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Fail-Operational Safety Architecture for ADAS system
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Fail-Operational Safety Architecture for ADAS system Considering Domain ECUs
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2018-01-1069 Published 03 Apr 2018
© 2018 SAE International. All Rights Reserved.
Fail-Operational Safety Architecture for ADAS
Systems Considering Domain ECUs
Bülent Sari ZF Friedrichshafen AG
Hans-Christian Reuss Research Institute Stuttgart- FKFS
Citation: Sari, B. and Reuss, H.-C., “Fail-Operational Safety Architecture for ADAS Systems Considering Domain ECUs,” SAE Technical
Paper 2018-01-1069, 2018, doi:10.4271/2018-01-1069.
Abstract
I
n recent years the automotive companies are developing
their self-driving technology very rapidly. Most of them
want to launch their self-driving vehicles with SAE level 4
at the beginning of 2020. e main goal of the development
of self-driving cars is to reduce accidents caused by driver
errors. But there are some technological challenges to solve
such as increasing of the safety and availability in order to get
the acceptance from the customers. The purpose of this
research is to investigate the possible fail-operational safety
architectures for both conventional systems as powertrain
and the entire ADAS processing chain. e solutions show
how the redundant system architecture and safety architecture
can be created eciently and diverse redundancy for ADAS
systems considering the processing chain from sensors such
as camera, radar, lidar, etc. to perception and decision algo-
rithms in order to fulll the ASIL D safety requirements and
to increase the system availability with fail-operational for
self-driving vehicles with SAE Level 3 and fully self-driving
vehicles with SAE level 4 and level 5.
Introduction
A
ccording to global status report on road safety [1], 1.2
million people die every year due to trac accidents
around the world. e 94% of the accidents in USA
[2] are caused by driver error. Driver-related critical errors
are 41% recognition errors, 33% decision errors, 11% perfor-
mance errors and 7% non-performance errors (sleep, etc.).
Reducing the number of the accidents is a very big challenge
and also an ethical mission for the automotive industry. is
challenge can only be mastered with the development of driver
assistance systems and autonomous driving. erefore many
companies are investing more to develop their Advanced
Driver Assistance Systems (ADAS) with a vision of “zero
accident”. In order to achieve this goal the vehicle systems
should be designed in a dierent way.
Over the past years, it has become necessary to use the
multicore processors and domain ECUs in the automotive
industry. ese technologies bring the advantages such as
more processing power, more memory and more safety
features. The application of them is increased with the
E-mobility and autonomous driving.
e number of ADAS systems is increasing in the road
vehicles. SAE International’s new standard J3016 [3] identify
and describe the six levels of driving automation from “no
automation” to “full automation”. Level 1 means only one
driver assistance system of either steering or acceleration/
deceleration can be executed at a time, while Level 2 means
that more driver assistance systems can be executed consecu-
tively. Level 3 vehicles can execute all driving functions and
can have control under certain circumstances with the
expectation that the human driver will take over the control
by a system request. Level 4 and Level 5 vehicles are able to
drive autonomous in all situations and driving environments
and additionally these systems should also be able to bring
the vehicle to a safe state or to remain fail-operational in
case of any system failures without taking over by a
human driver.
According ISO 26262 [4] the safety violations that results
from malfunctions of the E/E system failures in vehicles and
also according SOTIF [5] safety violations that results by an
E/E fault free system from wrong sensor data and also
processing algorithms based on sensor inputs, should be
avoided and mitigated in order to bring the system in a safe-
state. is means that in case of a fault, either the system has
to be switched o or has to be driven with an (emergency)
operation. Aer SAE Level 3 and especially aer SAE Level 4
it is necessary to have the innovative solutions for functional
safety, system availability and system redundancy regarding
fail-operational. Since the driver cannot take over the control
instantaneously and also driver cannot be considered as
system fallback (aer SAE level 4), the system should need to
ensure safety for a period of time when the driver is still not
engaged and also when the driver is not available in case of
SAE level 4 and level 5. erefore, the fail-operational systems
are essential for autonomous driving.
e purpose of this research is to discuss about the
possible fail-operational safety architecture for Advance
Driver Assistance Systems (ADAS) considering ADAS
processing chain from sensors to the ADAS domain ECUs
with high performance chips.
Downloaded from SAE International by Robert Bosch GmbH, C/TED6 Information Center, Saturday, July 10, 2021
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