BMW Latest Driver Assistance R&D Developments

Press Release

Page 1 - Intro
Page 2 - Safety Devices
Page 3 - Lane Departure Warning
Page 4 - RoadPreview
Page 5 - Network Camera System
Page 6 - Remote Park Assist
Page 7 - Car2x
Page 8 - Remote Vehicle Control
Page 9 - Custom Radio
Page 10 - Driving Simulator
Page 11 - Usability Lab
Page 12 - EMC Hall
Page 13 - Prototyping Platform
Page 14 - BMW CAR IT MMI
Page 15 - AUTOSAR Partnership

Introduction

More comfort, more performance, more safety. Precisely these are the demands BMW Group products consistently meet and fulfil at all times - even where the general conditions for mobility are not always perfect.

Growing traffic density and the consequences thereof such as traffic congestion and longer travelling times, as well as the greater complexity of many traffic situations, are making driver assistance systems increasingly attractive and useful. These systems give the driver helpful information, make it easier for him to take the necessary decisions, and support him in handling both difficult and complex traffic situations. Hence, driver assistance systems serve to ensure superiority at the wheel even under difficult conditions, enhancing both safety in road traffic and sheer driving pleasure at all times.

Particularly the manufacturers of premium cars play a leading role in the development of innovative assistance functions. Indeed, outstanding competence in research and development is the prerequisite for the development and regular use of "intelligent" driver assistance systems.

At the BMW Group Innovation Day 2006 on driver assistance systems, the BMW Group presents the latest research and development projects offering benefits soon to be enjoyed in regular production and in some cases scheduled to enter production directly in the near future. The event also presents new methods for developing and testing assistance systems.

And last but certainly not least, the BMW Group conducts thorough basic research without which specific research projects and the introduction of new systems implemented in the car would not be possible in the first place, again presenting such basic research and its results at the Innovation Day.

Development focusing on human needs.

The BMW Group subdivides driver assistance systems into three categories: stabilising, manoeuvring, and navigating the vehicle.

Systems intervening in the car and its control such as DSC Dynamic Stability Control or Dynamic Drive sway management serve to stabilise the vehicle. Systems such as ACC Active Cruise Control or Lane Departure Warning, in turn, help the driver manoeuvre safely in specific traffic situations. The third group of systems, finally, offers important information provided, for example, by the navigation system or the BMW Assist telematics service, as well as safety-relevant functions such as the automatic emergency call.

In developing all of these systems, each and every step from the original idea to series production requires a high standard of know-how in technology. Further essential requirements are the ability to analyse and properly interpret traffic situations, and to understand the behaviour of motorists and other road users.

This is the only way to develop assistance systems precisely tailored to the specific problems and requirements of road traffic, fully accepted by the motorist and operating without the slightest effort on the part of the user - preferably in an intuitive process.

Driver assistance systems meeting the demanding standards of the BMW Group must therefore not only be highly effective and absolutely reliable, but also particularly easy to use, highly practical, and fully functional.

All this makes the development of new driver assistance systems an integrated process of the BMW Group, focusing on the wishes and requirements of the individual. To ensure that the systems marketed are genuinely reliable and fully mature, the BMW Group's development specialists use, say, one of the most advanced driving simulators in the world as well as an Absorber Hall built specifically for determining the electromagnetic compatibility of new components and of the entire vehicle in specific, dynamic situations.

A special Usability Lab serves furthermore to provide all the conditions and prerequisites needed for the development of optimised control concepts.

Using these and other facilities, the BMW Group's research specialists are able to follow scientific criteria in developing concepts for intuitive operation of new functions and at the same time test the effects of various information or warning signals.

The underlying philosophy applied in all cases is to consider which information the driver is able to "digest" also under difficult conditions - and the knowledge gained in the process goes straight into series production. So depending on current conditions, driver assistance systems, whether already completed or scheduled for completion in future, will deliver optical, touch-related, or acoustic signals. To arouse attention, for example, the RoadPreview function informs the driver by means of illuminated graphics on the Head-Up Display that the road ahead is winding and full of bends. Lane Departure Warning, in turn, advises the driver to correct the position of the steering by generating a vibration signal on the steering wheel itself. Acoustic warnings, finally, are used only for acutely dangerous situations requiring the driver's full concentration and his quickest possible response.

Rapid development of automotive electronics.

Progress in the area of driver assistance systems is connected closely with the ongoing development of automotive electronics. The main challenge is to detect, transfer and process data and information though electronic supervision and management. Using sensors or camera systems, therefore, the latest electronic technologies being developed by BMW serve to gather information on driving conditions or the general scenario around the car. Then, processing this data, these new systems are able to give the driver information enhancing his overall perception and increasing his awareness at the wheel. As a result, the driver becomes even more skilful and competent in handling complex or potentially dangerous traffic situations.

Highly developed computers and electronic control systems are able, furthermore, to use such data not only in generating signals and information for the driver, but also as the foundation for direct commands sent to various systems and components within the car. DSC Dynamic Stability Control, to mention just one example, is a particularly well-known and highly appreciated active system of this kind, which has long proven its qualities in series production. One typical application is the use of DSC sensors to register any oversteer or understeer of the car, whenever necessary applying the brakes or reducing engine output immediately. This optimises the car's stability on the road before even the driver has recognised the need to take such action.

Active Cruise Control with Stop & Go likewise in development supports the driver in handling less pleasant and more tedious tasks: In this case a control unit coordinates all ongoing, successive acceleration and brake manoeuvres in stop-and-go traffic all the way to a complete standstill of the vehicle.

Modern driver assistance systems therefore develop their qualities in all kinds of situations but in a clearly defined manner. They support the driver whenever things become difficult, warn him of possible hazards, and relieve him of many tedious chores.

The driver always remains in control.

The fundamental principle applicable to all functions is that the driver retains his active role and responsibility, remaining in control of the car and its functions at all times. And a further point is that generally driver assistance systems only take effect when activated by the driver.

The driver naturally retains his final decision in the assessment of traffic situations. Should ACC Active Cruise Control, for example, start to accelerate the car after a vehicle ahead has moved out of the car's direct lane, the driver is able to reduce speed again immediately to let another motorist merge into his own lane.

Consistent application and implementation of these principles always pays off. And as a result, driver assistance systems developed and introduced in series production by the BMW Group are acknowledged not only as innovative, but also as attractive and mature, making a practical and, therefore, much appreciated contribution to superior motoring at all times.

Page 1 – Intro
Page 2 – Safety Devices
Page 3 – Lane Departure Warning
Page 4 – RoadPreview
Page 5 – Network Camera System
Page 6 – Remote Park Assist
Page 7 – Car2x
Page 8 – Remote Vehicle Control
Page 9 – Custom Radio
Page 10 – Driving Simulator
Page 11 – Usability Lab
Page 12 – EMC Hall
Page 13 – Prototyping Platform
Page 14 – BMW CAR IT MMI
Page 15 – AUTOSAR Partnership

BMW Innovations for Extra Safety and Sheer Driving Pleasure

Active Cruise Control with Stop & Go Function and Adaptive Brake Assist.

Sheer driving pleasure always reaches its limits when traffic conditions make it impossible to proceed and reach one’s destination as desired. Indeed, traffic congestion or stop-and-go traffic at roadworks and other bottlenecks give the driver an unpleasant experience of stress and discomfort, since he is required to pay full awareness to driving conditions even when moving dead slow, without reaching his destination as quickly as planned.

Precisely this is where a reliable and well-networked driver assistance system is able to significantly enhance motoring comfort in slow, congested traffic. BMW’s Active Cruise Control with Stop & Go, for example, is a radar-based support system about to enter series production, assisting the driver when starting off and applying the brakes repeatedly in a slow convoy of vehicles, and maintaining an appropriate distance from the vehicle ahead. This relieves the driver of a routine chore, allows him to concentrate more on the process of steering his car, and makes any waiting times a lot more relaxed.

Evolution of a proven system.

Active Cruise Control with Stop & Go is a comfort-oriented assistance system with a large potential for extra safety on the road and is particularly suitable for driving on the Autobahn and fast routes. It is conceived for a speed range extending all the way down from 180 km/h or approximately 110 mph to a complete standstill of the vehicle, thus offering the driver valuable help in many everyday situations.

Active Cruise Control with Stop & Go accelerates and slows down the car fully automatically, relieving the driver of extra strain not only when driving in a long convoy, at low speeds, and in congested traffic, but also in a regular flow of traffic, ensuring extra comfort and safety all in one.

In stop-and-go situations the driver is relieved of regular braking manoeuvres, but remains responsible for his car and is merely required to briefly press down the accelerator pedal or press a button, for example, when setting out from a standstill.

Three radar sensors monitoring objects ahead of the car.

Radar sensors monitor and compile the data required for maintaining a consistent safety distance. To allow use of the system in as wide a range of applications as possible, Active Cruise Control with Stop & Go combines a long-distance sensor covering a range of up to 150 metres or almost 500 feet with short-range sensors able to detect vehicles ahead at a distance of up to 20 metres or 66 feet. The sensors are integrated smoothly and inconspicuously in the front end of the car, complying with the particular design and looks of the respective model.

The signals generated by the radar sensors are evaluated by a central control unit processing all data on the current position, distance and speed of vehicles ahead. Depending on traffic conditions, the control unit not only intervenes in the car’s engine and transmission management, but also activates the brake system.

