follows the vehicle ahead; after a longer stop, the driver must tap the accelerator pedal or briefly activate the control stalk to resume driving.

Adaptive cruise control with stop & go function interacts closely with other driver assistance systems; it utilizes the data of numerous control units to continuously analyze all of the car’s surroundings. The system uses this broad knowledge base to recognize complex scenarios and offer anticipatory support to the driver. Because it also works together with the optional MMI navigation plus, it knows the course of the selected route and can use this information to regulate the car's speed.

Audi offers a number of versions of adaptive cruise control for different model series – including without the stop & go function.

Audi active lane assistAudi active lane assist is available for most models with electromechanical power steering. It uses a camera with an angle of aperture of roughly 40 degrees mounted in front of the rearview mirror to detect lane markings at a range of more than 50 meters (164.04 ft). The camera and software recognize the lane markings and the path of the car. If the car approaches a line without the turn signal being activated, the system helps the driver to steer back into the lane by intervening discretely in the steering.

The driver determines via the MMI system how soon the intervention occurs and whether it should be combined with steering wheel vibration. If the driver opts for early intervention, the system will keep the car in the center of the lane. The camera of the Audi active lane assist provides differentiated information. For example, it can differentiate between the yellow lines in construction zones and white lines.

Audi active lane assist becomes active at a speed of approximately 65 km/h (40.39 mph). It also intervenes if there is a risk of skidding. In this case, it supports correct countersteering by briefly increasing or reducing power steering boost.

Audi side assistThe lane change assistant Audi side assist is available for many Audi models. It monitors traffic behind the car and warns the driver of critical lane changes as necessary. The system begins to operate at a speed of about 30 km/h (18.64 mph). Two radar sensors in the rear monitor events behind the car at a distance of up to 70 meters (229.66 ft).

If there is a vehicle in the blind spot or rapidly approaching from the rear, a yellow LED indicator in the outside mirror’s housing lights up. The driver sees the LED when checking the mirror. If the driver nevertheless activates the turn signal to change lanes, the indicator become brighter and flashes multiple times. The optical signals are aimed at the driver. Their brightness varies according to the ambient light level and can be set individually using the MMI system.

Night vision assistantThe heart of the night vision assistant is a thermal imaging camera with a 24-degree angle of aperture at the front of the automobile. It works in the far infrared range (FIR) and reacts to the heat radiated by objects in the recorded scene. A computer converts the information from the camera into black and white images and shows them on the driver information system’s central display, if desired.

Far infrared technology can look up to 300 meters (984.25 ft) ahead, far beyond the range of the high beams. It is not affected by glare from headlights or similar light sources. Because of the heat they give off, people and larger wild animals generally appear strikingly bright against the cooler and thus darker background, making them easy to recognize. Within system limits, the image processing software can detect persons at distances up to 90 meters (295.28 ft) and larger wild animals at up to 130 meters (426.51 ft). It looks specifically for characteristics of pedestrians and larger wild animals, such as their contour. It highlights detected persons and animals in yellow on the display.

If the system predicts a hazard because a person is crossing the road in front of the car, for example, the person is marked in red and a warning tone sounds. The driver can also choose to have a warning displayed in the optional head-up display. The brake system is conditioned at the same time. In some models, the pedestrian will be illuminated with three brief flashes of light.

Park assistThe Audi parking systems work with ultrasound. One particularly convenient solution is park assist. It completely takes over the steering when backing into detected parking spaces either parallel or perpendicular to the road. The system finds parking spaces using ultrasound sensors that scan the side of the road in two dimensions while driving at moderate speed When they detect a space of sufficient size, a message appears in the instrument cluster.

If the driver wishes to park in the space, they put the car in reverse with the system active and the park assist system takes over the steering. The driver only has to accelerate, shift gears and brake. The park assist will maneuver forward and back multiple times and also helps when leaving parallel parking spots.

Another technology from Audi is the parking system plus with surround view cameras. Four small cameras – in the Singleframe grille, in the rear and in the housings of the side mirrors – record the car's immediate surroundings. The driver can call up a variety of perspectives on the large onboard monitor, including a virtual top-down view. At corners or junctions with limited visibility, the system can show cross-traffic in front of or behind the vehicle that the driver cannot see directly.

Camera-based traffic sign recognitionThe camera-based traffic sign recognition system shows the driver the detected speed limit in the instrument cluster or the optional head-up display. A camera behind the rearview mirror detects both speed limit signs on the side of the road and digital speed limit indicators. The control unit compares them against the data from the navigation systems, the maximum permissible speeds in the respective country and information from the vehicle, such as whether the wipers are on and the current time.

