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1、INTEGRATING DRIVER MONITORING SYSTEMSJames Hodgson Research DirectorEXECUTIVE SUMMARYAutomotive safety has been transformed in the past 10 years through the adop-tion of active safety systems,which have leveraged external facing,active sen-sorsparticularly camerasto build an understanding of the ext
2、erior environ-ment around the vehicle,identifying dangerous situations and intervening on the drivers behalf.This trend is now being extended into the vehicles interior environment,with camera-based Driver Monitoring Systems(DMS)and Occupant Monitoring Systems(OMS)set to deliver improved safety and
3、richer digital cockpit experiences.Driver distraction remains a persistent factor in road accidents,and the slow rollout of autonomous driving means that human drivers are set to play a central role in the driving process for the foreseeable future.Therefore,most applica-tions for in-vehicle percept
4、ion will focus on the driver,detecting signs of fatigue,as well as visual,manual,and cognitive distraction,with typical responses includ-ing Human-Machine Interface(HMI)prompts to bring the driver back into the loop,or the adjustment of other Advanced Driver-Assistance Systems(ADAS)to accommodate fo
5、r the impaired driver.At the same time,a better assessment of the state of front and rear passengers can yield safety advantages for all vehicle occupants in the longer term.TABLE OF CONTENTSEXECUTIVE SUMMARY.1INTRODUCTION TO DRIVER MONITORING SYSTEMS.2WHAT IS A DRIVER MONITORING SYSTEM?.2GROWTH DRI
6、VERS.3MARKET FORECASTS.6INTEGRATION APPROACHES FOR DRIVER AND OCCUPANT MONITORING SYSTEMS.7DIGITAL DASHBOARD/STEERING WHEEL COLUMN.7HEAD UNIT/CENTER STACK.8REARVIEW MIRROR.9REARVIEW MIRROR CHALLENGES.11CASE STUDYINTEGRATING DRIVER MONITORING SYSTEMSAs the adoption of DMS and OMS is set to grow rapid
7、ly,driven by regulation and the activities of safety ratings agencies,Original Equipment Manufacturers(OEMs)are already pursuing value-added applications delivered over the enabling hardware of the DMS.Overall,delivering on the triple requirement of robust fatigue distraction,rapid integration,and v
8、alue-added differentiation means OEMs need to make the right choices when specifying DMS,especially the integration point of the primary camera sensor.A key candidate for DMS integration in the future is the rearview mirror,with this location offering excellent coverage of the whole vehicle environm
9、ent and the form factor of the device enabling rapid and seamless integration into multiple models.INTRODUCTION TO DRIVER MONITORING SYSTEMSWHAT IS A DRIVER MONITORING SYSTEM?Active safety technologies have proven themselves essential in advancing public safety on the roads.By equipping vehicles wit
10、h a variety of external sensors,the automotive industry has wide-ly adopted ADAS applications,such as Automated Emergency Braking(AEB),Lane Keeping Assist(LKA),and blind spot assist,leveraging an accurate and timely understanding of the vehicles exterior environment to identify obstacles and prevent
11、 collisions.Now,the next generation of driver assistance features is being brought to market,with a new focus on leveraging sensors to form an accurate and timely understanding of the vehicles interior environment.Data collected by the National Highway Traffic Safety Association(NHTSA)between 2010 a
12、nd 2019 suggest that an average of around 3,000 people die in the United States each year in ac-cidents involving a distracted driver.Therefore,continuing the advancement of automotive safety will require todays exterior perception capabilities to be augmented with interior perception,understanding
13、the drivers state,as well as the vehicle environment.Figure 1:Camera-Based Driver Monitoring(Source:Seeing Machines)INTEGRATING DRIVER MONITORING SYSTEMSWhile OEMs have,for many years,used inputs like steering patterns and braking behavior to infer some insights on the drivers state,such as their al
14、ertness or level of fatigue,the new gen-eration of camera-based DMS use semantically-rich insights from low-cost cameras to deliver an accurate estimation of the drivers state.This includes tracking eyelid movement,direction of gaze,body position(arms,head,pose),and mouth movements to determine driv
15、er attentive-ness,fatigue,readiness to perform driving tasks,etc.Camera-based DMS,acting in conjunction with other ADAS,will enable active safety systems that benefit from a comprehensive understanding of the entire vehicle environmentinside and out.This could involve adjusting the sensitivity of AE
16、B systems or the following distance of a vehicle in front based on driver engagement from the camera-based DMS and speed inputs via the Controller Area Network(CAN)bus,or taking proactive steps through the embedded HMI to maximize driver engagement with their responsibilities.As adoption of these sa
17、fety-centric systems grows,OEMs are expected to repurpose the enabling technologies to deliver new infotainment experiences and differentiate from their competitors.While the safety use cases are expected to remain paramount,the roadmap for value-added features is expected to play an important role
18、in shaping future DMS configura-tions,including the camera specification,location,and compute requirements.GROWTH DRIVERSREGULATION AND SAFETY RATINGS AGENCIESWhile camera-based DMS are expected to enable both safety and non-safety/infotainment applications in future vehicles,the core safety applica
19、tion of driver state estimation is expected to drive uptake,with infotainment applications following later to support brand differentiation.Indeed,infotainment applications are not expected to play a significant role in driving DMS adoption,and are instead expected to influence the location and spec
20、ification of the enabling camera sensor,as well as the optimal compute architecture.OEMs,with a few notable exceptions,tend to avoid differentiation via safety.Generally,con-sumers expect their vehicles to be as safe as the state-of-the-art technology will allow,with little appetite to pay extra for
21、 better safety outcomes.The typical safety specification of any given vehicle will tend to reflect the requirements set out in formal regulation,or due to the quasi-regulatory impact of safety ratings agencies,such as the New Car Assessment Program(NCAP)and the Insurance Institute for Highway Safety