As soon as the distance from the vehicle ahead drops below a certain point, the control system will intervene in the engine drive management and, if necessary, build up brake pressure to slow down the car without requiring any action on the part of the driver. The maximum deceleration generated by Active Cruise Control with Stop & Go function is 2.5 metres/sec² at typical speeds on the Autobahn, with higher stopping forces being allowed at low speeds. And the should the driver be required to intervene whenever the driver in the vehicle ahead applies the brakes all-out, he will be alerted by optical and acoustic signals.

The BMW Brake Assistant for maximum support of the driver in critical situations.

The Adaptive Brake Assist function ensures unprecedented qualities in active safety by using the Active Cruise Control with Stop & Go sensors for optimum efficiency. This system supports the driver in recognising and handling situations which require particularly powerful deceleration of the car.

As soon as the Active Cruise Control with Stop & Go radar sensors have detected a vehicle driving ahead and the system computer in the control unit has recognised a potentially dangerous situation by comparing data, the driver will be forewarned accordingly. Such an anti-collision warning is actuated, for example, whenever the driver ahead applies the brakes exceptionally hard or when the distance between the two vehicles drops to a critical level. The criteria for actuating such a warning are the relative speeds of the vehicles involved, their distance from one another, and the time reserve still remaining for emergency application of the brakes.

Should the car be equipped with BMW’s optional Head-Up Display, this forewarning is also presented graphically in the windscreen.

The Brake Assistant distance warner is always at the disposal of the driver, regardless of whether he has activated the car’s Active Cruise Control with Stop & Go or not.

Setting the brake system to standby.

As soon as the driver takes his foot off the gas pedal on account of the warning he receives, the system will automatically increase engine drag to reduce the speed of the vehicle even before the driver operates the brakes. At the same time the brake system is set to standby by reducing the activation thresholds of the hydraulic Brake Assistant.

With pressure building up in the brake system immediately, a further important function is that the brake pads are moved up to the brake discs without noticeably decelerating the car. Then, in the event of an emergency, these precautions allow the brake system to build up maximum brake power much more quickly, reducing any time-lag to a minimum. And should, finally, the driver not respond to the warning, he will be alerted by an additional optical signal or a warning buzzer, telling him to take action.

Faster build-up of pressure for shorter brake distances.

Now, once the driver presses down the brake pedal, the pre-conditioned Brake Assistant will detect the emergency braking function and make sure that brake pressure is built up quickly according to current requirements – if necessary going all the way to the ABS brake mode. This significantly shortens the car’s stopping distances and ensures valuable safety reserves.

Even in situations where a collision is unavoidable, Adaptive Brake Assist will make a significant contribution to extra safety, helping to protect the car’s occupants from the consequences of a collision. For once the action described has been taken, the speed of the car will be reduced quickly and effectively, lowering the speed at impact to the lowest possible level. A further point is that the safety system will activate the belt latch tensioners shortly before impact, ensuring that both driver and passenger are in an optimum position on their seats and thus keeping the risk of injury to a minimum.

Page 1 – Intro
Page 2 – Safety Devices
Page 3 – Lane Departure Warning
Page 4 – RoadPreview
Page 5 – Network Camera System
Page 6 – Remote Park Assist
Page 7 – Car2x
Page 8 – Remote Vehicle Control
Page 9 – Custom Radio
Page 10 – Driving Simulator
Page 11 – Usability Lab
Page 12 – EMC Hall
Page 13 – Prototyping Platform
Page 14 – BMW CAR IT MMI
Page 15 – AUTOSAR Partnership

Lane Departure Warning

Maximum Attention on Long Distances

Safe motoring in style means maintaining maximum attention also on long distances. And this is precisely why BMW Group engineers have developed an assistance system helping the driver to avoid situations where they begin to lose their attention and awareness. Lane Departure Warning therefore informs the driver in good time of any unattended deviation from the car’s proper course, telling the driver through clear signals to countersteer and move back in the desired direction. This serves to avoid driving errors resulting from lack of concentration on traffic conditions.

Camera keeping an “eye� on the road.

The Lane Departure Warning is provided by a camera featuring CMOS technology, a control unit comparing and coordinating data, and a signal generator making the steering wheel vibrate when appropriate. Fitted appropriately in the middle of the windscreen in the area of the interior rear-view mirror, the camera covers the area in front of the car up to a distance of 50 metres or 165 feet, and generates high-resolution images. The camera “sees� road lane markings on either side of the lane the driver is taking and thus transfers the data required for determining the ideal line straight to the control unit. The system even works at night, with the camera being able to register lane markings within the headlight beam.

The camera is permanently calibrated in an automatic process as the car proceeds, thus keeping a safe eye on the lane the driver is following both on straight stretches of the road and in bends. And at the same time the system is able to look ahead, distinguishing between insignificant and potentially dangerous deviations off the right course along the lane covered by the camera and the actual progress of the car. The criterion for generating a warning signal in all cases is the time that still remains when continuing along the same course until the car crosses the lane marking.

Incorporating these features and operating as described, the Lane Departure Warning developed by the BMW Group informs the driver in good time of any deviation from the right course, thus enabling him to complete the steering manoeuvres required early enough without a problem. Then, once the driver has made the correction required or the system has reached its maximum warning period, the vibration signal on the steering wheel is discontinued.

Another special feature of this system presented by the BMW Group is its speed-related function reflecting the principle that a car travelling at a higher speed requires greater precision in steering manoeuvres. At moderate speeds, therefore, a warning signal is generated as soon as the car exceeds a minimum distance to the lane marking. This minimum distance is then kept within an increasingly strict limit as the speed of the car increases, thus giving the driver adequate time to correct his course even at high speeds on the Autobahn.

Vibrations on the steering wheel: discreet but clear.

The vibration signal on the steering wheel is geared in its character and features to the concept and philosophy of driver assistance applied by the BMW Group. Contrary to an acoustic warning, this signal is perceived exclusively by the driver, and not by the other occupants of the car. A further point is that this touch feedback is provided exactly where it is intended to generate the appropriate response: on the steering wheel. Precisely this is where the driver receives the right intuitive command telling him to take appropriate action.

Like other BMW Group driver assistance systems, Lane Departure Warning also performs a supporting and warning function. The actual process of taking corrective action thus remains appropriately with the driver, who nevertheless benefits at the same time from such advanced technology in judging the situation.

A further point is that Lane Departure Warning provides its special advantage in situations requiring a high level of concentration because the driver might be distracted by something happening next to the road or by one of the other occupants in the car.

System distinguishing between intended and unintended change in course.

The driver activates the Lane Departure Warning at the touch of a button, a display in the instrument cluster between the speedometer and rev counter informing the driver that the system is operative.

Lane Departure Warning is intended above all for long-distance motoring and, accordingly, for use on overland routes and motorways. Hence, it only becomes active at speeds significantly above the permitted speed limits in town or built-up areas.

A further point is that the signal is directly linked to the direction indicator. Once the driver has set the direction indicator, therefore, for example to change lanes or his direction in general, the warning signal otherwise generated when crossing a lane is automatically suppressed. This avoids irritating, unwanted signals, for example when taking a bend or overtaking another vehicle.

The system is also able to distinguish between intentional and unintentional lane and directional change in other situations. Whenever the lanes become narrower or move sideways, for example in roadworks on the motorway, the driver often has no choice but to drive over a marking line in order to follow provisional lanes marked with additional lines. Again, therefore, Lane Departure Warning also registers such an exception, not interpreting the intersection of several lines on the road shortly behind one another as a definite lane marking.

In this case, the Cockpit Display again indicates that the system has been temporarily deactivated, also giving the driver a clear signal to watch out in such an unpredictable traffic situation and maintain a higher level of awareness.

Page 1 – Intro
Page 2 – Safety Devices
Page 3 – Lane Departure Warning
Page 4 – RoadPreview
Page 5 – Network Camera System
Page 6 – Remote Park Assist
Page 7 – Car2x
Page 8 – Remote Vehicle Control
Page 9 – Custom Radio
Page 10 – Driving Simulator
Page 11 – Usability Lab
Page 12 – EMC Hall
Page 13 – Prototyping Platform
Page 14 – BMW CAR IT MMI
Page 15 – AUTOSAR Partnership

RoadPreview

Recognising Risks, Driving in Style: Looking ahead as You Go.

To travel safely and in relaxed style at all times, it is essential for the motorist not only to maintain superior control of his car, but also precisely assess the road ahead. And it is precisely for this reason that BMW’s modern navigation systems support the driver in providing clear orientation and, in future, by offering additional information on the course of the road and for appropriate judgment of current traffic conditions.

RoadPreview: looking ahead with the navigation system.

BMW’s new RoadPreview assistance system extends the driver’s range of vision by adding an additional electronic horizon and informing the driver of bends coming up ahead shown on the Head-Up Display (HUD). In this case dynamically generated bend symbols projected on to the windscreen clearly present the next bend coming up ahead, arrow graphics instructing the driver to show heightened awareness.

Hence, the system not only presents the direction in which the road is changing, but also the bend radius the driver has to consider and take into account in his upcoming steering manoeuvre. RoadPreview thus acts in the same way as an experienced co-pilot providing precise information in good time for superior motoring.

To ensure a clear picture in the Head-Up Display, RoadPreview considers not only data provided by the navigation system, but also the speed of the car on the road. The faster the driver is travelling, therefore, the further ahead this dynamic information will go, making sure that the driver is informed as early as possible of the next bend and its typical characteristics.