Audi pre senseAudi pre sense is a safety package available in a variety of configurations in numerous model series in addition to the A3 family. Audi pre sense basic analyzes the information provided by the sensors of the electronic stability control (ESC) system. Depending on the situation, the system activates the hazard warning lights and begins to close the windows and the optional sunroof if the sensors report maximum braking or skidding. It also tensions the front seat belts. Small electric motors trigger this tensioning, which is reversible.

The extended versions of this safety system are Audi pre sense front, Audi pre sense rear and Audi pre sense plus. They work closely together with the Audi adaptive cruise control with stop & go function and Audi side assist driver assistance systems.

Audi pre sense front monitors traffic in front of the car for potential collision hazards. The system provides multiple stages of driver support. The first comprises an optical and acoustic warning signal; the second a warning jolt – a brief application of the brakes. If the driver then brakes, the system helps by adjusting the amount of brake pressure required. If the driver does not react, the system initiates partial braking as the third stage. This slows the vehicle with about one-third of the possible braking power. The windows and optional sunroof begin to close, the hazard warning lights are activated and the seat belts are tensioned.

If the car is equipped with the full version of Audi pre sense plus, a fourth stage comes into play: first another round of partial braking at a moderate level, followed by maximum braking, during which the seat belts are fully pretensioned. This occurs shortly before impact, when a collision can no longer be avoided. Audi pre sense plus reduces the vehicle’s speed by up to 40 km/h (24.85 mph) before impact, which mitigates the consequences of the accident.

In some models, Audi pre sense front offers an additional protective function to mitigate or prevent collisions with the car ahead at low speeds. Below 30 km/h (18.64 mph), the car brakes autonomously in a critical situation, regardless of whether the vehicle ahead is moving or stopped. Below 20 km/h (12.43 mph) the new function can generally prevent the accident entirely. In other cases it significantly reduces collision speed and thus the severity of the accident.

Audi pre sense rear uses the Audi side assist sensors and mitigates the consequences of a rear-end collision. Here, too, the system closes the windows and sunroof and tensions the seat belts. If the car has optional front memory seats, they adjust to a position more favorable to passenger safety.

Piloted driving: taking the fun of driving to a whole new dimensionIn the near future the driver assistance systems from Audi will be even smarter and more powerful, and many assistive functions will find their way into cars. Audi calls these functions “piloted driving.” The new systems will take over the driving in certain situations, making it more comfortable and safer. Nevertheless, it always remains the driver's choice to turn over the wheel.

Piloted driving in traffic jamsPiloted driving in traffic jams will take the stress out of driving in slow-moving traffic in the future. At speeds between zero and 60 km/h (37.28 mph), the system takes over the steering. It also accelerates and brakes autonomously. The Audi system for piloted driving in traffic jams continuously assesses the status of the car and its entire surroundings. If the system detects a traffic jam situation (with physical separation of the opposing lane or lanes) at speeds below 60 km/h (37.28 mph), the driver can activate the function. The car then assumes full control. It behaves exactly like Audi ACC stop & go in accelerating and braking; it also reacts cooperatively to cars moving into or out of the lane.

When piloted driving reaches its system limits are reached, such as when the traffic jam dissolves or the end of a divided road is reached, it prompts the driver to take back control.

If the driver does not take back control within a few seconds of being prompted, light braking and a more intensive warning are triggered. If the driver fails to react within an additional five seconds, the system establishes a minimal-risk state. The car is braked to a stop and the hazard warning lights are activated.

As with Audi adaptive cruise control with stop & go function, a radar system monitors the area in front of the car in a 35-degree field of view and at a distance of up to 250 meters (820.21 ft). A video camera with a wide angle of aperture detects the lane markings as well as pedestrians and objects, such as other vehicles and guard rails. Up to twelve ultrasonic sensors are used to monitor the space near the car.

And now a laser scanner is being used for the first time. It provides highly precise data at a range of up to 80 meters (262.47 ft) Its laser diode emits nearly 100,000 infrared light pulses per second that are invisible to the human eye. The sensor scans a field of view of 140 degrees with a resolution of 0.25 degrees over four different levels. The control unit computes a highly detailed surroundings profile from the light reflections. This profile represents other vehicles as well as guard rails. The key advantages of the laser scanner are:
a) Because of the large angle of aperture, cars entering the lane are detected very early.
b) The laser diode means that it is fully functional in the dark.
c) Its measurement method enables it to detect any objects, even those with a solid pattern or with no visible structure.

