The main goal of the large-scale research facility FASCar® are scientific studies and analyses in the field of driver assistance and vehicle automation. This includes also studies of human behavior, acceptance studies, test of new assistance systems and automation, as well as user friendliness. FASCar® makes it possible to test and analyze innovative systems and developed functions in a simulated or even real traffic environment

Kaschwich, Claus

Wölfel, Lars

English

Claus Kaschwich

Lars Wölfel

Directory of Open Access Journals

Journal of large-scale research facilities, 3, A111 (2017) http://dx.doi.org/10.17815/jlsrf-3-147Published: 22.05.2017Experimental vehicles FASCar®-II andFASCar®-EDeutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)Institute of Transportation Systems *Instrument Scientists:- Claus Kaschwich, DLR, Institute of Transportation Systems, Braunschweig, Germany,phone +49 531 295-3103, email: claus.kaschwich@dlr.de- Lars Wölfel, DLR, Institute of Transportation Systems, Braunschweig, Germany,phone +49 531 295-3600, email: lars.woelfel@dlr.deAbstract: The main goal of the large-scale research facility FASCar® are scientic studies and analysesin the eld of driver assistance and vehicle automation. This includes also studies of human behavior,acceptance studies, test of new assistance systems and automation, as well as user friendliness. FASCar®makes it possible to test and analyze innovative systems and developed functions in a simulated or evenreal trac environment.1 IntroductionActive interventions can make driving safer - used incorrectly, however, they can also cause danger.The Institute of Transportation Systems therefore developed driver assistance according to the driver’srequirements and needs. To nd out if the driver reacts correctly to the intervention of a new assis-tance system, test rides with a car capable of active interventions are the last logical step of develop-ment. These test rides can be performed by using the large-scale research facility FASCar®. This articleprovides an overview of the experimental vehicles FASCar®-II and FASCar®-E.2 Technical DescriptionThe large-scale research facility FASCar® consists of two experimental vehicles called FASCar®-E andFASCar®-II. The main dierence between FASCar®-E and FASCar®-II is their special area of operation.FASCar®-E is developed for testing in real trac environment and it has a road approval. FASCar®-II*Cite article as: DLR Institute of Transportation Systems. (2017). Experimental vehicles FASCar®-II and FASCar®-E.Journal of large-scale research facilities, 3, A111. http://dx.doi.org/10.17815/jlsrf-3-1471Journal of large-scale research facilities, 3, A111 (2017) http://dx.doi.org/10.17815/jlsrf-3-147instead, caused by its hardware, can only be driven on test sites, but in exchange it oers a higher levelof active interventions and a futuristic human machine interface (HMI).2.1 FASCar®-EThe FASCar®-E is an electric 7th generation Volkswagen Golf. It is equipped with a 115-hp electricmotor. Considered all the build in technology its range is approx. 130 km (80miles). Its main goal is theresearch in the eld of automation in public urban scenarios. For this research purpose the vehicle ismodied with additional Sensors, a new HMI and a lateral and longitudinal control system.2.1.1 SensorsFor environment recognition and vehicle localization FASCar®-E is equipped with four laser scannersand three long range radars which are mounted in front and rear bumpers of the vehicle, as well as aninertial measurement unit (IMU) with GPS aiding. A C2X-System is used for vehicle-to-infrastructureand vehicle-to-vehicle communication.Figure 1: FASCar®-E2.1.2 Human Machine Interface (HMI)A free congurable dashboard display replaces the original instrument cluster, which is mounted in theglove compartment for safety purposes. With this free congurable dashboard new HMI concepts canbe validated.2http://dx.doi.org/10.17815/jlsrf-3-147 Journal of large-scale research facilities, 3, A111 (2017)Figure 2: Free congurable dashboard display.2.1.3 Lateral and longitudinal controlFASCar®-E can be controlled by a controller area network (CAN) interface in longitudinal and lateraldirection. For longitudinal control the signals of the adaptive cruise control (ACC) are rerouted to beable to accelerate the vehicle with +2m/s2 to -3m/s2 by software. For lateral control the signals of theactive park assist are used. Especially the use of the original equipment manufacturer’s own systemsfor lateral and longitudinal control enables the use of this vehicle on public roads.2.2 FASCar®-II:The FASCar®-II is a Volkswagen Passat which has a 2.0 Diesel engine. It is equipped with the sameset of sensors as FasCarE. Hardware dierences between both vehicles are the lateral and longitudinalcontrol System as well as the HMI.Figure 3: Free congurable dashboard display.2.2.1 Lateral and longitudinal controlTo achieve a maximum intervention FASCar®-II is equipped with a throttle paddle and a prototype of abrake booster which support full longitudinal control without any restrictions. For lateral control andnew HMI concepts a steer-by-wire system is integrated in the vehicle. It allows on the one hand an3Journal of large-scale research facilities, 3, A111 (2017) http://dx.doi.org/10.17815/jlsrf-3-147active control of the vehicle wheels without a turning of the steering wheel and on the other hand aturning on the steering wheel without turning the vehicle wheels. This advantage can be used for newHMI concepts, automated security interventions and it enables FASCar®-II not only to be used on testsites, but also in a simulator like the VR-Lab (virtual reality laboratory), see Figure 4.Figure 4: FASCar®-II inside VR-Lab2.2.2 Human Machine Interface (HMI)Besides a free congurable dashboard display such as FASCar®-E, a steering wheel for HMI purposesreplaces the original one. It has several free programmable and illuminable