In future the system will be able to present not only the radius of a bend and the driver’s current speed, but also other factors such as the road surface in wet weather or with slippery conditions, guaranteeing a true-to-life picture in all cases.

Dynamic route information presenting unclear sections of the road.

The map on the navigation display right in the middle of the instrument panel presents sections of the road requiring heightened awareness on the part of the driver. This enables the driver to judge in advance where it is not advisable to overtake other vehicles on account of, say, bends and unclear points along the road.

Precisely this why the system calculates the so-called electronic horizon presenting the section of the road the driver will soon be taking. And to keep the amount of data to be processed as small as possible, the computer only examines the road section the driver will most probably be taking.

Should the system, proceeding from the data registered, determine that, say, a tight bend, a road junction or a speed limit are coming up ahead, it will register the section of the road involved as a function of the car’s speed and present this section accordingly on the map. This is also the case wherever, say, the clear stretch of road coming up ahead is not sufficient to safely overtake another vehicle. And since the system is not in a position to detect traffic possibly coming the other way, it intentionally refrains from making a recommendation on an unclear stretch of road.

The ideal starting point: digital maps in the GPS navigation system.

RoadPreview uses the digitalised maps presented by the satellite-based navigation system as well as the car’s dynamic driving data. The navigation system as such already has all the information required on the type of road, the upcoming road section, solid lines between the two sides of the road, road junctions, and speed limits. The car’s sensors, in turn, provide information on current road speed, acceleration and deceleration. Then, applying an algorithm, the computer, proceeding from map data and the speed of the car as well as possible acceleration and deceleration, can determine where along the upcoming road section the driver should pay particular attention.

Speed Limit Info: always keeping a close eye on road speed.

The Speed Limit Info function provides additional, detailed information on the stretch of road the driver is currently covering. To provide this helpful support, a graphic in the instrument cluster in the cockpit presenting the symbol of a traffic sign informs the driver of the speed limit at his current location.

The driver is able to activate this display by means of the control buttons on the on-board computer, and the signal is also transmitted to the Head-Up Display.

This function helps the driver above all on longer distances, at unknown locations, and where there are not enough signs presenting the speed limit, thus ensuring that he does not break the speed limit in such cases.

The Speed Limit Info function receives its information on the route inter alia from the navigation system, which also comprises information on speed limits. However, it also takes the latest deviations from such data saved within the system into account by means of a camera scanning the area around the car. Hence, the system computer detects not only the usual traffic signs referring to speed limits, but also the figure presented by such signs.

The camera serving to provide a lane departure warning fitted in the middle in the interior rear-view mirror serves to monitor the car’s surroundings and generate the images required. It thus detects and recognises all traffic signs at a distance of 30–50 metres (98–164 feet) in front of the car, regardless of the distance of such signs from the road or their angle and the height at which the signs are fitted. In other words, the system is also able to reliably register even provisional traffic signs in the vicinity of, say, construction sites.

Speed Limit Info therefore registers even speed limits changed at short notice or only valid for a short period, with the central computer permanently comparing the data provided by the camera, on the one hand, and the data in the navigation system, on the other. Priority is given in all cases to data from the camera: Should the speed limit on a certain road section be, say, 80 km/h, but is then reduced to 30 km/h on account of roadworks, the driver will be informed accordingly of the lower speed limit, thus driving past the construction site safely and at an appropriate speed. Similarly, the system also detects changing digital speed signs on the motorway varied, for example, as a function of traffic density.

Looking ahead for greater supremacy at the wheel.

Both RoadPreview and Speed Limit Info not only enhance driving comfort and ensure a superior style of motoring, but also help to optimise active safety on the road. For it is a fact that one out of every ten severe traffic accidents on country and overland roads in Europe is attributable to overtaking. And in many cases this is due to a lack of knowledge on local conditions and the road itself leading to false assessment of traffic and overtaking options. Dynamic route information, therefore, makes it much easier for the driver to choose precisely those sections of the road where he is able to overtake at minimum risk. The bottom line, therefore, is that the driver benefits from better knowledge of local conditions and again can relax to an even greater extent at the wheel.

Even so, not even the most sophisticated and advanced assistance system is able to relieve the driver of his responsibility at the wheel, meaning that he is still required to properly assess traffic conditions and take appropriate decisions. But RoadPreview does provide very effective and helpful support in this process, reliably telling the driver where it is not advisable to overtake a slower vehicle.

Apart from extra safety, this also helps to avoid pointless and particularly tense attempts at overtaking another vehicle, allowing the driver instead to relax and prepare for another road section where passing a vehicle involves a far smaller risk. And again, this means extra safety and greater economy. In particular, however, it means enhanced superiority at the wheel, with the driver being able to use the dynamic potential of his BMW wherever he is able to proceed with maximum efficiency on the road.

Page 1 – Intro
Page 2 – Safety Devices
Page 3 – Lane Departure Warning
Page 4 – RoadPreview
Page 5 – Network Camera System
Page 6 – Remote Park Assist
Page 7 – Car2x
Page 8 – Remote Vehicle Control
Page 9 – Custom Radio
Page 10 – Driving Simulator
Page 11 – Usability Lab
Page 12 – EMC Hall
Page 13 – Prototyping Platform
Page 14 – BMW CAR IT MMI
Page 15 – AUTOSAR Partnership

Networked Camera Systems

Extra Clarity in Every Direction

The improvement of visual perception is one of the most interesting and, at the same time, demanding challenges in the development of modern driver assistance systems. High-resolution cameras provide meaningful images. If these pictures are then supplemented by data determined by sensors, the driver receives an all-round overview of the area around the car.

BMW Group engineers, however, go even another step further, using the combination of cameras and sensors to offer the driver brand-new perspectives of his car.

Everything under control: using camera systems for an all-round view.

All-round, 360^o surveillance of the car is a new development again serving to make motoring conditions much easier and more relaxed for the driver. With systems of this kind being able to detect potential obstacles in good time and present them on the Control Display, the driver benefits from important support particularly when manoeuvring, parking, and driving through confined points on the road. As a result, minor but annoying bumps while parking or the risk of touching roadside markers at a dead angle may soon become a thing of the past.

Hybrid all-round view: the combination of two assistance systems.

Developing BMW Park Distance Control (PDC) including Top View, BMW Group engineers have created a unique assistance system monitoring the area around the car. In this case the two sides of the car are covered by two cameras with a wide angle lens integrated in the exterior mirrors. Taking the data provided by these cameras, an electronic image processing system serves to generate a realistic picture free of distortion. The areas in front of and behind the car, in turn, are covered by the PDC ultrasound sensors in the bumpers.

The combination of these two technologies is quite unique and has been registered for patent by the BMW Group. The signals provided by both systems are integrated with one another in a computer, providing an overhead view of the car and its surroundings. As a result, the Control Display is able to present a realistic photographic image of the area around the car, superimposed by the PDC graphic elements. This serves to present obstacles up to the level of the exterior mirrors, allowing the driver to avoid a collision and keep out of harm’s way.

This system currently still a BMW Group USP in the market is automatically activated as soon as the driver shifts to reverse. Then, when the driver continues his journey, the assistance system will automatically switch off once the car reaches a defined speed. And last but not least, the driver himself is able to activate or deactivate the system at any time, whenever he feels this is appropriate.

Side View: looking round the corner with two cameras.

The Side View assistance system is able to take the risk out of unclear, “blind� driveways. In this case all the driver has to do is press a button to activate two cameras fitted at the right and left on the front of the car and covering the surrounding area up to a distance of 100 metres or almost 330 feet.

The images provided by the two cameras are then presented simultaneously on the Control Display, offering the driver a clear view of areas to the left and right in front of the car before leaving a driveway or a road junction with restricted visibility on either side. Again, this system is automatically deactivated once the car reaches a certain, predetermined speed.

Page 1 – Intro
Page 2 – Safety Devices
Page 3 – Lane Departure Warning
Page 4 – RoadPreview
Page 5 – Network Camera System
Page 6 – Remote Park Assist
Page 7 – Car2x
Page 8 – Remote Vehicle Control
Page 9 – Custom Radio
Page 10 – Driving Simulator
Page 11 – Usability Lab
Page 12 – EMC Hall
Page 13 – Prototyping Platform
Page 14 – BMW CAR IT MMI
Page 15 – AUTOSAR Partnership

Remote Park Assist

More Precision for Extra Comfort

Even everyday situations may require exceptional and demanding solutions. Accordingly, BMW Group research specialists are currently working on a system which guides vehicles into and out of a garage fully automatically.

Clearly, this particular development of driver assistance systems requires the utmost of the camera and sensor functions covering the area around the car. And at the same time this research project shows just as clearly that the development of driver assistance systems is still far from complete – on the contrary, many further functions are still conceivable.

The fully automatic Remote Park Assist takes the fact into account that modern cars are growing larger with almost every new model generation, with space available for accessing or leaving the car in garages becoming increasingly confined.

The comfort system currently in development will therefore save the driver the inconvenience of “winding� himself out of and into the car through doors which can hardly be opened against the side walls in the garage. A pleasant side effect, of course, is that this technology eliminates the risk of damaging the doors when they are opened.

Video camera and PDC – a perfect team.
The test car examining this technology, a BMW 7 Series, is equipped with a video camera fitted at the same level as the interior mirror and monitoring the area in front of the car. This camera is similar to the units also used in other driver assistance systems such as Lane Departure Warning.

A special reflector in the middle of the farside garage wall is covered by the camera in the approach process. The position and alignment of the car in front of the garage is then determined by evaluating the reflector image detected by the camera, an electric motor on the steering system correcting the steering when required as the car makes its way into the garage.

