By Hermann Winner (auth.), Markus Maurer, Hermann Winner (eds.)
This booklet displays the shift in layout paradigm in car undefined. It provides destiny options, frequently referred as “automotive platforms engineering”. those reason basic strategies within the box of driving force assistance platforms and electro-mobility in addition to primary adjustments within the structure of the automobiles. New using functionalities can merely be discovered if the software program courses of a number of digital keep watch over devices interact effectively. This quantity offers the hot and cutting edge equipment that are essential to grasp the complexity of the car of the future.
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Extra info for Automotive Systems Engineering
12–13). Therefore, the requirements in terms of quality criteria are prioritized as to their importance for the assistance system. This results in a “utility tree” (Starke 2009, p. 310). With the help of specific use case analyses, it is then possible to evaluate in a structured way the suitability of the architecture to meet the quality criteria. This “Architecture Tradeoff Analysis Method” (ATAM) has a lot in common with the “house of quality” methodology (Bohn 2012), well-known from product development science.
4). This way, inherent problems of averaging commands, that can lead to unsatisfactory results like logical minima on potential fields, are avoided (Rosenblatt 1997, p. 343). Another advantage of this architecture design is the directly resulting vehicle trajectory, since the curvature and therefore the maximum safe vehicle velocity is a direct outcome of the arbitration process. As an example, a successful implementation of this architecture approach was conducted by the German team “Caroline” in the DARPA urban challenge.
In highly automated civil automobiles an explicit central knowledge representation will be needed depending on the system complexity. A way of central representation simplified for an autonomous research vehicle was realized in the 1990s (Fig. 10, Maurer 2000b). At several levels the vehicle state is represented centrally. Dependent on the “health state” a central decision unit determines which functions can be automated and which must not. An interface is to be established between the central behavior decision and the human driver or supervisor explaining the system state to the user both compact and as self-explaining as possible.
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