Professional Documents
Culture Documents
BPB16
BPB16
Keywords: ADASIS, Electronic Horizon, Most Probable Path, Tree-Structure, Horizon Size Determination, Traffic
Information, Open Street Map
Abstract: Modern vehicles are commonly equipped with several sensors to gather information about the direct environ-
ment. Due to the physical limitation of these sensors, the detection range and field of view are limited to the
direct vicinity. This limits the functionality of driver assistance systems. A way to overcome this issue is to
use digital road maps to generate a so called electronic horizon as virtual sensor about the environment ahead.
All known electronic horizon providers are closed source and owned by companies. In the work at hand we
present our concept of an electronic horizon provider that we have published as open source.
1 INTRODUCTION
Modern vehicles are equipped more and more with
assistance systems to increase comfort, economy and
safety. These systems are based on sensors that ob-
serve the vehicle’s environment. However, all sensors
are limited in terms of sensing range and view an-
gle. The environment behind other objects, as well Figure 1: Example illustrating the eHorizon.
as in a larger distance is commonly not visible. De-
veloping new applications, serving advanced tasks our solution Horizon.KOM and provide the source
in a more complex environment, raises the desire code to the community. We will start with a short
of an extended view. The Adaptive Front Lighting introduction of the ADASIS specification, which is
(AFL) (Durekovic et al., 2011) can serve as example. used for the standardized distribution of road infor-
It adjusts the headlight alignment to achieve an opti- mation via a vehicle on board data bus. Afterwards
mal illumination of the road. Assuming knowledge we will compose our model including several com-
about the road geometry, algorithms can be applied ponents such as the dynamic data storage, data pro-
to determine vehicle parameters and settings, which cessing, and most probable path prediction. The pur-
lead to a decreasing energy consumption while main- pose and tasks of each module will be explained in
taining the same overall speed and comfort. A com- detail supported by visual examples. At the end of
mon technology to provide an extended view is to use this paper we will prove the feasibility of our model
a so-called electronic horizon (eHorizon), that pro- by introducing a prototype implementation using an
vides information about the road network ahead of android operated mobile device and road maps from
a vehicle. An according illustration is given in Fig- the OpenStreetMap project.
ure 1. It enables applications to perceive the road
geometry, including additional information, with an
increased range and field of view. However, to the
best of our knowledge all existing implementation for 2 RELATED WORK
such a eHorizon provider are closed source and part of
comercial products. We have developed a model that As mentioned before we make use the ADASIS speci-
extracts relevant road information from a digital map fication (Ress et al., 2005; Ress et al., 2008), in partic-
and provides those to other applications. We name ular version 2. It was designed for Advanced Driver
The documents distributed by this server have been provided by the contributing authors as a means to ensure timely dissemination of
scholarly and technical work on a non-commercial basis. Copyright and all rights therein are maintained by the authors or by other
copyright holders, not withstanding that they have offered their works here electronically. It is understood that all persons copying this
information will adhere to the terms and constraints invoked by each author’s copyright. These works may not be reposted without the
explicit permission of the copyright holder.
Figure 2: Schematic illustration of the dynamic data management structure.
Assistance Systems (ADAS) in order to transmit rel- cle is given by an offset value along the currently used
evant road information via a vehicle data bus. In this road segment. Similar notation applies to all values
manner our Horizon.KOM will be considered as an that are bound to an fixed geographical position. On
ADAS eHorizon provider, and connected clients will the provider side two parameters determine the eHori-
be denoted as ADAS application. zon size. A value for the Maximum Length of Trans-
• The ADAS Horizon knows the vehicles current mitted Path gives a maximum offset threshold, a value
position, velocity and driving direction. It also has for Current Length of Transmitted Path describes the
access to at least one digital road map. Using this maximum offset of data that has already been sent.
information, the ADAS Horizon will construct a ADASISv2 incorporates 7 message types which are
digital eHorizon holding all relevant information used to operate the data transmission. The POSITION
about the road network ahead of the vehicle. Message is used to distribute the vehicles current po-
sition and velocity. It includes a reference to the cur-
• An ADAS Application can decode and recon- rently used road segment. Using the SEGMENT Mes-
struct the transmitted eHorizon, by implementing sage, information about road segments are transmit-
a so called ADASIS Reconstructor. This enables ted, including the road type, speed limits or other at-
the application to use information about the road tributes. STUB Messages are sent to provide infor-
network ahead of the vehicle without the con- mation about intersections and connecting road seg-
straint of implementing its own eHorizon based ments. The PROFILE Message is used to define the
on a locally stored digital road map. profile type of a segment, which can either be discrete,
ADASISv2 supports 4 different modes of operation linear or non-linear. The ATTACHMENT Message
determining the amount of data which will be trans- contains information about special elements of the
fered. Mode 0 only transmits data about the Most road network like traffic sings or traffic lights. Used
Probable Path. Information regarding alternative settings like the operating mode, used units or version
routes or intersections along this path is excluded. number of the ADAS Horizon Provider are distributed
Mode 1 adds additional data about the so-called Stubs by using the META-DATA Message. Each message
along the MPP. Stubs denote intersections, including is only sent once by the ADAS Horizon Provider,
first curvature values. Mode 2 extends mode 1 by except if an ADAS application requests a retrans-
adding information about intersecting road segments mission by sending a RETRANSMISSION-REQUEST
along the MPP, excluding second level intersections. Message. More detailed information about the ADA-
Mode 3 considers the entire road network and has no SISv2 specification can be found in (Ress et al.,
restrictions in therms of maximum levels and inter- 2005) (Ress et al., 2008). For data storage of dig-
sections. Each road segment is represented as a one ital road maps, different formates have been devel-
dimensional line and is free of absolute geographical oped for different purposes. For plain data stor-
coordinates. Each segment representation has a fixed age or archiving, formats like the Geographic Data
length and includes curvature values, denoted with File (GDF) (Volker, Walter, 1996) or the german
offset values from zero to segment length, to preserve Amtliches Topologisches Kartographisches Informa-
the road shape information. The maximum length of tionssystem (ATKI) (Volker, Walter, 1996) are used.