This control function is supplemented by the PDC Park Distance Control sensors determining the distance from possible obstacles. If necessary, therefore, the entire parking process can be interrupted in order to avoid collisions. The system computer masterminds the automatic engine start/stop function, the choice of gears, the steering, and PDC Park Distance Control. It also activates the brakes, headlights, and hazard warning flashers, with the exterior mirrors being automatically folded in when parking and folded out again when the car leaves the garage.

The driver decides, the electronic system steers.
The driver himself provides and generates the instructions for fully automatic parking via the central locking button on the remote control, thus masterminding and supervising the entire parking manoeuvre. To do this, the driver first drives up forwards and, as far as possible, in a straight line in front of the garage, shifts the automatic selector lever to position “P�, switches off the engine, and gets out of the car. Then, double-clicking the locking button on the remote control, he activates the parking system.

As soon as the video camera has detected the reflector on the farside wall of the garage, and once the reflector has been identified by the computer, the fully automatic Garage Parking Assistant will calculate the appropriate approach trajectory. PDC remains active throughout this entire process in order to detect potential obstacles in front of or within the garage. Then, as soon as the exterior mirrors have been folded in, the driver again presses the locking button in order to activate the system. Now the transmission will shift automatically to the “D� mode, enabling the car to automatically proceed forwards at dead slow speed by interchanging between transmission positions “D� and “N�.

The driver must keep the door locking button pressed down the whole time during this parking process – should he let go, the car will stop immediately.

Taking the data provided by the camera, the computer constantly monitors the position of the car versus the reflector. Should the position and the car’s trajectory not be precisely on course, the electric motor integrated in the steering will correct the trajectory as required.

The Remote Park Assist also makes sure that the car approaches the entrance to the garage in a straight line and exactly in the middle at the earliest possible point, since the door opening generally marks the narrowest section of the passage to be covered.

Finally the car rolls slowly up to the farside wall of the garage with its lights switched on, automatically coming to a stop at the right point. The brake function required for this purpose is provided by the electromechanical parking brake. Then the system switches off the engine and headlights and the entire process is finished.

Leaving the garage on exactly the same trajectory.
To leave the garage, the system is activated in the same way as before once the garage gate has been opened, with the driver operating the remote control twice. This will first start the engine and then activate PDC. Subsequently the car will drive slowly out of the garage in reverse, with the hazard warning flashers switched on.

Since the entire process of parking the car is saved within the computer, the car leaving the garage will maintain exactly the same trajectory and stop at precisely the point where the driver previously started the parking manoeuvre.

The system’s next operation is to unlock the doors and switch off the hazard warning flashers. Should the driver then fail to open his door within a certain period, the system will automatically switch the engine off again and re-lock the car.

This automatic Garage Parking System shows impressively how the camera and ultrasound sensors are able to interact and provide an extremely functional and efficient system making life much easier for the driver. And at the same time this innovation clearly underlines the leading position of the BMW Group in the development of the most advanced and sophisticated automotive systems.

Page 1 – Intro
Page 2 – Safety Devices
Page 3 – Lane Departure Warning
Page 4 – RoadPreview
Page 5 – Network Camera System
Page 6 – Remote Park Assist
Page 7 – Car2x
Page 8 – Remote Vehicle Control
Page 9 – Custom Radio
Page 10 – Driving Simulator
Page 11 – Usability Lab
Page 12 – EMC Hall
Page 13 – Prototyping Platform
Page 14 – BMW CAR IT MMI
Page 15 – AUTOSAR Partnership

Car2x – Exchanging Data for Extra Safety

Communication between Vehicles and Traffic Infrastructure.

The evaluation of accident statistics shows that road junctions in particular are very hazardous. In many cases this is attributable to false assessment of traffic conditions by the driver. Assistance systems focusing precisely on such challenges may therefore help to enhance driving safety consistently and with lasting effect.

As part of the PReVENT Project supported and subsidised by the European Union, BMW Group researchers are working on the development of such systems seeking to support the motorist in assessing traffic conditions at potentially dangerous road junctions and warning him from possible risks.

New communication technologies for enhanced functions.

Monitoring current traffic conditions, assistance systems have so far used primarily the sensors already fitted in the car. But these technologies quickly reach their limits when confronted with complex situations, making it essential to use further information from other sources in the interest of enhanced perception.

Communication systems based on digital, wireless data transmission allow the development of new, even more efficient assistance units covering an even wider range of different functions. Under these circumstances additional data can be transmitted also by traffic lights or other vehicles, to mention just two examples. The Traffic Lights Approach Assistant, Red Light Warning, and Intersecting Traffic Assistant are only some examples of such applications.

WLAN-based communication systems allow continuous, ongoing exchange of information between vehicles and traffic infrastructure facilities, as well as among vehicles communicating directly with one another. This ensures direct, flexible and very precise traffic supervision, enabling the motorist to recognise critical situations and automatically warn other road users in good time.

Components and data processing required to meet complex requirements.

An appropriate communication system must ensure that all road users and traffic infrastructure facilities receive the information required correctly, without any misinterpretation, and with an only minimum delay. One requirement in this context is to detect and exchange information from vehicles such as their exact location, the distance to the next road junction, road speed, acceleration and deceleration, as well as a possible change of direction.

With vehicles approaching traffic lights at a road junction, for example, data on how the signal phases are developing is transmitted from the traffic lights control unit to all vehicles within the range of the transmitter. In return, the vehicles involved can provide information on their current position and speed, feeding this data to the traffic light controls. This information may also be used for the assistance and support of traffic crossing the junction in the opposite direction.

To avoid accidents, this system should provide an indication of potential collisions as early as possible in the approach phase – which makes it essential to consistently transmit the latest data on the position of the various vehicles with a high level of resolution.

The technology required for practical implementation of such functions is already at the disposal of the BMW Group’s development engineers. Comprehensive tests in driving simulators and in test vehicles equipped with such systems have indeed provided very promising results.

Traffic Light Assistance: helping the driver take the right decision.

In the context of the PReVENT Development Project, BMW Group researcher are working, inter alia, on an assistance system intended to support the driver approaching traffic lights and at the same time avoid possible errors in overlooking a red light.

Driving up to a green light at a road junction, motorists show very different responses, simply because they do not know how long the lights will remain on green. Studies show that only about one-third of all motorists drive up to traffic lights on green at a steady, consistent speed. The others either accelerate or slow down, without knowing whether that is the right response.

Particularly inexperienced drivers and motorists with inadequate practice have difficulties in deciding in such a case whether to cross the road junction or apply the brakes. They often feel insecure and in an extreme case they may even cause bumper-to-bumper accidents by suddenly applying the brakes when the lights ahead switch to yellow. Accelerating, in turn, is not always the right solution, either. For should the lights then switch to yellow at an earlier point than anticipated the driver is forced to brake even harder, ultimately wasting fuel and becoming more nervous at the wheel.

Exchanging information between the car and the traffic lights.

The system developed by BMW Group engineers uses wireless communication to transmit traffic lights data such as the duration and development of green, yellow, and red phases as well as the position of the stop line to vehicles approaching the traffic lights. Conversely, the vehicles generate and provide information on their direction of travel, their exact position within the lane, their distance to the road junction, road speed, acceleration and deceleration, as well as an upcoming lane change.

A special algorithm then serves to interconnect the data consistently updated within the vehicle, offering the driver individualised, personal decision aids. Approaching the traffic lights, for example, the system calculates how much time is still required until the vehicle reaches the road junction. It considers whether the green phase, with the driver continuing at the same speed, will still be long enough to safely cross the road junction. If this is the case, the driver will be advised to proceed to the road junction at the same, consistent speed as before. But should the system determine that the vehicle is no longer able to cross the junction safely, the driver will be advised to reduce his speed.

Depending on the configuration of the system, information and warnings may be transmitted in graphic form in the optional Head-Up Display (HUD) or by way of acoustic signals. A test car based on a BMW 5 Series presents the symbol of a green traffic light during the green phase in the HUD, together with the speed at which the driver is advised to approach the lights.

Possible danger ahead: yellow and red lights coming up.

With the lights on yellow, the system also considers relevant parameters such as the speed of the car as well as the time still remaining, generating a warning when appropriate. An algorithm serves for to provide this function, taking the current speed of the vehicle into account to determine the latest point for providing such a warning. So depending on the speed of the car, a warning is generated at the latest at a distance between 30 and 50 metres (98 and 164 feet) in front of the stop line, leaving the driver enough time to slow down the car smoothly and without pressure.

Whenever the driver approaches traffic lights on red without responding accordingly, he will receive an optical warning telling him to apply the brakes. This warning intentionally comes as late as possible in order to avoid an unnecessary signal, but must be provided in good time for the vehicle to come to a stop in front of the traffic lights. And should the driver fail to respond to such a warning, he may possibly receive a more urgent and even clearer warning, telling him to apply the brakes hard.

Laboratory tests have clearly shown that a warning in good time is sufficient to avoid critical situations – the researchers and development engineers do not believe that the assistance system should automatically apply the brakes in such a situation, but rather believe in keeping the driver fully in control of his vehicle. In other words, the principle of driver responsibility is still maintained even in the case of such a sophisticated system.

Active communication for enhanced traffic safety.