Piloted driving for parking at curbside and in garagesParking in tight quarters is uncomfortable. Narrow parking spaces or garages make it difficult for the driver to get in and out of the car. Thanks to piloted driving from Audi, drivers will be able to operate the car comfortably via the remote key fob or smartphone while standing outside it in front of the garage or a narrow parking space.

The piloted parking function is offered to the driver when the environmental sensors detect a suitable parking space or garage. The driver can now get out and initiate the parking sequence. Upon reaching its parked position, the car shuts off the engine and locks the doors. The driver receives a confirmation message at the end of the process. The push of a button is likewise all that is required to retrieve the car from the garage or parking space.

The so-called “drive switch” (remote key fob or button on the smartphone) plays a key role. The customer must press and hold it continuously for piloted parking to begin. The system also verifies that the remote key fob is in the vicinity of the car (approx. 5 meters [16.40 ft], because the driver would otherwise not be able to monitor the parking process. The car of course stops if the sensors detect an obstacle in the driving corridor. The car can always be brought into a safe state. Piloted parking utilizes the same system of sensors as the traffic jam system. Information is also obtained by processing images from the four 360-degree cameras that monitor the surroundings. This additional physical measurement method complements the ultrasonic sensor system.

Driver assistance systems with maximum integration: the central driver assistance control unit (zFAS).

Today's driver assistance systems are mostly implemented in spatially separate control units. Audi will pursue the revolutionary approach of a central driver assistance domain architecture in the future. All available sensor information will then be compiled in a central control unit (zFAS), enabling the creation of a complete environmental model for the first time ever. This model is used by the classic driver assistance systems. Audi's piloted driving system, in particular, draws on this redundantly computed environmental information.

The zFAS board exhibits certain design parallels with the latest generation modular infotainment platform. Audi's strategic development partners also deliver advanced multi-core processors for the zFAS. All together, the processors on the zFAS board have the computing power of the entire electronics architecture of today's Audi A4. The new board currently has about the same area as a compact laptop computer, and its space requirements will continue to shrink rapidly. The modular concept ensures high scalability and future viability.

Audi has now implemented the research and predevelopment projects in a production-ready architecture, and will introduce it in production models in conjunction with piloted driving before the end of the decade. Audi has once again assumed the leading role. Specific properties of the Audi solution are:
a) Unlike the usual predevelopment projects, this is not a PC implementation, but rather implementation in a production-ready zFAS control unit.
b) The piloted parking and driving functions are combined in one control unit. Because these two customer functions will be merged in the medium term, separation in two control units is undesirable.
c) The central fusion uses all available environmental sensors and thus satisfies the redundancy requirements for automated driving.
d) Specific measures in the architecture and in individual components consider the requirements of functional safety and the relevant standards (ISO 26262).

Source: https://www.audi-mediaservices.com/publish/ms/content/en/public/hintergrundberichte/2014/01/07/next_generation__/driver_assistance.html

Advanced Driver Assistance System by QNX

The proliferation of sensors in today’s vehicles is fueling the rapid evolution of advanced driver assistance systems (ADAS). This evolution, in turn, is paving the path to piloted drive and fully autonomous vehicles.

At one time, ADAS systems were the domain of high-end luxury cars. But now, they are finding their way into mid-range and economy vehicles. Examples include:

reverse parking assist	pedestrian detection
adaptive cruise control	forward collision warning
autonomous emergency braking	lane departure warning
blind spot detection	drowsiness monitoring
surround view	intelligent high-beam control
adaptive front lighting

Consumer demand for ADAS is high, and governments worldwide are passing laws to make such systems standard equipment in all vehicles. Yet automakers face several challenges, including high development costs, compliance with rigorous safety certifications, and integration of ADAS components from multiple suppliers.

Automakers need to implement these compute-intensive systems without driving up bill of materials costs. To achieve this goal, they are integrating multiple ADAS functions, previously implemented on discrete modules, onto a single platform that handles data from multiple sensor types. This "sensor fusion" combines the strengths of different sensing technologies to create a solution that is collectively better and more cost-effective than any single technology on its own.

Source: http://www.qnx.com/solutions/industries/automotive/driver_assistance.html

ADAS Systems

ADAS systems require a software platform that provides inherent protection and isolation of safety-critical software components.

