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24 R. Streiter et al. Fig. 3 a The confidence of the position estimate is high. The cars can be assigned to the road where the accident has happened and an ambulance can be sent in the correct direction on the highway. b The confidence of the position estimate is low and the position of the vehicles cannot clearly be assigned to the driving direction. Maybe it is helpful to send an ambulance for each direction to make sure no detour and additional time is needed NAVENTIK approach, of integrating GNSS within any safety critical context, active navigation is a special implementation of this idea with the focus on a strong market potential with a very short time-to-market. The further development of conventional routing and navigation towards a more integrated and active assistance approach will leverage the awareness of GNSS based automated driving functions and passive navigation systems can be easily extended towards an automated mode, that reflects the current positioning performance and adds different modes of automation. Figure 4 shows the extension of the classical “passive” navigation use-case to Active Navigation. If the accuracy of the position reflects lane or road level performance, the navigation system supports the driver with additional active steering and automated acceleration. With decreasing performance, the degree of automation reduces accordingly, which means the steering wheel indicates only subtle and soft steering motions and driving instructions. The further limitation of the performance related with a very low confidence forces the system to switch back to conventional, uncritical turn-by-turn instructions. Finally, if GNSS is not available, the system gives very
Probabilistic Integration of GNSS for Safety-Critical Driving … 25 Fig. 4 Extension of the legacy navigation and routing application. Classical navigation systems do not offer any level of automation. Thanks to the confidence information, the system adopts different levels of automation depending on the positioning performance rough estimations about the driving direction, only. That means the system can also influences the user acceptance by dramatically reducing the false alarm rate, not only in the safety critical context. 3 NAVENTIK Measures and System Architecture The basic system architecture proposed is shown in Fig. 5. The positioning task is partitioned to a hardware and a software component. The hardware component will be implemented using FPGA resources; logic components are shown as squares and Fig. 5 NAVENTIK project system architecture
Page 1 and 2: Lecture Notes in Mobility Tim Schul
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Page 7 and 8: vi Preface cross-sectorial roadmap
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Page 11 and 12: xii Contents Robust Facial Landmark
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