BMW Group researchers have checked out and simulated all kinds of scenarios in presenting the influence of traffic light assistance systems on traffic safety. And in the process they have also considered communication among vehicles as such. An appropriate system might for example serve to facilitate the perception of motorcycles particularly at road junctions with restricted visibility, where it would certainly be helpful to inform motorists in good time that a motorcycle is approaching the road junction from the right or left. This would give the driver an appropriate message even before he is able to see the motorcycle – and it is indeed precisely this kind of communication that sets the foundation for a far-reaching concept of traffic assistance at crossroads and road junctions.

The transfer of data from vehicle to vehicle is able to facilitate a quick and safe response by the driver not only at road junctions and crossroads. Rather, appropriate warning signals would also help the motorist cope with unclear and potentially dangerous situations on the motorway or Autobahn, since here again it is essential to register specific situations and traffic conditions as quickly as possible despite limited visual perception.

If, for example, a motorcycle rider is required to apply the brakes all-out, such a manoeuvre might serve to generate a warning signal going to vehicles following from behind. This would thus also warn motorists unable to see the motorcycle since, say, a truck is changing from one lane to another in front of them at the same point in time. But now, thanks to the signal transmitted by wireless communication, they would be prepared immediately to adjust their speed accordingly.

Scenarios of this kind described by development specialists clearly show the great potential offered by communication technology for vehicles and traffic infrastructure. In particular, this would significantly reduce risks in well-known, very accident-prone driving situations frequently encountered in everyday traffic. Data transfer might therefore sensibly and appropriately supplement visual perception by road users, enhancing the standard of safety significantly in the process.

Page 1 – Intro
Page 2 – Safety Devices
Page 3 – Lane Departure Warning
Page 4 – RoadPreview
Page 5 – Network Camera System
Page 6 – Remote Park Assist
Page 7 – Car2x
Page 8 – Remote Vehicle Control
Page 9 – Custom Radio
Page 10 – Driving Simulator
Page 11 – Usability Lab
Page 12 – EMC Hall
Page 13 – Prototyping Platform
Page 14 – BMW CAR IT MMI
Page 15 – AUTOSAR Partnership

Remote Vehicle Management with Integrated Control

Greater Diversity, Greater Comfort

The first mobile phones were car phones. In the meantime automotive electronics has come a long way towards a fully networked, complex system of information technology. This development has however been largely separate from the much more rapid development of business IT on desktops and in corporate computer centres.

Now modern communication technology is networking IT in the car to an increasing extent with business IT systems, requiring increasingly fine coordination of the two concepts.

A research project by the BMW Group seeks to provide the prerequisites for converging these two sectors of IT. Under the project title Integrated Remote Management (IREMA), specialists are working on the remote management of vehicles and their databases, ranging from diagnostic information through software all the way to the driver’s personal settings. BMW specialists are paving the way for such remote vehicle management by assimilating automotive IT to the standards in business IT.

Standardisation – the basis for integration.

BMW ConnectedDrive already provides the foundation for integrated data transmission. BMW Online, in turn, provides the option to retrieve data from the internet and transmit the data thus acquired straight to the car.

In future improved communication technologies ranging from third-generation mobile telephony all the way to WLAN will make these functions even more powerful and efficient. The objective of the IREMA Project is now, proceeding from such communication systems, to implement the vision of a fully networked car and to create prototypes of an IT architecture integrating automotive IT and business IT. Such integration would facilitate the introduction of innovative technologies and systems, at the same time providing ideal conditions for a wide range of practical applications generating a high level of customer satisfaction.

Proceeding from the integrated IT platform, the IREMA Project has already implemented several model applications in various areas, ranging from vehicle service via telematics all the way to new entertainment functions with several options for personal configuration by the driver.

Standardisation facilitates the systematic integration of internal and external services and paves the way for exchanging data between the customer’s car, the manufacturer, and the dealer. It also serves to personalise and customise the car. Indeed, many of these options have only become possible as a result of standardisation.

The need for rapid standardisation results, not least, from the rapid development of modern IT technologies. In the course of just one car model generation, we currently see several new generations of business IT and even more new generations of mobile terminals. This rapid progress and ongoing development in applications, formats, technologies, and interfaces leads to various compatibility problems in the area of communication and entertainment electronics, which in many cases can only be solved by purchasing new hardware.

The challenge is far greater in the case of modern cars with their much longer product lifecycles. Upon introduction of a new model, it is quite impossible to foresee what quantum leaps in development there will be in communication electronics and mobile terminals during the car’s lifetime. Ongoing, repeated modification of the vehicle to new terminals which themselves often become obsolete within a short period involves significant – and in many cases unreasonable – efforts and investments.

The general way to solve this problem is through mature, common standards. Precisely this is why an increasing number of standards in mobile telephony, entertainment and business IT will be taken over in automotive electronics. The IREMA Project therefore seeks to provide the foundation for joint development of automotive and business IT particularly in terms of software.

Support in many possible applications.

The great significance of this project is clearly underlined by the wide range of applications available.

One application, for example, is remote diagnosis linking the dealer and the customer’s car. Receiving specific data on the vehicle from, say, the car’s defect memory, the dealer is able to locate a problem and initiate a remedy without delay. A further option is to transmit service-relevant data to the dealer, ensuring that he is well-prepared for the car when it comes in for servicing and knows what jobs have to be done. Transmission of defect data to the manufacturer, finally, gives the latter an important tool for taking corrective action in good time and making service operations even more efficient.

Yet another option is teleprogramming. This would allow subsequent activation of special equipment or additional on-board electronic functions in the car by updating the software, without requiring the customer to go to the dealer. Such an update might be performed, for example, at a WLAN hotspot such as a service station on the motorway or even in the customer’s own garage at home.

This kind of technology might also allow the driver to download new music titles into his audio system or transfer personal settings and data from his PC to the car. Yet another customisation option would be to transfer data from one car to another, allowing the driver, for example, to transmit his personal audio system, air conditioning or navigation settings as required from one of his cars to another with comparable technology.

Guaranteeing data security at all times.

The transmission technology used must of course be part of an open system. Precisely this is why the BMW Group makes sure that data security and privacy are guaranteed at all times, preventing unauthorised access from outside. Similarly, the availability of software transmitted to the car from a BMW Group server via a secure link is strictly regulated. Hence, software can be transmitted only from a BMW Group server and through a link secured by the latest and safest standards. A further point is that each data transfer must be expressly authorised and initiated by the driver – without his due approval there can be no transfer of data in either one or the other direction.

Convenient data access also from outside the car.

Integrating the car in business IT, IREMA also offers the option to use many functions not only in the car itself, but also very conveniently at home through configuration in the driver’s PC. The settings established in this way may subsequently be synchronised with those in the car in an automatic process activated by the driver, who is then able to immediately concentrate again on the essential, that is the process of driving the vehicle.

Page 1 – Intro
Page 2 – Safety Devices
Page 3 – Lane Departure Warning
Page 4 – RoadPreview
Page 5 – Network Camera System
Page 6 – Remote Park Assist
Page 7 – Car2x
Page 8 – Remote Vehicle Control
Page 9 – Custom Radio
Page 10 – Driving Simulator
Page 11 – Usability Lab
Page 12 – EMC Hall
Page 13 – Prototyping Platform
Page 14 – BMW CAR IT MMI
Page 15 – AUTOSAR Partnership

Customised Radio Programme Service while Travelling

Personal, Anywhere, Anytime

Benefiting from innovative technology, not only the act of driving as such, but also many accompanying factors, conditions and circumstances will become even more appealing in future. One of the areas where attractive new options are being developed in the context of BMW ConnectedDrive, for example, is mobile entertainment. Various information and entertainment options available in the car virtually anywhere and anytime thanks to digital technology and tailored to the driver and his requirements are being developed by the BMW Group in accordance with the latest trends in media technology.

A research vehicle already shows today what options innovative communication and media technologies will offer in future. This BMW 5 Series Saloon is equipped with the iDrive control system, WLAN access to the internet, and a USB interface for mobile media. The memory used for this prupose in the car is a 40 gigabyte cache.

Playing your own music request show: the personalised radio.

Benefiting from technologies of the type described, the driver is able to freely choose from the wide range of information and entertainment available, listenting to his personal programme regardless of broadcasting times and his current location. Even before setting off, the car will update the programme according to the driver’s personal wishes and may even include programmes broadcast a day earlier which the driver might have missed.

While traveling, a vehicle equipped with this technology might, for example, use WLAN hotspots, wireless data transmission stations along the route, to update the programme and add new highlights.

In future the driver will even be able to receive his favourite broadcasting station outside of its broadcasting area, with digital technology providing the option to receive appropriately prepared programmes from all radio stations the world over via the internet.

New transmission technologies for enhanced customisation.

This high standard of customisation is made possible by new technologies for producing content (MPEG-4, podcasting), new transmission technologies such as DVB-H (digital video broadcasting for handhelds), WLAN (wireless local network), 3G (third-generation mobile telephony) or DAB (digital audio broadcasting standard), as well as mobile recording media such as the iPod, PDA, and smartphones. This enables the driver to integrate his personal radio profile in the car, save his personal music collection, or use programmes also outside the vehicle.

Putting together his personal programme in this way, the driver is able to download content into his car’s hard disc by way of new broadcasting techologies or, as the second option, by means of mobile terminals such as iPod or the smartphone transmittting customised programmes into the car.

Turning the vehicle into a programme producer.

Programmes are either pre-produced by the content provider or compiled by the customer himself. Choosing from a worldwide range of offers, the customer is therefore able to select specific content of particular personal interest.