Bose Redefines Automobile Suspension Systems

Bose Corporation is best known for creating high quality audio products, and if asked to piece together your ideal car, its 11-speaker sound system would certainly be a contender to feature within. But the suggestion that Bose's new suspension systems would feature without begs an explanation.

In an ongoing research project that has spanned over twenty-four years Bose has created a unique electromagnetic suspension system for automobiles that is close to commercial release and is set to replace traditional shocks and springs with electronic actuators.

"This is the first time a suspension system is the same for a sports car and for a luxury car", said its creator, Dr Amar Bose, chairman and head of technical design. The result is a ride that is level and bump free over incredibly rough terrain and when the vehicle turns in to corners.

The computer-controlled suspension system originated from a research assignment established by Dr Bosch in 1980. Back then, he conducted a mathematical study to determine the optimum possible performance of an automotive suspension, ignoring the limitations of any existing suspension hardware.

The result of this 5-year study indicated that it was possible to achieve performance that was much better than anything available. After evaluating conventional and variable spring/damper systems as well as hydraulic approaches, it was determined that none had the combination of speed, strength, and efficiency that was necessary to provide the desired results.

The study led to electro-magnetics as the one approach that could realise the desired suspension characteristics. The Bose suspension concept required significant advancements in four key disciplines: linear electromagnetic motors, power amplifiers, control algorithms, and computation speed. Bose took on the challenge of the first three factors and hedged its bets on Moore's law providing assistance for the necessary developments needed in computation speeds.

The purpose of an automobile's suspension system is two-fold: passenger comfort and vehicle control. Comfort is provided by isolating the vehicle's passengers from road disturbances. Control is achieved by keeping the car body from rolling and pitching excessively, and maintaining good contact between the tire and the road.

Dr. Bose, set out to prove these goals were in conflict and so began the long road that has led to the revolutionary new system. In a luxury sedan the suspension is usually designed with an emphasis on comfort, but the result is a vehicle that rolls and pitches while driving and during turning and braking. In sports cars, where the emphasis is on control, the suspension is designed to reduce roll and pitch, but comfort is sacrificed.

Today, prototypes of the Bose suspension have been installed in standard production vehicles. These research vehicles have been tested on a wide variety of roads, on tracks, and on durability courses with amazing results.

Automobilemag.com experienced the system first hand in a Lexus LS400 on a ride simulator and likened it to sailing along with only the slightest of cradle rock. All the while via adjacent mirrors the spectacle of bouncing tyres beneath could be witnessed.

The heart of the system is based upon a linear electromagnetic motor which is installed at each wheel. Inside the linear electromagnetic motor are magnets and coils of wire. When electrical power is applied to the coils, the motor retracts and extends, creating motion between the wheel and car body. One of the key advantages of an electromagnetic approach is speed. The linear electromagnetic motor responds quickly enough to counter the effects of bumps and potholes, maintaining a comfortable ride. Additionally, the motor has been designed for maximum strength in a small package, allowing it to put out enough force to prevent the car from rolling and pitching during aggressive driving maneuvers.

A power amplifier delivers electrical power to the motor in response to signals from the control algorithms. The amplifiers are based on switching amplification technologies pioneered by Dr. Bose at MIT in the early 1960s - technologies that led to the founding of Bose Corporation in 1964.

The regenerative power amplifiers allow power to flow into the linear electromagnetic motor and also allow power to be returned from the motor. For example, when the Bose suspension encounters a pothole, power is used to extend the motor and isolate the vehicle's occupants from the disturbance. On the far side of the pothole, the motor operates as a generator and returns power back through the amplifier. In so doing, the Bose suspension requires less than a third of the power of a typical vehicle's air conditioning system.

The whole system is controlled by a set of mathematical algorithms developed over the twenty-four years of research. These control algorithms operate by observing sensor measurements taken from around the car and sending commands to the power amplifiers installed in each corner of the vehicle. The goal of the control algorithms is to allow the car to glide smoothly over roads and to eliminate roll and pitch during driving.

In many of today's production vehicles, the suspension system is comprised of front and rear suspension modules that bolt to the underside of the vehicle. The Bose suspension takes advantage of this configuration so that a vehicle may be retrofitted with minimal modifications.

Bose's front suspension modules use a modified MacPherson strut layout and the rear suspension modules use a double-wishbone linkage to attach a linear electromagnetic motor between the vehicle body and each wheel. Torsion springs are used to support the weight of the vehicle. The suspension also includes a wheel damper at each wheel to keep the tire from bouncing as it rolls. Unlike conventional dampers, which transmit vibrations to the vehicle occupants and sacrifice comfort, the wheel damper in the Bose suspension system operates without pushing against the car body, maintaining passenger comfort.

