Controlling Concurrent Change - A Multiview Approach Toward Updatable Vehicle Automation Systems

The development of SAE Level 3+ vehicles [{SAE}, 2014] poses new challenges not only for the functional development, but also for design and development processes. Such systems consist of a growing number of interconnected functional, as well as hardware and software components, making safety design increasingly difficult. In order to cope with emergent behavior at the vehicle level, thorough systems engineering becomes a key requirement, which enables traceability between different design viewpoints. Ensuring traceability is a key factor towards an efficient validation and verification of such systems. Formal models can in turn assist in keeping track of how the different viewpoints relate to each other and how the interplay of components affects the overall system behavior. Based on experience from the project Controlling Concurrent Change, this paper presents an approach towards model-based integration and verification of a cause effect chain for a component-based vehicle automation system. It reasons on a cross-layer model of the resulting system, which covers necessary aspects of a design in individual architectural views, e.g. safety and timing. In the synthesis stage of integration, our approach is capable of inserting enforcement mechanisms into the design to ensure adherence to the model. We present a use case description for an environment perception system, starting with a functional architecture, which is the basis for componentization of the cause effect chain. By tying the vehicle architecture to the cross-layer integration model, we are able to map the reasoning done during verification to vehicle behavior

Model Predictive Control Based Trajectory Generation for Autonomous Vehicles - An Architectural Approach

Research in the field of automated driving has created promising results in the last years. Some research groups have shown perception systems which are able to capture even complicated urban scenarios in great detail. Yet, what is often missing are general-purpose path- or trajectory planners which are not designed for a specific purpose. In this paper we look at path- and trajectory planning from an architectural point of view and show how model predictive frameworks can contribute to generalized path- and trajectory generation approaches for generating safe trajectories even in cases of system failures.Comment: Presented at IEEE Intelligent Vehicles Symposium 2017, Los Angeles, CA, US

Representing the Unknown - Impact of Uncertainty on the Interaction between Decision Making and Trajectory Generation

Even though motion planning for automated vehicles has been extensively discussed for more than two decades, it is still a highly active field of research with a variety of different approaches having been published in the recent years. When considering the market introduction of SAE Level 3+ vehicles, the topic of motion planning will most likely be subject to even more detailed discussions between safety and user acceptance. This paper shall discuss parameters of the motion planning problem and requirements to an environment model. The focus is put on the representation of different types of uncertainty at the example of sensor occlusion, arguing the importance of a well-defined interface between decision making and trajectory generation

FATIGUE IMPAIRS KINEMATICS BUT NOT KINETICS OF LANDING AND CUTTING MOVEMENTS IN ELITE YOUTH FEMALE HANDBALL PLAYERS

Lower extremities are the most affected areas of injuries in indoor team handball, especially for female youth player. The mechanics of such injuries are well-known, however little is known about the influence of fatigue injury on risk factors. This study addresses fatigue-induced changes of movements that are associated lower extremity injuries in female youth handball players. Kinematics and kinetic data of 15 elite youth female team handball players were recorded for double- and single-leg landings as well as sidecutting maneuvers before, in the middle of and after a simulated handball specific load protocol. The protocol consisted of exercises typical for handball match activity. RPE was used as measure of fatigability and showed values ranging from 13 to 18 at the end of the treatment. ANOVA revealed fatigue related changes in initial knee flexion angle of the non-dominant leg in all tasks. For the cutting task, significant changes of the initial knee angle of the dominant leg, the initial and maximum hip flexion angle as well as maximum knee flexion angle of the non-dominant leg were observed. Consequently, fatigue players exhibited more extended movement patterns. In summary, the fatiguing protocol caused changes in landing and cutting kinematics of the non-dominant leg predominantly, whereas movement kinetics where not affected