Concept of Operations and
Voluntary Operational Requirements
for
Lane Departure Warning Systems (LDWS)
On-board Commercial Motor Vehicles

July 2005

Foreword

The Federal Motor Carrier Safety Administration’s (FMCSA's) safety goal is to reduce the number and severity of large truck fatalities and crashes. During the last several years, FMCSA has collaborated with the trucking industry to test and evaluate several on-board safety systems for commercial motor vehicles to increase the safety and security of all roadway users. FMCSA is now promoting voluntary adoption of these systems within trucking fleets by initiating steps to work closely with the trucking industry to define vendor-independent, voluntary requirements.

The purpose of this document is to relay a better understanding of the functions of on-board safety systems for vehicle stability and to provide insight into the safety and efficiency benefits of using the systems. This document describes the concept of operations and voluntary requirements for Lane Departure Warning Systems (LDWS) for large trucks greater than 10,000 pounds gross vehicle weight rating (GVWR). Concepts of operations provide information about how each user interacts with these safety systems and their operational conditions. Voluntary requirements describe features and functions used to define the safety systems and their operational functionality. The information has been developed in collaboration with trucking industry stakeholders, including representatives from manufacturers, insurance companies, commercial vehicle carriers, drivers and academia.

The results from this project can be used by motor carriers as system guidelines for voluntary adoption of on-board safety systems within their trucking fleets.

This is a final report developed under FMCSA’s deployment of on-board safety system program. It does not supersede an earlier report on the subject.

Notice

This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Government assumes no liability for its contents or use thereof.

This report does not constitute a standard, specification, or regulation.

The United States Government does not endorse products or manufacturers. Trade or manufacturers' names appear herein only because they are considered essential to the object of this document.

Acknowledgements

FMCSA wishes to acknowledge the efforts of those in the government, academia, research institutions and industry who contributed their knowledge and expertise to this effort. Those individuals include Carl Kirk and Robert Braswell of the Technology and Maintenance Council; Marty Fletcher of US Xpress; Jim Kennedy of McKenzie Tanklines; Ron Knipling, PhD of the Virginia Tech Transportation Institute; Scott Claffey of Great West Insurance Company; Dave Melton of Liberty Mutual Research Institute for Safety; Anne McCartt, PhD of the Insurance Institute for Highway Safety; Rick Craig of the Owner Operators Independent Drivers Association; Bill Gouse of the American Trucking Associations; Tom Moses of the Spill Center; Bob Interbitzen of the National Private Truck Council; Mike Formica and Dean Pomerleau, PhD of Assistware; Bill Patrolia of Iteris; Meny Benady of Mobileye; Kevin Romanchok, Jim Szudy, and Richard Beyer of Bendix; Alan Korn, Richard Romer, and Mike Lambie of Meritor WABCO; Greg Shipman of Delphi; Tom Mattox of Eaton VORAD; Skip Yeakel of Volvo; Charlie Groeller of Mack Trucks; Paul Menig of Freightliner; and Dan Murray of the American Transportation Research Institute.

Technical Report Documentation Page

1. INTRODUCTION

The Federal Motor Carrier Safety Administration’s (FMCSA's) safety goal is to reduce the number and severity of large truck fatalities and crashes. During the last several years, FMCSA has collaborated with the trucking industry to test and evaluate several on-board safety systems for commercial motor vehicles to increase the safety and security of all roadway users. FMCSA is now promoting voluntary adoption of these systems within trucking fleets by initiating steps to work closely with the trucking industry to define vendor-independent, voluntary requirements for these systems.

The purpose of this document is to relay a better understanding of the functions of on-board safety systems and to provide insight into the safety and efficiency benefits of using the systems. This information was developed in collaboration with expert panels consisting of trucking industry stakeholders, including representatives from manufacturers, insurance companies, commercial motor vehicle carriers, drivers, and academia.

This document describes the concept of operations and voluntary requirements for Lane Departure Warning Systems (LDWS) for large trucks greater than 10,000 pounds gross vehicle weight rating (GVWR). Concepts of operations provide information about how each user interacts with these safety systems and their operational conditions. Voluntary requirements describe features and functions used to define the safety systems and their operational functionality.

