Digital Signal Processing for In-Vehicle Systems and Safety

331 Pages·2012·7.75 MB·English

by  Hynek Bořil, Pinar Boyraz, John H. L. Hansen (auth.), John H.L. Hansen, Pinar Boyraz, Kazuya Takeda, Hüseyin Abut (eds.)

Digital Signal Processing for In-Vehicle
Systems and Safety

John H.L. Hansen Pinar Boyraz
l
Kazuya Takeda Hu¨seyin Abut
l
Editors
Digital Signal Processing
for In-Vehicle Systems
and Safety
Editors
JohnH.L.Hansen PinarBoyraz
CenterforRobustSpeechSystems(CRSS) MechatronicsEducationandResearch
DepartmentofElectricalEngineering Center(MERC)
TheUniversityofTexasatDallas IstanbulTechnicalUniversity
Richardson,TX75080-3021,USA Gumussuyu,Istanbul34437,Turkey
[email protected] [email protected]
KazuyaTakeda Hüseyin Abut
DepartmentofMediaScience ECEDepartment (Emeritus)
NagoyaUniversity SanDiego State University
Furo-cho,Chikusa-ku SanDiego, CA 92182, USA
Nagoya464-8603,Japan and
[email protected] Department of Electrical
and ElectronicsEngineering
Bog˘azic¸i University
Bebek,Istanbul, Turkey
[email protected]
ISBN978-1-4419-9606-0 e-ISBN978-1-4419-9607-7
DOI10.1007/978-1-4419-9607-7
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Foreword
The automobile has been in existence for more than 100 years and has evolved
significantly during the past three decades. Early automobiles were designed to
move the driver and passengers from point A to point B. Performance, comfort,
style, and safety have all emerged to be core components in today’s automotive
market.ThelevelofDigitalSignalProcessingcontainedwithinvehiclescontinues
togrow significantly. This is duein partto the rapid growth of sensortechnology
withincars,aswellasthemotivationtomakecarssaferandmorefuelefficient.In
recent years, the concept of a “Smart Car” has also emerged, in part due to the
advancements ofartificial intelligence and computer design being introduced into
vehicles.IntheUnitedStates,theDARPAGrandChallenge[1]representsaneffort
whichwasstartedin2004todevelopdriverlessvehicles.Thesevehicleswouldbe
fullyautomatedandallowGPS,multi-sensorfusion,andadvanceddecisiondirect-
ed and feedback controls/artificial intelligence to navigate as an autonomous
vehicle over long distances (i.e., 10–150 mi). To date, more than 195 teams from
36USStatesandfourcountrieshaveenteredthecompetition.Whiletheintegration
of advanced intelligence for smart cars is an admirable goal to achieve, it is clear
that the majority of individuals who own their own car enjoy the freedom of
driving, and are not likely to want to give up the ability to control their vehicle
soon. As such, dealing with the introduction of new technologies into the vehicle
environmentrepresentsamajorchallengeinthefield.
v
vi Foreword
As peoplespend more time in their vehicles, andcommutingtime toand from
work continues to increase as urban populations grow, drivers are attempting to
perform many more tasks than simply driving their vehicles. The introduction of
wirelesstechnology,digitalaudio/musicplayers,mobileInternetaccess,advanced
entertainment/multimediasystems, and smart navigationtechnologies into the car
hasplacedincreasedcognitivedemandsondrivers.Yet,thetypicaldrivingtestin
countries continues to focus exclusively on the logistics of operating the vehicle
itselfanddoesnotconsiderthemanagementoftheseoutsidetechnologiesaspartof
thedriverassessmentforalicense.TheUnitedStates[2]aswellasmanycountries
[3] have therefore moved topass laws that restrict the use of cell phones and text
messagingwhileoperatingavehicle.TherecentbookTraffic:WhyWeDriveThe
Way We Do, by Tom Vanderbilt [4], offers a number of perspectives on society,
culture, and government engagement on driving and drivers. Driver distractions
in the car are many and have been documented by countless research studies.
Theaveragedriveradjuststheirradio7.4times/hofdriving,turntheirattentionto
infants 8.1 times/h, and are generally searching for something (e.g., sunglasses,
coins, etc.) 10.8 times/h (p 78, [4]). The average driver looks away from the road
0.06severy3.4s.Mobiledeviceswith“intensedisplays”suchtheiPodrequiremore
concentrationtosearchforsongs,pausing,orskippingasong.Whiletherearesome