Vehicles equipped with the Bose suspension have been tested on a variety of roads and under many different conditions, demonstrating the comfort and control benefits drivers will encounter during day to-day driving. When test drivers execute aggressive cornering maneuvers like a lane change, the elimination of body roll is felt immediately. When test drivers take the Bose suspension over bumpy roads, they report that the reduction in overall body motion and jarring vibrations results in increased comfort and control.

In bringing the product to market Dr Bose expects that the company will choose one automaker that is dedicated to performance. When exactly this will be is laughed off by Dr Bose as he points out the long past the project already has. It is speculated however that the system will be commercially available within the next two years.

Source:http://www.gizmag.com/go/3259/

Volvo XC90 uses Tenneco 'intelligent' suspension

BRUSSELS, Belgium ((Nov. 17, 2014)  — Volvo Car Group has chosen Tenneco Inc.’s continuously variable semi-active suspension (CVSAe) as a standard feature on its limited run XC90 First Edition seven-seat SUV.

CVSAe dampers enhance the comfort and handling of a vehicle’s ride by continuously adjusting all four shock absorbers up to 100 times per second to changing road conditions and dynamic driving situations like cornering, lane changes, acceleration and braking, according to Lake Forest, Ill.-based Tenneco. The dampers can be switched from standard to sport or comfort mode at any time to match driver preferences for a more comfortable, more dynamic or more sporty ride.

Volvo was the first car maker to introduce Tenneco’s Monroe-brand electronic damping technology as standard on its S60R and V70R performance models in 2002. Sandro Paparelli, Tenneco vice president and general manager, Ride Performance Europe, said the company’s relationship with Volvo “has continued through many subsequent models and generations and we are honored to have been chosen to supply the prestigious XC90 First Edition.”

CVSAe suspension will be available as an option on all XC90 models produced from now on, he added, as Tenneco continues to supply Volvo’s Scalable Product Architecture (SPA) modular chassis technology platform.

“We share Volvo’s commitment of constantly innovating to develop technologies that help enhance safety, comfort and performance,” Mr. Paparelli added.

Tenneco CVSA technology is in production on 37 vehicle models from a number of different global brands, according to the company, and applications for nine new vehicle models are currently under development.

CVSAe is part of the Monroe Intelligent Suspension portfolio that includes adaptive suspension solutions (DualMode) for compact cars and semi-active solutions with external valve (CVSAe), internal valve (CVSAi) and two independent valves (CVSA2) for mid-range and higher-end cars. The portfolio also includes CVSA2/Kinetic and ACOCAR active suspension solutions for premium luxury cars, high-end sports cars and SUVs with off-road capability, Tennecosaid.

Tenneco designs, manufactures and markets clean air and ride performance products and systems for automotive, commercial truck and off-highway original equipment markets and the aftermarket under the principal brand names Monroe, Walker, XNOx and CleviteElastomer.

Source:http://www.tirebusiness.com/article/20141117/NEWS/141119928/volvo-xc90-uses-tenneco-intelligent-suspension

Tenneco Hopes to Mainstream Intelligent Suspension Systems

Auto enthusiasts are aware of the benefits of electronically controlled suspensions, but most vehicle buyers are not.

The systems have been available on a variety of cars and trucks since 2000, but market studies show that except for purchasers of expensive performance and luxury cars, consumer awareness is low and the average take rate is less than 5%.

Suspension supplier Tenneco is hoping to increase market penetration by raising awareness of the advantages of the systems among mainstream consumers, car dealers and its OEM customers.

With this goal in mind, the supplier recently hosted a multi-day event at the Waterford Hills Raceway here to showcase its advanced suspension technologies to customers and journalists on a variety of vehicles, from a European version of the Volkswagen Golf to the ’15 McLaren 650S supercar.

Tenneco’s “intelligent” suspension systems combine electronics with hydraulic valves to adjust shock absorber damping levels to road conditions, as well as speed and cornering inputs, to achieve an optimal balance between ride comfort and vehicle handling. The systems typically have three or four settings that range from a cushy comfort-oriented ride to tightly controlled sport handling.

Regardless of mode, intelligent systems typically provide better wheel-to-road contact, which prevents sideslip and oversteer, especially during cornering on uneven road surfaces, says Tim Jackson, Tenneco chief technology officer.