This document discusses vision-based LDWS provided by manufacturers, such as:

• AssistWare Technology
• Delphi Electronics and Safety
• Iteris
• Mobileye NV

Appendix A lists the commercial off-the-shelf (COTS) systems that currently exist or will be soon released to the market. United States Department of Transportation (USDOT) websites that contain further information on governmental research, testing and evaluation of LDWS include:

www.its.dot.gov/ivi/ivi.htm
www.fmcsa.dot.gov/safetyprogs/research/researchpubs.htm

2. CONCEPT OF OPERATIONS

Description - Lane Departure Warning Systems

LDWS are in-vehicle electronic systems that monitor the position of a vehicle within a roadway lane and warn a driver if the vehicle deviates or is about to deviate outside the lane. Currently available LDWS are forward looking, vision-based systems that use algorithms to interpret video images to estimate vehicle state (lateral position, lateral velocity, heading, etc.) and roadway alignment (lane width, road curvature, etc.). LDWS warn the driver of a lane departure when the vehicle is traveling above a certain speed threshold and the vehicle’s turn signal is not in use. In addition, LDWS notify the driver when lane markings are inadequate for detection, or if the system malfunctions.

LDWS do not take any automatic action to avoid a lane departure or to control the vehicle; therefore, drivers remain responsible for the safe operation of their vehicles. When the vehicle is traveling in close proximity to the center of the lane it is with the systems “no warning zone”, the system does not issue any position warnings. As the vehicle deviates from the no warning zone the system calculates the time for the vehicle to exit the lane. The LDWS calculates an earliest and latest warning line. As shown in Figure 1, the “earliest warning line” is inside the lane boundary and the “latest warning line” is outside the lane boundary. The “warning threshold placement zone” is the area between the earliest warning lines and the latest warning lines. Whenever the vehicle crosses out of the no warning zone into the zone between the earliest warning line and latest warning line, the LDWS issues a lane departure warning. Figure 1 illustrates these warning thresholds.

Figure 1. LDWS Warning Thresholds and Warning Threshold Placement Zones
(For illustration only – not to scale.)

Some of these LDWS may be installed directly by the fleets as an aftermarket accessory, while other LDWS are installed by truck Original Equipment Manufacturers (OEMs) when the vehicles are manufactured. As technology advances, new features and components may be added to these systems.

Crash Prevention

LDWS can help prevent single vehicle roadway departure, lane change/merge, and rollover crashes:

• Single vehicle roadway departure – LDWS issue a warning as the truck crosses the shoulder lane marking. Without the system, the truck may be driven off the shoulder and crash into off-road obstacles (e.g., light poles, signs, guardrails, trees, and stopped vehicles) or roll over. Data derived from the 2003 General Estimates System (GES) indicates that 13,000 roadway departure crashes involving large trucks occurred in 2003, resulting in 90 fatalities.^[1]
• Lane change/merge – LDWS issue a warning as the truck crosses center lane markings on multi-lane roadways, including solid lines, double lines, dotted lines, dashed lines, and raised pavement markers (Bott’s Dots). Without the system, the truck may be driven into an adjacent lane, resulting in a head-on or sideswipe collision.
• Rollovers – LDWS may also prevent some crashes that would be categorized as rollover crashes. For example, if the vehicle drifts out of the lane onto the shoulder, the truck could roll over if a sudden recovery maneuver is made. A truck may also roll over due to any recovery maneuver involving a high lateral velocity (rate of departure), requiring a relative large amplitude and/or rapid steering action.

LDWS may also:

• Assist the driver in consistently keeping a vehicle in the lane, thereby reducing lane-departure crashes.
• Encourage the driver to use turn signals when changing lanes (otherwise, a lane-departure warning sounds).
• Reinforce driver awareness of vehicle position in the lane to maintain a more central lane position and improve the driver’s attentiveness to the driving task.

LDWS cannot prevent all single vehicle roadway departure crashes. These are warning devices and do not actively prevent crashes–they warn the driver so he/she can maneuver the truck to prevent a crash. For example, crashes involving vehicle loss of control due to slippery roads and excessive speed on turns would not be prevented with these systems. Also, the systems will not prevent crashes due to intentional lane changes, which involve the driver’s failure to see another vehicle in the adjacent lane. These crashes can be caused by a driver’s failure to look or by an adjacent vehicle being in a blind spot. (Some collision warning systems (CWS) have blind spot sensors to help prevent these types of crashes.) Yet, the use of LDWS provides immediate warnings to drivers regarding unintentional lane departure events, which may improve driving performance over time.

Operations and Users

This section describes how drivers, fleet managers, and fleet maintenance personnel interact with LDWS and potential benefits that each stakeholder may realize with these systems.