differencesofopinion,researchershavenotedthatanytaskthatrequiresadriverto
divert his/her attention (typically visual) away from the road for more than 1.5 s
Foreword vii
(somebelievethisisupto3.0s)isviewedasadistraction.Irrespectiveoftheexact
timethreshold,suchaguidelineisimportantasageneralrule,butitshouldbeclear
that not all drivers are equally skilled, and even advanced/experienced drivers go
throughperiodsoffatigue,orcanbeunfamiliarwithanewvehicle,whichchange
theirdrivingabilitiesandcanimpactsafety,evenifonlyduringshortperiods.
Themajorityofdriver-basedvehicleresearchisbasedon(1)simulatorstudies,
(2) field test studies, and (3) naturalistic studies. Simulator studies can allow
research to consider high-risk conditions without putting test subjects at real risk;
however they may not completely reflect how drivers would actually respond in
such scenarios. Field test studies focus on vehicles which are outfitted with addi-
tional sensors/technology to record driver data on the streets; however, the driver
clearlyknowsorfeelsthisisarecordingplatformandmaynotbeasfamiliarwith
the vehicle (i.e., their driving pattern would be different than if they were driving
their own car). Finally, naturalistic driving represents the next major effort in the
field, where miniaturization of data capture technology results in a recording
platformthatisseamlesslyembeddedintothedriver’sownvehicle,soitbecomes
a continuous window into everyday driving. The U.S. Transportation Research
Board(TRB)isundergoingtheSHRP2[5]program,whichwouldcapturedrivers
from+1,500vehiclescontinuouslyfor2years.Thiscorpusclearlywouldprovide
richopportunitiestointegratenewdigitalsignalprocessingadvancementsforbuilt-
insafetymonitoringinthefuture.
In2009,thefourthBiennialWorkshopforIn-VehicleSystemsandSafetytook
place in Dallas, Texas. This meeting served to bring together researchers from
diverseresearchareastoconsideradvancementsindigitalsignalprocessingwithin
vehicles to improve safety and potentially contribute to reduce driver distraction.
A total of 34 peer-reviewed conference papers were presented with researcher
participation from universities, automotive and technology companies, as well as
governmentresearchlaboratories.Theworkshopincludedthreekeynotepresenta-
tionsfrominternationallyrecognizedleadersinthefield,including:
l BruceMagladry–NationalTransportationSafetyboard(NTSB),USA
l JonHankey–VirginiaTechTransportationInstitute(VTTI),USA
l GerhardSchmidt–SVOXandDarmstadtUniversity,Germany
viii Foreword
As research involving advanced in-vehicle systems, smart-car technology, and
intelligent transportation systems continues to advance, care must be taken to
incorporate the skills and cognitive load and context of the driver, as well as the
tasksandchallengesfacedwhenoperatingavehicleintoday’smoderntransporta-
tion network. Those authors of the fourth Biennial Workshop on DSP for In-
VehicleSystemsandSafety,includingthoseauthorswhohavecontributedchapters
to this book, have dedicated themselves to advancements which will ultimately
improvedriverexperienceandsafety.
Theanswerstoquestionsrelatingtoimprovedin-vehiclesystemsforsafetyare
complexandrequireexpertsfromdiverseresearchfields.Significantadvancements
thatleverageknowledgefromsuchareasashumanfactors,controlsystems,signal
processing, transportation engineering, artificial intelligence, machine learning,
telecommunications/mobile technologies, and automotive design will ultimately
lead to the next generation vehicles which continue to move drivers and their
passengersfrompointAtopointB,butalsocontributetoasaferdriverexperience
aswellasamoreefficienttransportationsystem.
FourthBiennialWorkshoponDSPforIn-VehicleSystemsandSafety:(ClosingReceptionatthe
FortWorthRodeoforparticipants)
Richardson,TX,USA JohnH.L.Hansen
Foreword ix
References
[1]http://en.wikipedia.org/wiki/DARPA_Grand_Challenge
[2]http://www.iihs.org/laws/cellphonelaws.aspx
[3]http://www.cellular-news.com/car_bans/
[4]T.Vanderbilt,“Traffic:Whywedrivethewaywedo,”A.A.Knopf,2008.
[5]http://www.trb.org/StrategicHighwayResearchProgram2SHRP2/