They also improve vehicle stability and reduce body movement during lane changes and avoidance maneuvers, which increases the driver’s feeling of comfort and safety, Jackson says.

In the early years of development, the technology was unimpressive and gimmicky, with the “sport” setting just delivering a harsher version of “comfort.” But more recent systems have proved their value to driving enthusiasts. Virtually all supercars with prices ranging from six to seven figures use intelligent suspension systems and about 25% of performance-oriented luxury buyers also choose the option, Tenneco says.

A recent study commissioned by the supplier shows that if mainstream consumers are given the chance to test-drive intelligent suspension systems back-to-back with conventional systems, they recognize the value of the technology and are willing to pay a premium for it.

Research subjects cite the ability of semi-active/adaptive suspensions to reduce vehicle-body movements, provide greater stability during emergency maneuvers and improve handling on uneven road surfaces as reasons for purchase consideration.

The study also found drivers of mainstream vehicles such as SUVs, compact cars and higher-priced family sedans all rate the driving experience with semi-active suspensions significantly higher than those with conventional suspensions.

“The research results confirm intelligent suspension systems deliver benefits that consumers notice and prefer, most notably that there is no need to compromise between ride comfort and handling,” Jackson says. “Consumers feel that intelligent systems reconcile these differences to give drivers the benefit of both, and they value the ability to vary their ride at a touch of button.”

The study also reveals a lack of awareness of the technology and its benefits as main reasons intelligent suspensions are not a more popular option.

Source:http://m.wardsauto.com/suppliers/tenneco-hopes-mainstream-intelligent-suspension-systems

Ebook on autonomous vehicle

Ebook on autonomous vehicle can be downloaded ftom the following website:

http://www.rand.org/pubs/research_reports/RR443-1.html

It’s 2015, self-driving cars are more than a promise

Self-driving cars drew 5-10 years closer to reality in the last week. That’s the impact of a half-dozen automakers announcing plans at CES 2015 for autonomous driving vehicles that will be on the road sometime between 2017 and 2020. To underscore how close we’ve come, Audi sent a car 560 miles from Silicon Valley to Las Vegas with lightly trained drivers — journalists, actually — sitting behind the wheel, hands-off.

Also at CES, Mercedes-Benz unveiled a swoopy prototype self-driver, the F 015 Luxury in Motion. The front seats swivel so driver and passenger can sit face to face with back seat passengers. BMW showed a self-parking i3 EV, not just parallel parking but able to hunt through a parking garage for open spaces. The same sensors avoid cars and pedestrians while under way. Ford CEO Mark Fields in a CES keynote said Ford will produce an autonomous driving car for the masses who can’t afford Audi/BMW/Mercedes level pricing.

Great, but when and how “self” is the self-driving?

Before 2000, estimates for autonomous, self-piloted, or self-driving cars — same thing — ranged from “never” to “maybe in our lifetime.” No car in the first DARPA self-driving contest in 2004 made it more than seven miles of the planned 150 miles in a deserted, desert course. By 2007 the majority of teams in a more complex urban course finished the race. More recently, self-driving Google cars have been zipping around Silicon Valley (still with a driver behind the steering wheel). As of CES 2015 this month, predictions for an on-sale self-driving car on the order of two to five years, or 2017 to 2020.

The first cars will be self-driving on limited access roads such as interstate highways. They won’t be self-driving in urban areas though. They may be autonomous on rural roads with crossing traffic and pedestrians, farm vehicles, and crossing cars. At the least, they’ll help drivers with the monotony of long-distance trips.

Bill Howard

www.extremetech.comJan 13th, 2015

Netherlands first to operate a self-driving shuttle in public traffic?

The competition for low-speed self-driving vehicles in public traffic is heating up. Now the executive council of Dutch ministers has given the green light for running two driverless shuttles in the Dutch city of Wageningen starting in December 2015. The electric shuttles will carry up to 8 persons from a train station to the university on a stretch of approximately 6km on public roads with a maximum speed of 50km/h. Although these will be tests, the shuttles will operate autonomously without safety drivers on board. The shuttles’ operations will be monitored remotely. Before the shuttles be placed in service both chambers of the Dutch parliament need to amend Dutch traffic law. If everything goes according to plan, the world’s first fully autonomous shuttles without backup driver on board could make history in the Netherlands in December!

Posted on February 9, 2015 by driverlessuser

source:http://www.driverless-future.com/