The commercial vehicle population is comprised of a wide variety of vehicle types and uses. At a high level, two types of vehicles are predominant, combination vehicles (tractors-trailers) and straight trucks. These two types of vehicles have very different operating characteristics. In general, straight trucks tend to be used in a more local setting and provide deliveries of goods and services to customers generally within a 50 to 100 mile radius of their base of operations. Combination vehicles are more often utilized in regional and long distance applications, and account for about 30% of total commercial vehicles, but 65% of the commercial vehicle miles traveled. Due to their high mileage exposure and severity of crashes, combination-unit trucks have the highest crash cost per vehicle over the operational life of the vehicle.^[2]

The trucking industry is actually a broad collection of many industries, each with operating characteristics as diverse as the industries they service. Segmentation of the trucking industry is often based on the size of fleets, the geographic range of its operations and the commodities hauled. Usually one characteristic is not adequate to describe a particular segment, but rather combinations of characteristics are required to best describe operations. For example, there may be a trucking firm with a large fleet providing package delivery type service to a relatively small geographic area, while there may be a single truck company that provides general freight services to all states in the continental United States.

The movement of goods by truck is conducted on all types of roads, at all hours of the day, and in all types of driving conditions. Since unintentional lane departures can occur along any route, many fleet types may benefit from using LDWS. Yet, they may be most promising for trucks with high mileage accumulated over their operational life or that operate under conditions that may present driving challenges such as nighttime, limited visibility due to weather, congestion, or roadways of geometry or configuration that can be difficult to negotiate.

Drivers

Drivers are the primary LDWS users, as described in the following daily operational scenarios:

Normal system startup operation – When the driver turns the ignition switch to start the vehicle, the LDWS performs a power-up self-test, and the driver scans the warning indicator to determine any system malfunctions. If necessary, the driver may alert fleet maintenance for corrective action. When the vehicle reaches the minimum LDWS tracking speed on a roadway with lane boundary markings, lane tracking begins. The driver can scan the LDWS tracking indicator to verify that lane tracking has commenced.

Warning/alert situations – When traveling at or above the minimum LDWS tracking speed, a driver may unintentionally drift out of the lane. Then, the LDWS issues a warning at the LDWS warning threshold.

System fault conditions – When the LDWS cannot track the lane or a system fault occurs, the driver is notified via the lane-tracking indicator. This inability to track lanes may be due to a lack of lane markings, poor quality of lane markings, poor visibility, or a dirty/icy windshield. Although LDWS cameras typically view the road through a portion of the windshield swept by the wipers, the driver can manually clean the windshield area in front of the LDWS camera to see if the LDWS begins to track. Some LDWS may display various messages when certain types of faults or other conditions are detected, such as “Calibration in Progress”.

Various road types and conditions – A driver may encounter several types of roads and conditions where these systems perform optimally, but some conditions limited the devices, especially when lane markings cannot be well-detected.

Well-Marked Roads – The most commonly encountered roadway markings include single and double solid lines, dashed and dotted lines, and raised pavement markers (Bott’s dots) where LDWS should detect lane departures and issue warnings to a driver traveling over the minimum tracking speed.

Roads With Missing or Degraded Lane Boundary Markers – If lanes have missing or degraded lane markings, the driver may not receive a warning as the vehicle progresses outside of the lane, depending on the particular LDWS used. On roads with only one set of markers, the driver should receive a warning when the warning threshold is crossed on that side, even if the system cannot detect the lane boundary on the other side.

Delivery Points, Arterials, and Collectors – Currently available LDWS will not operate at delivery points and roads where the truck travels at speeds below the minimum LDWS tracking speed. Currently available LDWS are geared primarily for highway driving and will not function at lower speeds associated with some local roads. As a result, the LDWS would notify drivers that the system is operational, but it is not providing warnings under these conditions.

Wet Roads – Due to reflections on wet road surfaces, LDWS may occasionally be unable to detect lane markings; however, the lane-tracking indicator will show that the system is not providing warnings under these conditions.

Mud-/Ice-/Snow-Covered Roads – When lane markings are not visible on roads covered by mud, ice, or snow, the lane tracking indicator will show that the system is inactive. LDWS may be beneficial in low visibility conditions (e.g., rain, fog, and falling snow) when lane markings are present.

Fleet Management

Fleet managers are responsible for all administrative, financial, and operational aspects of the fleet. Safety officers focus on the fleet’s operational safety issues and examine the safety aspects of the fleet’s vehicles in accordance with USDOT safety regulations. They also work with drivers to provide safety and operational training, verify that drivers are complying with safety regulations, and examine how well drivers operate their vehicles (e.g., logging accidents, traffic infractions, etc.).

