Safety is the most concern of car consumers. Figure 1 shows the results of a study conducted by Visteon. The figure shows the customer's requirements for the car, and vehicle safety is at the core. The focus on car safety is not just for drivers and passengers, but also others on the road. Safety equipment has moved from the physical field to the electronic field, from advances in tire and brake technology, to side impact protection and airbags, to today's assisted driving systems. The latest cars use a lot of electronic technology and sensors to constantly monitor and evaluate the surrounding environment, display relevant information for drivers, and in some cases, even take over control of the vehicle. These electronic systems play an important role in improving car safety, comfort and driving efficiency. --- Assisted driving system can provide basic safety functions, such as adding infrared (IR) camera to improve the observation ability. More advanced designs can also use a wide range of sensors to alert potentially dangerous situations, so that vehicles can be aware of surrounding traffic conditions, lanes and driving directions, and possible collision targets. The ultimate goal is that the vehicle can automatically respond to this information, provide information to the driver and the ability to control the vehicle under special circumstances, thus ensuring passenger safety. For example, some of the latest trucks have video cameras installed to monitor the road ahead. If the vehicle changes the driving path without using the indicator light, for example, it may be because the driver is too tired, then the system will give an audible warning through the speaker in the car. --- Assisted driving can also provide a higher level of comfort by eliminating cumbersome driving actions. For example, traditional cruise control allows the driver to set a fixed driving speed, while manually controlling when needed. Today's cars offer automatic cruise control (ACC), which can automatically control the throttle and brakes to adapt to the speed of the vehicle in front, thereby keeping a safe distance from it. If the vehicle in front accelerates away or changes the driving path, ACC will automatically return to the preset speed of traditional cruise control. --- Another emerging security technology is called "passive occupant identification system". The US government requires that all new cars starting in 2006 must be able to open the airbag according to the size of the occupant. Such systems allow the protection airbag to “smartly†open or retract. This occupant weight-based system will help automakers meet the requirements of the recently published "Federal Vehicle Standard Safety Regulations" FMVSS-208. The regulation requires that the airbag must be able to be opened more effectively to the weight of different occupants. Starting in 2004, 35% of every car manufacturer ’s vehicles sold in the United States must be equipped with advanced airbag systems. This number will increase to nearly 100% by 2006. A simpler system is implemented using weight sensor technology installed under the seat cushion of the occupant. The advanced occupant recognition algorithm and fast signal processing enable the car airbag controller to open or retract the occupant airbag according to different conditions, which can greatly improve the safety of the occupant and reduce the cost of repair. More advanced systems use a camera installed in the car to detect and identify the occupant, while algorithmically considering the occupant debugging and the distance from the airbag to determine the time, speed and degree of airbag deployment when an accident occurs. Application of Xilinx FPGA in assisted driving system --- Figure 2 shows a conceptual block diagram of Xilinx field programmable gate array (FPGA) used in ACC assisted driving system. --- The system is divided into ultra-high-speed input processing and relatively low-speed sensor input and output control information, each part is embedded in the corresponding processor (for example, a Xilinx MicroBlaze 32 embedded soft core processor or Virtex-II Pro FPGA Under the control of IBM PowerPC). The high-speed part is dedicated to real-time processing of video camera information installed in front of the vehicle. Due to the characteristics of the application (anti-collision, emergency handling, and alarming), real-time processing is absolutely critical. Usually two or more cameras are needed to obtain a stereo image, so that the depth of the image can be calculated in the FPGA (directly related to the actual distance of the object in front). Combined with radar and laser measurements, as well as motion detection information from gyroscopes and wheel sensors, it is possible to calculate the situation and driving route around the vehicle fairly accurately. Using fully flexible FPGAs to replace finished video components, equipment manufacturers can easily develop unique, optimized edge detection, image depth, and enhancement algorithms that differ from competitors' system performance. Capturing and processing this information in real time requires the use of computationally intensive digital signal processing (DSP) algorithms. However, software processing cannot meet performance requirements; although traditional DSP processors are also an option, they often require multiple chips to complete such high-speed tasks. Even the ASSP video processor cannot be compared with the extremely high-speed DSP performance of Xilinx FPGA (also known as XtremeDSP processing). After the video is processed, the decision tree mechanism can be divided into a hardware part for emergency algorithms (such as an emergency anti-collision process), and a processor software part for audible warnings such as driving path deviations. Dividing the speed-critical processing into FPGA hardware can also test real-time speed, which is not possible for software. XtremeDSP real-time image processing --- So why can Xilinx FPGA provide faster video processing performance than traditional DSP? The most fundamental reason is that the FPGA structure enables parallel processing of data. The latest Virtex-Pro series devices from Xilinx also integrate an array of embedded high-performance multiplier modules, which can further improve the image processing capabilities. In contrast, DSP processors execute instructions and data sequentially and process them in a serial manner. Therefore, the FPGA can be configured as an array of multiply-accumulate (MAC) cells that can perform