The car may even take on the role of the programme producer: Choosing from the wide range of content saved in the cache, the car’s entertainment system will be able in future, selecting among all stations in the receiving area, to put together a special programme customised to the driver or passengers. Such programmes may be stopped and replayed at any time, just as the driver may skip or repeat certain programme sections. Ultimately, therefore, the driver is able to enjoy his customised, personal programme anywhere and anytime.

Page 1 – Intro
Page 2 – Safety Devices
Page 3 – Lane Departure Warning
Page 4 – RoadPreview
Page 5 – Network Camera System
Page 6 – Remote Park Assist
Page 7 – Car2x
Page 8 – Remote Vehicle Control
Page 9 – Custom Radio
Page 10 – Driving Simulator
Page 11 – Usability Lab
Page 12 – EMC Hall
Page 13 – Prototyping Platform
Page 14 – BMW CAR IT MMI
Page 15 – AUTOSAR Partnership

BMW ’s New Dynamic Driving Simulator

Reaching the Limit to Reality

Practical test programs play a decisive role in the development and study of modern driver assistance systems. To make the development process truly efficient, it is essential to thoroughly examine the function, reliability and operation of innovative systems as soon and as comprehensively as possible, ensuring that such systems meet the requirements of regular, everyday use in every respect.

Precisely this is why test engineers check out driver assistance systems exhaustively right from the start in the development phase, subjecting them to the very same conditions they will subsequently encounter in everyday traffic. And now the BMW Group’s new dynamic driving simulator once again improves the prerequisites and conditions for realistic development and testing.

Housed in a building constructed specifically for this purpose, the new dynamic driving simulator reflects the most advanced and demanding standards within the worldwide automotive industry. The systems to be tested are installed in a model of the car anchored on a platform resting on a large hexapod support and moved by electrical drive arms.

The area around the car, again true-to-reality, is presented visually on a projection dome by means of a projector system covering all angles of vision. Even sounds and noises are appropriately simulated to properly present driving conditions.

The result of this very realistic simulation is that the test engineers hardly notice any difference between simulation and reality, experiencing driving situations in their entire complexity.

True-to-reality test drives under laboratory conditions.

The new dynamic driving simulator is able to create test conditions so far only experienced with a real vehicle on the road. Clearly, this provides the option to conduct practical tests on new assistance systems at an early point in time, such a development process under laboratory conditions offering the significant advantage over real-life test drives that virtually every situation may be reproduced as often as required in order to provide statistically meaningful results.

The driving simulator is operated from the command centre from where the control engineers have a direct view of the simulator itself. Further visual coverage is provided by pictures transmitted by cameras around the simulator.

Two additional cameras are fitted within the vehicle being tested in order to observe the actions and reactions of the test engineer. And an intercom system, finally, enables the tester and operating engineers to directly communicate with one another.

Dynamic testing for the development of realistic systems.

The BMW Group’s new dynamic driving simulator serves above all to test systems whose functions could only be judged in full under dynamic driving conditions. In particular, this involves safety-relevant components as well as driver assistance systems developed for specific, clearly defined driving situations.

One option, for example, is to develop and test the functions of a Road Junction Assistant in all details and with a clear focus on reality. The point examined here is how a signal transmitted by a vehicle approaching such a junction at a 90^o angle can be converted as effectively as possible into a warning signal in the receiving car.

The dynamic driving simulator makes it possible to present specific driving situations under all kinds of conditions, but always true-to-reality. All relevant factors such as the speed of the driver’s own car and that of another vehicle on an approaching course, the distance to a road junction, the time of signal transmission, and the type of warning may be varied and combined as required.

In the test program itself, the test person is confronted with a sudden situation and, at the same time, with the appropriate reaction of the assistance system. The criterion examined in this case is how various warning signals affect the driver’s reaction, a comprehensive sequence of tests thus serving to indicate which signals generate the optimum effect at what point in time.

Direct, immediate communication and tests conducted in parallel in the interest of superior efficiency.

Particularly sophisticated computer hardware and infrastructure is available for processing the data acquired in the tests. And the software tailored specifically to the requirements and potential of a driving simulator has been developed by the BMW Group itself.

BMW has been using driving simulators ever since the early ’90s. The first step was to use a static driving simulator where movements were shown only through visual perception. Then the simulators used were consistently upgraded and adapted to new requirements in the course of time, with the static driving simulator already serving at an early point to test and optimise driver assistance systems for their practical qualities.

The installation and operation of a dynamic driving simulator now ensures significant progress in development, even though it does not put an end to the use of static simulators. On the contrary, several static simulators will remain in use in future, in addition to the dynamic simulator, allowing the combination of various test series on the appropriate simulator in each case.

With the various simulation units being housed together in the Driving Simulation Centre and the Usability Lab, distances are kept short and efficient, enabling BMW Group engineers to focus consistently on their work, losing minimum time in the process.

Page 1 – Intro
Page 2 – Safety Devices
Page 3 – Lane Departure Warning
Page 4 – RoadPreview
Page 5 – Network Camera System
Page 6 – Remote Park Assist
Page 7 – Car2x
Page 8 – Remote Vehicle Control
Page 9 – Custom Radio
Page 10 – Driving Simulator
Page 11 – Usability Lab
Page 12 – EMC Hall
Page 13 – Prototyping Platform
Page 14 – BMW CAR IT MMI
Page 15 – AUTOSAR Partnership

BMW Usability Lab

Taking the Human Being as the Benchmark for New Technologies

Modern driver assistance systems have a big influence on the driver’s and passengers’ experience of mobility. They enhance the driver’s ability to perceive and handle complex traffic situations, they relieve the driver of many routine chores, and they provide a wide range of helpful information.

Given these qualities, driver assistance and driver information systems contribute to a superior, safe and comfortable style of motoring in many ways. An important prerequisite, however, is safe and, to the greatest possible extent, intuitive operation of such systems: The driver must be able to use assistance and information systems effortlessly, without being distracted from the traffic around him.

In order to develop control and display concepts properly meeting these requirements, the BMW Group conducts fundamental research in the area of man-machine interaction (MMI). In the Company’s Usability Lab, new technologies are tested from the start in an early phase under scientific conditions and on neutral test persons, BMW researchers thus gaining important data on the test person’s perception and behaviour in controlling the vehicle. This knowledge then goes directly into the development of new driver assistance systems.

The focus in the Usability Lab is on testing new technologies for control and display concepts. Together with acoustic information, displays and control units in man-machine interaction simulate the visual and touch contact between the driver and his vehicle.

Clearly, this requires an optimum flow of information to these interfaces in order to ensure that a driver assistance system is able to develop its full technical potential without any undesired side-effects.

Basic research for optimum control.

All modes for presenting information and activating functions are studied in the Usability Lab in comprehensive, thorough tests. In the process BMW Group researchers focus not only on fully developed assistance systems, but rather start much earlier in basic research, carefully considering the size, position and colours of graphic displays. The shape, operation, position and functions of controls and buttons are also determined in accordance with scientific investigations, each new idea for the design and arrangement of displays or controls being verified without delay in practical tests.

The yardstick applied in all cases is the human being, with the reactions of test persons ultimately showing how and in what way new technologies should be used in the development of driver assistance and information systems.

The demands and requirements made in this context vary according to the function and situation in which such systems are to be used. Clearly, priority is given above all to safety-relevant requirements and criteria, while functions used frequently call for consistent and, as a result, easy-to-remember operation and control.

The crucial aspect in each case is how the use of a new system affects the driver’s behaviour. How much information can he process at a glance? What degree of attention is required to activate a specific function? How long and how often must the driver take his eyes off the road? Can the driver interrupt his usual operation routine, turning his attention away briefly or repeatedly from the usual driving requirements? These are the questions typically asked in the Usability Lab.

Tests in the laboratory and driving simulator.

The Usability Lab examines new technologies in a multi-stage testing process and applies a wide range of testing and simulation methods.

To begin with, neutral, non-partisan and carefully selected test persons make a general statement on their impressions in using a new system in a laboratory environment. Then the use of the system in a vehicle environment is verified in further tests, and finally criteria and impressions particularly relevant in practice are checked and compiled in practical driving tests.

With the Usability Lab being in the direct vicinity of the BMW Group’s new dynamic driving simulator, test conditions may be kept very flexible and demanding.

The so-called occlusion method is one of the proven analysis techniques.
In this case the test persons wear special glasses regularly opened and closed to simulate the interruption of vision and, accordingly, to determine whether the driver is able to properly activate and control a function on the units being tested also when interrupting his attention from time to time.

Writing a short message on a mobile phone, for example, has been established as extremely difficult under these test conditions. Proceeding from this point, the BMW Group uses display and control concepts easy to operate under all conditions and not requiring the driver to permanently take his eyes off the road.

Measuring driver distraction and concentration.

This criterion is of particular significance since the driver must be able to concentrate in full on traffic conditions also while operating an information system. The degree of potential distraction can be determined in the Lane Change Test where test persons are given the task on a PC or driving simulator to follow a straight route shown in a computer simulation, changing their lane several times within a short period. The criterion then measured is whether they are in a position under such circumstances to operate an assistance system while driving, and what effort this requires.

The Eye Tracking Test used for example in a driving simulator measures the driver’s reactions even more consistently. Here again, test persons are required to handle an imaginary driving situation while using a specific control system at the same time. In the process several cameras track the test person’s eye movements and even the position of their pupils, verifying not only the individual’s eye tracking behaviour, but also the degree of concentration. The typical contraction of the pupil in stress situations provides an indication of the degree of difficulty involved in using a specific system or control technology.