These personnel examine various types of available safety equipment, evaluate the equipment, justify the purchase of all equipment, determine the overall effectiveness of this equipment, and calculate the return on investment (ROI) for their fleet. They work with the maintenance department and drivers to explain LDWS benefits. Fleet managers may obtain operational data (e.g., number of lane departures) from LDWS via the in-vehicle network, and analyze the data to determine any systemic problems with their fleet operations (e.g., disproportionate number of lane departures with certain drivers, high number of lane departures on certain routes) and to use for driver training. Research has indicated that the monitoring of driver behavior may have a positive effect on driver and fleet safety.^[3] In the Fatigue Management Technology Pilot Test, drivers’ opinions were positive towards the use of the LDWS deployed in this test, and the results of this specific test showed that drivers prefer vehicle monitoring versus driver monitoring as a means of driver feedback.^[4]

Maintenance Management and Installation

Maintenance managers and service technicians are responsible for the proper functioning of all equipment installed on the fleet’s vehicles and for installing and maintaining LDWS on the fleet. They support fleet management by collecting operational data on the reliability of LDWS and how well LDWS suppliers work with the fleet to resolve any problems if LDWS are not supplied directly by the truck OEMs.

LDWS have different installation requirements for each vehicle type. Depending on the system, LDWS may be installed by a truck OEM or as an aftermarket accessory by the fleet or other service personnel.

When the currently available vision based LDWS is installed by a truck OEM, the LDWS camera location and mounting bracket attachment method are similar for each vehicle type. The OEM provides dedicated wiring harnesses for the connection between the LDWS and the vehicle. If necessary, the OEM enters system settings, such as the height of the camera from the ground, and the position of camera relative to the middle of the windshield, to configure the system for proper operation.

When the currently available vision based LDWS is installed as an aftermarket accessory, the LDWS camera must be properly oriented, pointing directly toward the middle of the lane and angled slightly downward, as described in the user’s manual. Then, key parameters are entered into the system, including the height of the camera from the ground and the position of the camera relative to the middle of the vehicle.

3. VOLUNTARY REQUIREMENTS

The voluntary requirements included in the following sections define fundamental LDWS features and the ability of LDWS to withstand the electrical and environmental extremes commonly found on commercial vehicles.

The types of voluntary requirements for LDWS include:

1. Functional Requirements
2. Data Requirements
3. Hardware and Software Requirements
4. Driver Vehicle Interface (DVI) Requirements
5. Maintenance and Support Requirements

LDWS manufacturers may include additional functions and features that may be useful beyond minimum LDWS functionality; the operational features that fall into this category are labeled with the term “OPTIONAL”. However, in all cases, LDWS must comply with all existing FMCSA Safety Regulations. The requirement numbering system designates optional features with a “T” and system defining requirements with an “R”.

3.1 Functional Requirements

Functional requirements refer to the basic functionality and operation of LDWS.

3.2 Data Requirements

This section defines the format of data generated by or can be obtained directly in real-time from LDWS. Two Society of Automotive Engineers (SAE) standards specify in-vehicle data communication in heavy trucks:

• SAE J1587, “Electronic Data Interchange between Microcomputer Systems in Heavy-Duty Vehicle Applications” (message definition for the J1708 data bus), or
• SAE J1939-71, “Recommended Practice for Control and Communications Network for On-Highway Equipment – Vehicle Application Layer”

The data may be obtained via the On-Board Diagnostic (OBD) connector from one of the in-vehicle data networks, J1708 or J1939, as defined by their respective Society of Automotive Engineers (SAE) standards.

3.3 Hardware and Software Requirements

Hardware and software requirements deal directly with the detailed functionality of the hardware, environmental and electrical concerns, mounting/installation issues, and software design. Figure 2 illustrates the major functional components and interfaces of LDWS, as described in the following section. It shows the inter-relationship of the LDWS components. The electronic control unit (ECU) accepts data from the lane boundary sensor. Through the vehicle network (J1708 or J1939), the ECU monitors the turn signal status and engine power. The output of the system is a status indicator and, when necessary, a warning, which appear on the driver-vehicle interface.

Figure 2
LDWS Major Functional Components

Typical System Hardware

This section describes the functionality of the primary physical components of LDWS. They refer to the functional blocks shown in Figure 2.

Environmental Requirements

The SAE has developed a comprehensive standard that describes various aspects of the heavy truck environment in its J1455 standard, which includes procedures to verify system compliance.