each segment is given by 8190m (13 Bit). A road seg- The OpenStreetMap project has developed its own
ment from the digital map exceeding this maximum OSM-XML format, that is based on an XML-structure
length has to be split. The current position of the vehi- which has no restrictions in therms of extensions.The
Figure 3: Movement within the current tree structure. Figure 4: Further movement within the tree structure.
Passed nodes are neglected. Adding new nodes to the tree structure.
GDF, ATKI and OSM-XML formats all store data in a data varies over time and includes the geographic po-
serial manner, which is very costly in terms of search- sition as well as traffic information. Additional data
ing for a specific element. Therefore, road maps used from the vehicle is also provided via the internal data
for runtime applications are commonly compiled to a bus. Digital map data is assumed to be mostly static.
binary format to reduce storage requirements and in- Horizon.KOM is basically composed of six compo-
crease data access speeds. However, binary formates nents. The Tree-Structure (I) is used to store the road
are not designed for updates later on. Another im- segments located ahead of the vehicle including their
portant topic is Map-Matching that becomes impor- characteristics and additional information. This is a
tant for every mobile application that makes uses of central element that combines all other components
digital road map data. Map-Matching describes the and further is used as interface to ADASIS. The size
action of mapping the vehicles geographical position of the vehicles eHorizon, which effects the number of
onto the map and determining the currently used road nodes (road segments) stored at the Tree-Structure is
segment. Several algorithms to solve this task have defined by the eHorizon Size Determination (II) and is
been published in literature. Kim et al. (Kim et al., a function of the vehicle’s velocity. A predicted route,
1996) presented already in 1996 a light weight ap- which the vehicle most likely will take, is defined by
proach of mapping positions to the closest point on the Most Probable Path (MPP)(III). It has an impor-
the map. However, in order to achieve overall good tant influence on the shape and the size of the vehi-
mapping results, the algorithm has to compensate in- cles eHorizon area. Based on this eHorizon area and
accuracies and variations in positioning data. Quddus information provided by a digital map, the Dynamic
et al. (Quddus et al., 2003) introduced in 2003 a more Road Administration (IV) component defines the data
advanced and accurate approach, that uses the recent that is stored in the Tree-Structure. The Map Match-
position history and dead reckoning to identify the po- ing (V) component keeps track and enriches the Tree-
sition of the vehicle on a map. Dead reckoning uses Structure of the vehicles current position. Using the
other sensor data like steering angle and vehicle ve- Traffic Data Manager (VI) the Tree-Structure is ex-
locity to calculate deltas in the position. It is also used tended by external Traffic Data Information along the
to keep up navigation, if for a short period of time no eHorizon. These components are explained in more
satellite position signal is received, e.g. while driv- detail in the following.