Scientific findings ensure optimum ergonomics.

Within just a few years, usability research of the type described has become a firm element of technological development. Studies conducted in the BMW Group’s Usability Lab have led in the meantime to generally acknowledged, elementary findings crucial to the development of driver assistance and information systems.

The ergonomically ideal position of the Control Display in the instrument panel of a BMW is based, for example, on scientifically verified data and criteria: Being positioned high up in the middle of the instrument panel, the Control Display allows the driver to take up new information quickly and efficiently, moving his eyes only briefly away from the road. And the average distance of 90 centimetres or 35" between the driver’s eyes and the Display is an ideal figures based on scientific results. Hence, the driver is only required to briefly re-focus his eyes when changing his direction of vision from the road to the display, which significantly facilitates a rapid and efficient process of perception.

Separation of the control unit and the display introduced for the first time on BMW iDrive also serves to optimise the activation of specific functions. The movements of the driver’s hands required in this case are kept highly ergonomic, information always being presented at the same point to reduce any distraction of the driver from road traffic to a minimum.

Yet a further result of analyses conducted in the Usability Lab is the configuration of the Head-Up Display (HUD): Only information directly relevant to the actual process of driving the car is projected on to the windscreen. Such data presented directly in the driver’s line of vision gives him useful information without restricting his concentration on traffic conditions.

Page 1 – Intro
Page 2 – Safety Devices
Page 3 – Lane Departure Warning
Page 4 – RoadPreview
Page 5 – Network Camera System
Page 6 – Remote Park Assist
Page 7 – Car2x
Page 8 – Remote Vehicle Control
Page 9 – Custom Radio
Page 10 – Driving Simulator
Page 11 – Usability Lab
Page 12 – EMC Hall
Page 13 – Prototyping Platform
Page 14 – BMW CAR IT MMI
Page 15 – AUTOSAR Partnership

New Absorber Hall for Verifying Electromagnetic Compatibility (EMC)

The Guarantee for Perfect Function

The modern automobile is equipped with a complex network of electronic systems. Among other things, these systems control the car’s engine and transmission management, just as they mastermind a wide range of functions relevant to both safety and comfort, such as DSC Dynamic Stability Control or satellite-based GPS navigation.

In the process of developing new systems, engineers face the challenge to ensure the reliable function of all electronic units and devices. And in the process they have to consider that such systems generate electromagnetic fields of varying strength, possibly influencing one another or being influenced from outside through the electromagnetic environment (electronic “smog�).

To preclude possible interference and functional deficiencies, all interference phenomena occurring in the car are precisely analysed. Clearly, this requires a wide range of tests and examinations, since the bandwidth of operating voltages in a petrol-engined car extends from some 30–40 kilovolts for the ignition voltage all the way to a few microvolts for the aerial signal.

Quality assurance starts in the concept phase.

Right from the start in the concept phase of a new development, BMW Group engineers contribute the experience they gain in studying various factors interfering in electronic systems. This ensures from an early point in time that all functions operate free of deficiency under all operating conditions.

The requirements made by every electronic component are first checked and verified in the laboratory. Subsequently the electromagnetic compatibility (EMC) of all systems is studied in the overall vehicle as such, revealing any undesired influence or interaction. The next step is then to optimise the systems against interference.

So far most of these test series were restricted to statistical processes and test configurations.

New testing facility for active driving tests.

Now BMW Group engineers have the opportunity to expand their range of tests and analyses in the new EMC Absorber Hall. This test facility at the BMW Group’s Research and Innovation Centre (FIZ) in Munich enables the specialists for the first time to simulate the interaction of all electronic systems and assistance functions under realistic driving conditions.

This new testing facility quite unique in the automotive industry allows practical examination of networked systems in a vehicle environment close to reality. Measuring 29 metres (95 feet) in length, 17 metres (56 feet) in width, and 11 metres (36 feet) in height, the new hall is equipped, inter alia, with a dynamometer and moving mock-ups controlled by computers. This allows the activation of driving stability systems at exactly defined speeds as well as the intervention of other driver assistance functions.

Realistic simulation of various driving conditions.

The new EMC Absorber Hall is the first facility of its kind worldwide, enabling engineers to test driver assistance systems under reproducible laboratory conditions and in dynamic driving situations. Various interference scenarios may be checked in the process, with the facility simulating road kerbs and parking gaps, creating specific route profiles or simulating vehicles driving ahead or passing the car with the help of mobile mock-ups.

This establishes realistic conditions in checking the intervention of functions such as DSC Dynamic Stability Control or ACC Active Cruise Control. At the same time the EMC Absorber Hall is able to generate signals for radio reception, the car telephone or the navigation system, again determining possible interaction of such systems with one another.

The aerials generating the electromagnetic fields required in such tests are installed in a moving configuration on the ceiling of the test chamber. The hall itself is sealed off electromagnetically from outside, ensuring that tests are not falsified by external influences. And since the level of electromagnetic irradiation during measurements in the test chamber is very high, a computerised driving robot acts as the “driver� during the tests, controlling and operating the vehicles on the dynamometer.

The bottom line is that this new facility provides a comprehensive view and complete verification of the entire vehicle – from the absolutely reliable operation of driving control and assistance systems all the way to interference-free reception of telephone, radio, TV and navigation signals.

The huge advantage for the BMW Group and BMW Group cars is that the product quality and reliability of the vehicle as a whole are improved once again, this time in terms of optimum electromagnetic compatibility. And at the same time this new facility provides the foundation for securing x-by-wire systems to be introduced in future.

Page 1 – Intro
Page 2 – Safety Devices
Page 3 – Lane Departure Warning
Page 4 – RoadPreview
Page 5 – Network Camera System
Page 6 – Remote Park Assist
Page 7 – Car2x
Page 8 – Remote Vehicle Control
Page 9 – Custom Radio
Page 10 – Driving Simulator
Page 11 – Usability Lab
Page 12 – EMC Hall
Page 13 – Prototyping Platform
Page 14 – BMW CAR IT MMI
Page 15 – AUTOSAR Partnership

Rapid Prototyping of Driver Assistance Systems

Joint Use of Data for Enhanced Function

To this day, it is common practice in automotive technology to develop special units including their sensors for each driver assistance system. So each system operates largely independently in acquiring and evaluating data and in transmitting appropriate signals to the driver or individual components or modules in the car.

To give the customer added value in future, driver assistance systems are to interact more closely with one another from now on. BMW Group and BMW Car IT specialists are therefore already working on the integration of driver assistance systems going far beyond the networking of individual functions we currently see today. The objective is to allow the largest possible number of systems to access all kinds of data acquired through various channels and subsequently construed by a central processing unit.

A special Prototyping Platform has been developed for this purpose, defining in what way new assistance systems may be supplied with data compiled and saved at a central source. This will allow much faster implementation of new driver assistance systems subsequently developed to the market standard required much sooner than with the individual system approach taken so far.

With the number of safety- and comfort-relevant driver assistance systems consistently increasing, inter-functional, multiple use of sensors such as radar units and cameras is gaining increasing significance. Combined use of such sensors, however, serves not only to enhance efficiency in the development process, but also paves the way to a new dimension in all-round functionality. Indeed, such combination of several assistance systems and their abilities will help to ensure an even higher standard of safety, performance and comfort in future.

Combining all kinds of data to provide the overall picture.

So far the number of sensors used to determine the driving situation, the condition of the vehicle and its surroundings has increased with the introduction of every new assistance system. This was attributable, inter alia, to the different features and properties of the various sensors used, including radar, camera, ultrasound, infra-red, and other systems. One fundamental rule, for example, is that radar sensors are particularly suitable for measuring exact distances, but provide only vague contours of the shape and size of a given object. Cameras, by contrast, offer a particularly good picture of an obstacle and its contours, but do not show its distance from the car.

The Prototyping Platform developed by BMW Car IT now offers the possibility to compile an overall picture of the driving situation and the car’s surroundings by means of data generated through various channels. New transmission channels such as inter-car communication may also be considered in this way, all data being evaluated and construed at one central point regardless of their source of origin.

Information obtained in this way is then available to all the vehicle’s assistance systems – and at the same time the central control unit defines which information is relevant to which function. Networking data compiled in this manner provides the possibility, for example, to distinguish most precisely between moving objects and rigid, immobile obstacles such as the road curb or parked vehicles.

Avoiding contradictions, combining potentials.

Another important objective in development is to prevent contradictory responses by two assistance systems, as might be the case whenever data is interpreted along different lines and with different meanings. Use of centrally evaluated data, on the other hand, would allow the combined use of several assistance systems and their common potential.

The Prototyping Platform developed by BMW Car IT also supports cooperation with suppliers. A further advantage is that implementation of new assistance systems is significantly facilitated when the type of access to information is defined in advance. And last but not least, the Prototyping Platform provides the option to tailor new applications to the overall system with utmost precision.

Page 1 – Intro
Page 2 – Safety Devices
Page 3 – Lane Departure Warning
Page 4 – RoadPreview
Page 5 – Network Camera System
Page 6 – Remote Park Assist
Page 7 – Car2x
Page 8 – Remote Vehicle Control
Page 9 – Custom Radio
Page 10 – Driving Simulator
Page 11 – Usability Lab
Page 12 – EMC Hall
Page 13 – Prototyping Platform
Page 14 – BMW CAR IT MMI
Page 15 – AUTOSAR Partnership

BMW CAR IT MMI Rapid Prototyping Platform

The Key to Flexible Applications within the Car

The concept is truly tempting, so it is no surprise that it has already been described in numerous buzzwords and attention-catching terms: We often speak of the “mobile office�, or a “multimedia unit on wheels� when talking about the use of modern communication technology in the car. And indeed, BMW ConnectedDrive already offers a wide range of fascinating options today, ranging from the transmission of data by way of BMW Online all the way to individual service through the BMW Assist telematics provider.