Electrical Requirements

In a truck’s electrical power distribution system, the system voltage may vary, electrical noise may be generated by the alternator, and various types of transients may momentarily place over 100 volts direct current (VDC) on the electrical distribution system’s wiring. In addition, electrostatic discharge into the system may occur from a buildup of static electricity. Since LDWS may be connected to the electrical power distribution system, they should function normally throughout all of these perturbations without damage.

Mounting and Installation Requirements

Mounting and installation requirements include all aspects related to the installation of LDWS hardware onto the vehicle. There are no specific requirements pertaining to system size or weight.

Software Requirements

Software requirements refer to the embedded software that runs in LDWS and controls all LDWS functionality. The microcontroller or microprocessor continuously runs LDWS software when the system is active.

3.4 Driver Vehicle Interface Requirements

These requirements define LDWS interface with the driver, which includes indicators, displays, and warning methods. The National Highway Traffic Safety Administration (NHTSA) Federal Motor Vehicle Safety Standard 101 (FMVSS 101) should be used as a guide for LDWS indicators.

3.5 Maintenance and Support Requirements

Maintenance and support requirements include functionality/features that should be provided to ensure LDWS will be operated correctly and properly maintained.

4. ACRONYMS

5. REFERENCES

^[1]The General Estimates System is directed by the National Center for Statistics and Analysis, which is a component of The Office of Research and Development in NHTSA. Data for GES come from a nationally representative sample of police reported motor vehicle crashes of all types, from minor to fatal. The system began operation in 1988, and was created to identify traffic safety problem areas, provide a basis for regulatory and consumer initiatives, and form the basis for cost and benefit analyses of traffic safety initiatives. The information is used to estimate how many motor vehicle crashes of different kinds take place, and what happens when they occur.
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^[2]Wang, J.S.; Knipling, R.R.; and Blincoe, L.J. The Dimensions of Motor Vehicle Crash Risk. Journal of Transportation and Statistics. Volume 2, No. 1, pp. 19-43, ISSN 1094-8848, May 1999.
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^[3]Knipling, R.R.; Boyle, L.N.; Hickman, J.S.; York, J.S.; Daecher, C.; Olson, E.C.B.; and Prailey, T.D. Synthesis Report # 4: Individual Differences and the High-Risk Commercial Driver. Project Final Report, Transportation Research Board Commercial Truck and Bus Synthesis Program. ISSN 1544-6808, ISSN 0-309-08810-0, available at http://trb.org/news/blurb_browse.asp?id=11, 2004.
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^[4]Dinges, David F.; Maislin, Greg; Brewster, Rebecca; Krueger, Gerald P.; and Carroll, Robert, J. “Pilot Test of Fatigue Management Technologies", Paper No. 05-1234, TRB 2005 Annual Meeting.
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^[5]International Standard: ISO/CD17361 5.2. Intelligent Transport Systems - Lane Departure Warning Systems - Performance Requirements and Test Procedures. June 23, 2003.
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^[6]International Standard: ISO/CD17361 5.2. Intelligent Transport Systems - Lane Departure Warning Systems - Performance Requirements and Test Procedures. June 23, 2003.
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^[7]For reference: 90 dBA = heavy truck at 10m, 80 dBA = curbside of busy street, 70 dBA = car interior, 60 dBA = normal conversation at 1m (3.28 ft.), and 50 dBA = office noise.
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Dinges, David F.; Maislin, Greg; Brewster, Rebecca; Krueger, Gerald P.; and Carroll, Robert, J. “Pilot Test of Fatigue Management Technologies", Paper No. 05-1234, TRB 2005 Annual Meeting.

Draft International Standards Organization (ISO) Standard ISO/CD17361, “Intelligent Transport Systems, Lane Departure Warning Systems – Performance Requirements and Test Procedures”, June 23, 2003.

Insurance Institute for Highway Safety, “Request for Comments on Proposal for Pilot Program, Younger Commercial Driver Pilot Training Program”, Docket No. FMCSA-2000-8410, May 21, 2001.

SAE Standard J1113, “Electromagnetic Compatibility Measurement Procedures and Limits for Vehicle Components (Except Aircraft) (60 Hz to 18 GHz)”, July 1995.

SAE Standard J1455, “Joint SAE/ TMC Recommended Environmental Practices for Electronic Equipment Design (Heavy-Duty Trucks)”, August 1994.

SAE Standard J1587, "Electronic Data Interchange between Microcomputer Systems in Heavy-Duty Vehicle Applications", February 2002.