ing through a tunnel. Several other approaches, serv-
ing various requirements can be found in literature. (I) Tree-Structure: A basic component of the vehi-
For geographical location determination, we consider cle’s eHorizon is the digital road map. In order to
Global Positioning System (GPS), which can achieve enable a cost efficient definition of the vehicles eHori-
an accuracy around 1 to 3 meter for civil services, by zon in terms of computational power, the network of
use of the European Geostationary Navigation Over- road segments that is mapped on this eHorizon has
lay Service (EGNOS) or Wide Area Augmentation to be stored efficiently. Therefore we propose a tree-
System (WAAS). An important source for informa- based data structure to store road segments that are
tion about the current traffic situation are Traffic and ahead of the vehicle. Due to this Tree-Structure, the
Travel Information (TTI), which are also supported map is easily extensible and allows a fast adaption of
conceptually within Horizon.KOM. new road segments or other entities. The currently
used road segment is represented by the root of the
tree. Each connecting road segment is linked to this
root node and thus mapped as a second-tier node to
3 MODEL the Tree-Structure. This is a multi-tier representation
and in general road segments are accessible from the
The model of Horizon.KOM is depicted in Figure 2. segment a tier above. Road intersections are repre-
It is based on dynamic and static data provided by sented by connections between nodes of different tier
the vehicle’s sensors and external sources. Dynamic levels. The driving direction of the vehicle is used
to exclude road segments from the Tree-Structure that eral kilometers ahead. However, considering urban
have already been passed. In order to limit the number areas, a smaler eHorizon is feasible. We propose two
of nodes within the Tree-Structure, we limit the num- different approaches to define the size of the eHori-
ber of maximum tiers along the Most Probable Path zon based on the vehicles context. (I) By identifying
(MPP) and limit the size of the covered geographi- the context of the vehicle, with respect of the road
cal area. Thus, leaves of the tree represent either a type (e.g. city, highway, ...) an appropriate eHorizon
dead end or a road that continues beyond the eHori- can be defined. (II) We can define the eHorizon as a
zon area. The Tree-Structure is updates each time the function of the vehicle velocity. An increased veloc-
vehicle moves onto another road segment. Then this ity indicates road types such as a highway. However,
segment becomes the root node. If the vehicle passes we need to consider a temporary reduced speed due to
an intersection, all passed segments are marked as not characteristics of the route or traffic jams on the high-
accessible but remain in the Tree-Structure until the way, leading to a very low velocity. In the following
next update. An example if given in figure 3, here we consider the vehicle velocity to define the size of
the vehicle has passed road segment 2 and nodes 2, the eHorizon due to the fact that semantic description
3 and 4 remain in the Tree-Structure marked as not of the road types may not always be provided by dig-
accessible. As soon as the vehicle moves onto a new ital maps. The maximum radius of the eHorizon is
segment, the Tree-Structure is updated and the new defined by the vehicle velocity (v) and the parameter
segment becomes the root node. The Tree-Structure d as shown in Equation 1. The parameter d can be
has now to be reordered and all nodes that are only used to adapt the overall size of the eHorizon.
connected to the old root node are removed. New
MaxeHorizon,d = elog2 (v)⇤d (1)
road segments are added accordingly to the eHorizon
size as explained before. An example if given in fig- However, the size of the eHorizon is further influ-
ure 4, here segment 5 becomes the new root node and enced by four adaptations. (I) As mentioned before,
nodes 2, 3, 4, and 9 vanish by removing node 1 and, reducing the vehicle’s speed would result in a reduced
node 14 is added. Although node 7 has left the eHori- vehicles eHorizon. We will not truncate the tree-
zon area, it will remain in the Tree-Structure, due to structure due to the reduced speed, but new nodes will
the existing possibility of entering the eHorizon area only be added based on the new reduced size of the
again. To store road segments as node, we use a linear eHorizon. (II) The depth of the tree has to be lim-
space representation, i.e., a linear line with a defined ited, i.e., to limit the number n of tier-levels. On a
length, that provides an additional simplification and highway a very large eHorizon is necessary due to
reduction of overhead. This notation is related to the vehicle velocity. On an exit toward a city the vehi-
segment representation of the ADASIS specification cle is still on a highway but the MPP goes toward an
and provides an easy data exchange between ADASIS urban area that would cause in a high overhead, espe-
and the Tree-Structure. Therefore, the natural shape cially if the vehicle is not exiting exiting the highway.
of a segment defined by its intermediate points (ab- Thus the tier-levels have to be limited. (III) More-
solute coordinates) is removed. To compensate the over, we have to handle nodes that are located within
information loss, the natural shape is translated into the eHorizon, but are not accessible via a route stored
a list of curvature values that are distributed along in the tree-structure. We assume that these nodes will
the segment, denoted with offset values. All location not be added to the tree-structure, due to the miss-
depending information, including the current vehicle ing accessibility in terms of our current tree-structure
position, is defined by an offset value starting from state. Road segment 11 in Figure 3 illustrates such
the beginning of the road segment and is stored inside a scenario. (IV) The last adaptation is the influence
each node. Each node contains at minimum informa- of the MPP. By predicting the route with the highest
tion about its length, road type, and curvature values. probability the respective path nodes can be included
Additional information of any type can be stored in a with a higher priority. Therefore, the MPP is stored
similar manner. with an increased level of detail and with an increased
number of tier-levels. This adaptation will result in an
(II) eHorizon Size Determination: The size of the more elongated vehicle eHorizon.
eHorizon defines which nodes are stored in the Tree- (III) Most Probable Path: In the previous sections,
Structure. We have to limit the size of this eHorizon we defined a system that is able to map all relevant
due to limited resources in terms of processing power road segments, including any related data, within a
and storage space. Moreover, a dynamic size of the specific distance efficiently in a tree based structure.
eHorizon is required in order to cope with different In the following the model is extended by a mech-
application scenarios. A vehicle driving with high anism that predicts the MPP the vehicle will most
speed, e.g., on a highway, needs an eHorizon of sev- likely use. In order to predict the MPP, knowledge
Figure 6: Example for the probability distribution according
Figure 5: Example for the probability distribution of the to introduced scenario.
previously introduced scenario.