Serving as the interface for man-machine interaction (MMI), BMW iDrive allows simple and intuitive use of such services and facilities while driving. In future further business and entertainment IT functions will also be introduced into the automobile, and must also be accessible through MMI.

The prerequisite is that these functions must be fully suitable for implementation in the car’s electronic system, in the same way as the operating system of a PC. This is why BMW Car IT specialists are working on architecture solutions which will allow the integration of new functions in the car’s electronics just as smoothly and flexibly as in the case of a PC. Taking the transmission of traffic information through digital channels, they show how even the latest applications can be implemented in the car after a remarkably short development period.

The DAB Digital Audio Broadcast transmission standard, for example, provides not only a particularly good sound experience in the car, but also far more intensive and thorough transfer of traffic data. So far traffic jam and congestion warnings were fed into the navigation system by means of the RDS-TMC protocol. In future, thanks to digital technology, the TPEG protocol will allow a far more comprehensive flow of information, supplying a lot more data in constantly updated form to the navigation system. In that case the driver could be warned of traffic congestion not only on the route he is currently taking, but also of all other traffic obstructions which might affect his travel itinerary.

Detailed information on the place and type of obstruction or hazards such as fog or moving roadworks will enable the system to give the driver an appropriate warning and, where possible, calculate and recommend alternative routes.

Bridging the gap between PC and automotive electronics.

Just as an analogue radio is not suitable for the reception of DAB signals, current navigation technology must first be modified for new types and options of data transfer. Taking the current approach in development, this would require brand-new technology tailored specifically to navigation requirements. But since digital traffic information will not remain the only innovation in communication and entertainment IT featured in the automobile, it would appear worthwhile to establish a foundation for the transmission and processing of all kinds of data into the vehicle.

The platform developed by BMW Car IT provides precisely this foundation, featuring the usual PC interfaces such as USB or ethernet, and also allowing access to the MOST and CAN data transmission channels commonly used in automotive electronics, and thus bridging the gap between business and automotive IT.

The big advantage, therefore, is that in future it will not be necessary to re-restablish this connection time and again – and the first, by all means elaborate step in implementing new functions has indeed already been
taken. This, in turn, provides the option to immediately create a prototype of the new application, which is why the specialists at BMW Car IT also speak of the Rapid Prototyping Platform.

Short development periods thanks to early availability of prototypes.

Universal use of the new platform significantly speeds up the ongoing development process. The particular challenge is to process the data received, making it suitable for presentation and use within the vehicle. Information must be made visible in the Control Display, settings must be activated via the iDrive Controller.

Availability of a prototype at an early point in time thus enables the development specialist to configure new applications in a suitable manner from the start, ensuring that they meet the requirements encountered in practice.

Taking the example of BMW Online, we see clearly that this adaptation of systems and functions is of elementary significance: In principle, access to the internet in the car is by all means possible with the help of a conventional laptop, using WLAN or UMTS connections. But the use of a mobile computer while driving is not a realistic option.

To minimise distraction of the driver from the traffic around him, therefore, BMW Online was developed from the start specifically for operation via iDrive. Instead of the usual keyboard and PC mouse, the standardised movements of the iDrive Controller are sufficient for using this online service.

FLUID making new functions visible in the Control Display.

Future functions must also be prepared in a similar manner for operation in the car. And again, the new development platform provides the prerequisites for this purpose. Its graphic FLUID Flexible User Interface Development user surface is indeed the key component for creating prototypes of a new application.

FLUID allows rapid and flexible implementation of all kinds of functions in an user environment corresponding to the looks of the Control Display and the touch of the iDrive Controller. With prototypes being available immediately, development engineers are able to focus without delay on issues relevant in practice: Should incoming information be presented by means of graphics or texts? What colours and symbols are available right away? Should the selection of detailed information be conducted by a rotary or a push/pull function on the Controller?

In this phase of development involving not only software specialists, but also experts in ergonomics, psychologists and graphic designers, FLUID ensures complete, all-round flexibility. The number of variants in colour design, graphic arrangement or activation movements which may be tested, for example, in configuring traffic reports through DAB, is virtually unlimited.

The new development and implementation platform enables the specialists at BMW Car IT not only to speed up the development process, but also, through Rapid Prototyping, to promote the reliability of new functions and flexibly configure numerous operations and possible system extensions. And through the graphic presentations and control elements available, each new function can be perfectly tailored to applications in the car. Subsequent modifications and supplementary functions may then also be implemented when required relatively easily and with no particular effort.

Page 1 – Intro
Page 2 – Safety Devices
Page 3 – Lane Departure Warning
Page 4 – RoadPreview
Page 5 – Network Camera System
Page 6 – Remote Park Assist
Page 7 – Car2x
Page 8 – Remote Vehicle Control
Page 9 – Custom Radio
Page 10 – Driving Simulator
Page 11 – Usability Lab
Page 12 – EMC Hall
Page 13 – Prototyping Platform
Page 14 – BMW CAR IT MMI
Page 15 – AUTOSAR Partnership

BMW Group and the AUTOSAR Development Partnership

In the Process of Standardising Electronic Architecture in the Car

Despite a wide range of diverse interests and increasingly keen competition, car development is still subject to a number of generally acknowledged standards. Legal rules, safety requirements and the availability of specific fuel grades set the general foundation and framework for car makers the world over – and now a similar scenario is developing in the area of automotive electronics.

Given this situation, the worldwide AUTOSAR development partnership has given itself the objective to establish standardised software architecture and interfaces for electronic systems in the car. The AUTOSAR partnership was founded in 2003 by leading car makers in Europe, Japan, and the USA, as well as their suppliers, and the BMW Group is one of AUTOSAR’s Core Partners.

In the meantime more than 60 car makers, suppliers and other companies in the electronics, semi-conductor and software industries are involved in various AUTOSAR development projects.

Standardisation of software structures is intended, inter alia, to facilitate the development of new electronic systems and to allow the multiple use of software modules. Indeed, the first milestone in this process has already been achieved, with the AUTOSAR initiative having resolved and presented initial specifications setting the foundation for ongoing development.

These specifications serve, among other things, to determine the operating system, the relevant communication paradigms, and appropriate hardware abstractions. This will provide the foundation for a stable infrastructure, allowing a greater focus in the development of software on specific functions and features.

BMW Car IT setting the foundation.

The AUTOSAR development partnership pools the skills and competences of all its members. The demands made of standardised software architecture are extremely great and challenging, since such architecture is to provide a particularly strong and stable foundation for the establishment and implementation of functions which, due to their complexity, were previously not available. The basic research currently being conducted in this area is therefore very intense and thorough, allowing BMW Car IT to make particularly valuable contributions. The focus, in particular, is on early verification and confirmation of software architecture concepts.

Specialists at BMW Car IT have developed methods to determine the potential of appropriate technologies for efficient transmission of data right from the start in the early phase of development. So taking an example of such a development, these specialists will be explaining the significance of this new analytical option for the subsequent implementation of a function at the BMW Group Innovation Day 2006.

The criterion considered is the rate at which signals are exchanged between the sensors, control units, and actuators. Applying the method developed by BMW Car IT, the responsible specialists are examining certain parameters indicating whether a new transmission technology meets real-time requirements, since a particularly fast and foreseeable flow of data is indispensable for the proper function of specific driver assistance systems.

This is presented by taking the example of self-adjusting headlights incorporating a level sensor. The challenge in this case is to maintain a consistent, steady headlight beam illuminating the road ahead also on bumpy and uneven surfaces. This is only possible if the data delivered by the level sensor are transmitted and processed at a very high speed for immediate height adjustment without the slightest delay, since this is the only way to keep
the light beams stable even under severe vibration.

Making development processes even more dynamic.

On account of such challenging requirements calling for extremely quick operation, it was only possible in the past to implement such a function within one control unit, since the time delay in transmission via a data bus could not be determined in advance. Now AUTOSAR models the software system prior to implementation as a combination of interacting software components and adds further information for calculating a possible delay in advance, helping to verify the due maintenance and observance of requirements prior to implementation.

The new methods of analysis thus provide a graphic model presenting signal flow conditions. Calculations may be conducted on the computer, skipping several time-consuming steps in the development process.

This new analytical method is based on know-how gained through the AUTOSAR development partnership – and this example impressively shows what basic research is required to create extremely efficient high-performance software architecture serving as the foundation for developing even more demanding driver assistance systems in future.

The customer will not see the presence of software developed with the help of AUTOSAR in his car. But he will certainly benefit from such standardised electronic architecture, since the establishment of a firm foundation will significantly shorten the time required for developing new applications and implementations, allowing the manufacturer to concentrate even more on the enhancement of various functions.

For while the wheel need not be re-invented each time for each new model, new, particularly light and attractive wheel rims as well as tyres with additional product features are indeed developed time and again, such as runflat technology tyres on BMW Group cars. Accordingly, the driver assistance systems featured by various manufacturers will continue to differ in their functions, their operation and the presentation of information, despite the use of standardised software architecture.