multiple operations in parallel (within a single clock cycle) instead of requiring multiple clock cycles to perform in one or a few MAC cells as in traditional DSP . --- Xilinx FPGA also has the additional advantage of using an accurate MAC array to meet the computing requirements. These characteristics are ideal for completing image calculations. In this way, multiple pixel clusters (such as discrete cosine transform (DCT) macroblocks) in the image can be calculated in parallel without having to scan the entire image in sequence. The increased performance of FPGAs also brings additional benefits. For example, the amount of memory needed to buffer pixel values ​​can be smaller because it can now be processed in real time. --- In addition to real-time performance, the reprogrammability of Xilinx FPGAs also provides excellent system flexibility and supports algorithm upgrades (even after deployment). This is very important because the current driver assistance system is still in the early stage of development. With the continuous improvement of edge and target detection algorithms, hardware upgrades can be completed in a few minutes, and there is no need to redesign the circuit board. Bridging automotive networks with programmable peripherals --- With the development of truly small networks in automobiles, equipment manufacturers must determine which standard among the numerous network protocols will be the most successful, or which standards will bring the greatest benefits to themselves. Different network technologies are used to meet different needs in the car, from the multimedia range in the cockpit (multimedia-oriented system transmission, MOST) to the car control network (such as FlexRay). In Figure 2, a pre-verified control area network (CAN) interface core is selected as an example. --- One such emerging network protocol that can be used in cars is Bluetooth. Bluetooth wireless technology is a low-cost, low-power, short-range radio frequency technology for mobile devices and WAN / LAN access points. This standard, derived from the computing and telecommunications industries, describes how a short-range wireless connection can be used to facilitate convenient interconnection between devices such as cell phones, computers, and PDAs. --- For example, the driver can use the Bluetooth cordless headset to communicate with the mobile phone in his pocket. Therefore, driver distraction can be avoided and safety can be improved. The automotive industry has established a special interest group (SIG) to define the Bluetooth automotive standard. Members of this special interest group include the Automotive Multimedia Interface Collaboration Organization (AMIC), BMW, DaimlerChrysler, Ford, General Motors, Toyota, and Volkswagen. An example of the use of Bluetooth in automobiles is Johnson Controls ’hands-free mobile phone system" BlueConnect ", which allows drivers to stay in touch with Bluetooth-enabled phones while holding the steering wheel with both hands. --- However, there are still problems with the long-term support of Bluetooth devices, and the impact of environmental noise in the car on the operation of Bluetooth devices also needs to be carefully considered. Cars and other vehicles have a much longer lifespan than consumer products or mobile phones, so chip manufacturers must resolve the resulting mismatch in support and service life. However, at the recent Convergence 2002 show in Detroit, the Chrysler Group exhibited cars with Bluetooth technology. --- Compared with ASSP, one of the biggest benefits of using FPGA is to allow engineers to design interfaces and peripherals that precisely match the requirements of the system. This is especially useful when trying to connect to different car networks in the early stages of development. When trying to get products to market quickly, redesigning the chipset or ASIC is expensive and time-consuming. In the early days of standard implementation, if the network protocol specifications have changed, in order to support the latest version, you only need to simply modify the software when using the FPGA design, and then download the FPGA hardware configuration again. It is even possible to use Xilinx IRL (Internet Reconfigurable Logic) to accomplish this over a wide area network, so hardware modifications can be completed through remote maintenance without costly labor costs or additional labor. Xilinx IQ solutions for automotive applications --- In order to meet the needs of automotive electronic equipment designers, Xilinx (Xilinx) has launched a series of new devices that support extended industrial temperature range. These new devices called the "IQ" range include Xilinx's existing industrial-grade (I) FPGAs and CPLDs that currently meet the extended temperature (Q) requirements (Table 1). The first devices that meet the requirements for the new IQ temperature range are Spartan-XL 3.3V FPGAs with density ranges from 5K gates to 3K gates, and XC9500XL 3.3V CPLDs for 36 and 72 macrocells. In the coming months, IQ temperature range devices will expand to include FPGA devices with a density of up to 300,000 gates and CPLD devices with a density of up to 512 macrocells, as shown in Table 2. in conclusion --- The development and application of driver assistance systems require high-performance image processing, while not wanting to sacrifice the flexibility required in the early stages of target detection and automotive network technology development. Using Xilinx FPGAs as the core of such systems provides the industry with the best DSP performance and unmatched network connection standard support capabilities, while providing system designers with a completely flexible design platform. Through such a system that can work in real time, it is possible to provide drivers with emergency driving warnings or auxiliary vehicle control functions, which can greatly improve the safety of vehicle driving and seating.
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--- Assisted driving systems also hope to use the so-called "electronic traction device" to improve traffic efficiency. For example, the lead truck of the convoy is manually driven by the driver, but the following truck is driven automatically. In addition to alleviating many of the driver's burdens, the distance between trucks can also be greatly shortened because the electronic response speed is faster. This not only saves the complete road area and space, but also saves fuel due to the influence of the backward airflow of the vehicle in front. 