buttons, which can be readout by a wireless connection to a PC.Figure 5: Steering wheel of FASCar®-II.3 Project Application ExampelsThe large-scale research facility FASCar® was and is used in several projects. This only a short overviewof some of the projects FASCar was involved in:4http://dx.doi.org/10.17815/jlsrf-3-147 Journal of large-scale research facilities, 3, A111 (2017)3.1 InteractIVeThe Project interactive stands for accident avoidance by active intervention for Intelligent Vehicles TheEuropean research project interactIVe took the next step towards the goal of accident-free trac.interactIVe developed advanced driver assistance systems (ADAS) for safer and more ecient driving.interactIVe introduced safety systems that autonomously brake and steer. The driver is continuouslysupported by interactIVe assistance systems. They warn the driver in potentially dangerous situations.The systems do not only react to driving situations, but are also able to actively intervene in orderto protect occupants and vulnerable road users. Seven demonstrator vehicles – six passenger cars ofdierent vehicle classes and one truck – were built up to develop, test, and evaluate the next generationof safety systems (Heesen et al., 2015).3.2 HAVEitThe project HAVEit aimed at the realization of the long-term vision of highly automated driving forintelligent transport. The project developed, validated and demonstrated important intermediate stepstowards highly automated driving. HAVEit signicantly contributed to higher trac safety and e-ciency usage for passenger cars, busses and trucks, thereby strongly promoting safe and intelligentmobility of both people and goods (Flemisch et al., 2011). The signicant HAVEit safety, eciency andcomfort impact was generated by three measures:• Design of the task repartition between the driver and co-driving system (ADAS) in the jointsystem.• Failure tolerant safe vehicle architecture including advanced redundancy management• Development and validation of the next generation of ADAS directed towards higher level ofautomation as compared to the current state of the art.3.3 MobiFASThe example of browsing the internet with a tablet PC allowed researchers of the Institute of Trans-portation Sysems to investigate how and under what circumstances control should be handed overfrom the vehicle to the driver. In case the vehicle is approaching a construction site distraction of thedriver can become a problem. In order to safely navigate the vehicle in this situation the driver has tointerrupt his or her activities and prepare for taking over responsibility for steering the vehicle. Eventoday every fourth car driver is distracted by the use of mobile devices during his drive. This can havecatastrophic eects. How can a driver of a highly automated road vehicle be integrated in the driv-ing task in a comfortable, fast and eective way? These answers are given by the MobiFAS project(Lapoehn et al., 2016).3.4 Valet parkingAutomation of vehicles provides new opportunities to develop novel concepts for an optimal combi-nation of public and individual transportation as well as the introduction of electrical cars that needcoordinated recharging. A typical scenario of such a concept might be automatic drop-o and recoveryof a car in front of a train station without taking care of parking or re-charging. Such new mobilityconcepts require among other technologies autonomous driving in designated areas. The objective ofthis project is to develop a smart car system that allows for autonomous driving in designated areas(e.g. valet parking, park and ride) and can oer advanced driver support in urban environments (Löperet al., 2013).ReferencesFlemisch, F., Schieben, A., Schoemig, N., Strauss, M., Lueke, S., & Heyden, A. (2011). Design of HumanComputer Interfaces for Highly Automated Vehicles in the EU-Project HAVEit. In C. Stephanidis(Ed.), Universal Access in Human-Computer Interaction. Context Diversity: 6th International Confer-ence, UAHCI 2011, Held as Part of HCI International 2011, Orlando, FL, USA, July 9-14, 2011, Proceedings,5Journal of large-scale research facilities, 3, A111 (2017) http://dx.doi.org/10.17815/jlsrf-3-147Part III (pp. 270–279). Berlin, Heidelberg: Springer Berlin Heidelberg. http://dx.doi.org/10.1007/978-3-642-21666-4_30Heesen, M., Dziennus, M., Hesse, T., Schieben, A., Brunken, C., Löper, C., . . . Baumann, M. (2015). In-teraction design of automatic steering for collision avoidance: challenges and potentials of driver de-coupling. IET Intelligent Transport Systems, 9(1), 95-104. http://dx.doi.org/10.1049/iet-its.2013.0119Lapoehn, S., Dziennus, M., Schieben, A., Utesch, F., Hesse, T., Köster, F., . . . Johann, K. (2016). Interactiondesign for nomadic devices in highly automated vehicles. Mensch und Computer 2016 Proceedings.Löper, C., Brunken, C., Thomaidis, G., Lapoehn, S., Fouopi, P. P., Mosebach, H., & Köster, F. (2013).Automated Valet Parking as Part of an Integrated Travel Assistance. In 16th International IEEE AnnualConference on Intelligent Transportation Systems (ITSC 2013) (pp. 2341–2348).6

Journal of large-scale research facilities JLSRF

Experimental vehicles FASCar®-II and FASCar®-E

Journal of large-scale research facilities (JLSRF)

The main goal of the large-scale research facility FASCar® are scientific studies and analyses in the field of driver assistance and vehicle automation. This includes also studies of human behavior, acceptance studies, test of new assistance systems and automation, as well as user friendliness. FASCar® makes it possible to test and analyze innovative systems and developed functions in a simulated or even real traffic environment.</jats:p

Crossref

https://jlsrf.org/index.php/lsf/article/download/147/pdf

Experimental vehicles FASCar®-II and FASCar®-E

Abstract

Similar works

Full text

Available Versions

Directory of Open Access Journals

Journal of large-scale research facilities (JLSRF)

Crossref