SAE Standard J1708, "Serial Data Communications between Microcomputer Systems", October 1993.

SAE Standard J1939-71, "Recommended Practice for Control and Communications Network for On-Highway Equipment – Vehicle Application Layer", September 2002.

Wang, J.S.; Knipling, R.R.; and Blincoe, L.J. The Dimensions of Motor Vehicle Crash Risk. Journal of Transportation and Statistics. Volume 2, No. 1, pp. 19-43, ISSN 1094-8848, May 1999.

Wierwille, W.W.; Lewin, M.G.; and Fairbanks, R.J. III. Final Report: Research on Vehicle-Based Driver Status/Performance Monitoring; Part I. Vehicle Analysis and Simulation Laboratory, Virginia Polytechnic Institute and State University, Publication No. DOT HS 808 638, September 1996.

Wierwille, W.W.; Lewin, M.G.; and Fairbanks, R.J. III. Final Report: Research on Vehicle-Based Driver Status/Performance Monitoring; Part II. Vehicle Analysis and Simulation Laboratory, Virginia Polytechnic Institute and State University, Publication No. DOT HS 808 638, September 1996.

Wierwille, W.W.; Lewin, M.G.; and Fairbanks, R.J. III. Final Report: Research on Vehicle-Based Driver Status/Performance Monitoring; Part III. Vehicle Analysis and Simulation Laboratory, Virginia Polytechnic Institute and State University, Publication No. DOT HS 808 638, September 1996.

A. APPENDIX A – COMMERCIAL OFF-THE-SHELF LDWS

The following Commercial Off-the-Shelf (COTS) LDWS are currently available:

AssistWare Technology (www.assistware.com) – The “SafeTRAC Drowsy Driver Warning System” includes a digital camera and an image processing/user display unit. The user display contains an alphanumeric/graphical display to indicate vehicle position in the lane and to provide an alertness measure that indicates a driver’s consistency in maintaining a vehicle’s position within the lane. The system includes an audible lane departure warning and ability to control vibrating (haptic) seats as an auxiliary warning device. The system’s warning thresholds and warning volume are adjustable. The system detects visual lane markings and can estimate some lane boundaries when visual lane markings are not present. The system is available as either a factory-installed or an aftermarket system.

Delphi Electronics and Safety (www.delphi.com) – The “Delphi Lane Departure Warning System” can be installed by Original Equipment Manufacturers (OEMs) or aftermarket consumers on passenger cars and large commercial vehicles. The Delphi LDWS includes a forward-looking camera, image-processing unit, and human machine interface (HMI), such as a graphical driver display. Functionally, the system is a combination of three distinct parts. The Lane Detection and Tracking Subsystem (LDTS) detects and tracks the lane boundaries. Results of this process are passed to the Warning Subsystem, which determines if and when a lane departure warning should be issued. Warning requests are sent to the HMI Subsystem, which provides the alerts to the driver. The system has a visual directional warning and an audible alert signal whose particular sound can be customized for OEMs. The system also has the ability to control tactile warnings. The warning threshold can be calibrated (i.e., customized) to satisfy a fleet company's requirement. The system is now in development. It is expected to be released Q3 2005.

Iteris – (www.iteris.com) The “Auto Vue™ Lane Guidance, Lane Departure Warning System” includes a digital camera and an image processing unit. A green light emitting diode (LED) indicates system status; a yellow LED indicates whether the system is tracking the lane. The system has a directional audible lane departure warning and the ability to control haptic seats as an auxiliary warning device. The warning thresholds are not adjustable. The system, which is available for light vehicles and heavy trucks, is typically installed by a vehicle manufacturer and calibrated at the factory for each vehicle model, but can also be installed as an aftermarket system.

Mobileye (www.mobileye.com) – The “Mobileye Lane Departure Warning (LDW) System” includes a camera and a processing unit mounted to the center of the windshield and a cell phone-sized alphanumeric/graphic driver display on the dashboard. Two in-cab speakers, one on either side of the vehicle, provide audible directional warnings. The warning volume is adjustable. The system detects visual lane markings and estimates lane boundaries when visual lane markings are not present. The system predicts the time and provides an early warning of lane crossing by measuring lateral vehicle motion. The system can be installed as an aftermarket system, stand-alone, or as an additional feature with headway monitoring.

Summary of COTS System Features

Table A-1 provides comparative information relative to the features of each of the COTS systems described in this appendix. Each manufacturer provided this information.

Table A-1
Summary of COTS LDWS Features