22、(IIHS).These agencies play vital roles in validating and evangelizing life-saving technologies,develop-ing common testing protocols to ensure that through metrics like 5-star ratings and top safety picks,safety ratings agencies can efficiently communicate to consumers the value of different safety t
23、echnologies,disentangling variations in OEM branding,and ensuring a minimum com-mon set of capabilities across automakers.The potency of these ratings can already be seen in the rapid uptake of AEB systems following their reflection in testing protocols and safety scores around the INTEGRATING DRIVE
24、R MONITORING SYSTEMSGSR 2 AND EURO NCAP 2023The European Commission(EC)carries out regular updates to the General Safety Requirements(GSRs),a set of safety systems and technologies that must feature on a vehicle in order to gain type approval for sale in the European Union(EU).Legislators must balan
25、ce the potential cost impact of technology mandates with the potential societal benefit;the cost-benefit analysis changes over time as enabling technologies scale and become more affordable.From 2013,after years of progress,reductions in the number of road fatalities in the EU began to plateau,promp
26、ting an update to the GSRs in 2018,which proposed the mandated equipment of a number of active safety technologies,including AEB,LKA,Intelligent Speed Assistance(ISA),and Driver Drowsiness and Attention Warning(DDAW).The requirements apply to both consum-er and commercial vehicles,and will be introd
27、uced in two phases:Phase 1:All new models launched from July 2022 Phase 2:All new vehicles shipping from July 2024In contrast to earlier fatigue detection systems,which have varied significantly in both their capa-bilities and their HMI integration,GSR 2 sets out a high-performance requirement for D
28、DAW,leveraging the Karolinska Sleepiness Scale(KSS)to set thresholds for interventions to bring the driver back to an attentive state.Over the same time period as the GSR 2 update,Euro NCAP introduced new testing protocols for occupant status monitoring.These new testing protocols set out measures f
29、or assessing the performance of direct monitoring systems,including the ability of the system to identify owl/lizard type distraction(moving head/glancing with eyes,respectively),detect certain behaviors like talking,laughing,eating,and smoking,as well as phone use.This new testing protocol comes in
30、to effect in 2023,with points available for OEMs looking to achieve the all-important 5-star safety rating for their models.Overall,the direction of the market in Europe will be shaped by a combination of GSR 2 and Euro NCAP 2023.The former will mandate the fitment of DMS to detect distraction and f
31、atigue,while Euro NCAP 2023 will raise the bar in terms of the capabilities of those systems,pushing the market in the direction of camera-based driver monitoring.From 2024/2025 onward,the introduction of a Child Presence Detection(CPD)system will reward fitment of systems that directly monitor the
32、presence of children in the rear seats,taking measures to warn the driver in the event that a child has inadvertently been left behind.CPD will further shape the configura-tion of in-cabin direct monitoring systems,prioritizing sensor placements that allow for robust coverage of the entire vehicle.H
33、OT CARS ACTU.S.H.R.3164In 2021,the passing of the Hot Cars Act(H.R.3164)required,within 2 years,a final rule requiring the fitment of systems to alert the driver to the possibility of a child that has been left behind(unattended occupant)in the vehicle.Between 1990 and 2020,8,000 children in the Uni
34、ted States were left alone in hot cars,either due to being accidentally forgotten or from gaining ac-cess to an unsecured vehicle,resulting in 1,200 injuries and 990 deaths.In both 2018 and 2019,53 children died as a result of being left in hot cars,signaling an increasing INTEGRATING DRIVER MONITOR
35、ING SYSTEMSWhile exact rules resulting from the passage of this act are still emerging,many lawmakers are pushing to ensure that these systems will not only alert,but will also robustly detect and identify children sitting in the rear of the vehicle,making use of direct sensing technologies to locat
36、e and distinguish children from other objects that might also be left on the rear seat.SEMI-AUTONOMOUS DRIVINGBeyond active safety,DMS have an important role to play in higher levels of automation,par-ticularly in semi-autonomous applications.The safety case for any semi-autonomous application depen
37、ds on both the human driver and autonomous application each fulfilling their role.The growing Society of Automotive Engineers(SAE)Level 2+opportunity will see OEMs bring a wide array of autonomous features to market,but will require the human driver to constantly supervise the vehicles operation.The
38、refore,it will be essential that a camera-based DMS is leveraged to ensure that the drivers attention is directed toward the road situation in real time,that they have their hands on the steering wheel,or that they are in a position to rapidly assume manual control in hands-free contexts.In Level 3
39、deployments,the driver will not need to supervise the performance of the system on an ongoing basis,but must be available to retake control once the vehicle leaves the Operational Design Domain(ODD)of the application.In these contexts,the DMS must determine the capacity of the driver to reassume con
40、trol before reaching the threshold of the ODD,including estimating wakefulness,impairment,and attentiveness to the driving task.The critical role of DMS in semi-autonomous driving is being increasingly reflected in the testing protocols of safety ratings agencies.For example,in 2020,the IIHS created
41、 a new set of ratings for semi-autonomous“safeguards,”including a test to measure the ability of the system to moni-tor driver gaze and hand position.Furthermore,the Ford BlueCruise Level 2+system,which was recently launched in the United Kingdom,features a driver-facing camera embedded in the digi-
42、tal instrument cluster to ensure that the drivers attention is on the road before taking control.RICH AND CONTEXTUAL INFOTAINMENT EXPERIENCESWhile safety use cases captured in safety regulation(or quasi regulation)will play the central role in driving DMS adoption,OEMs are striving to avoid commodit
43、ization and leverage the enabling technologies to deliver differentiating,infotainment/digital cockpit experiences.This,in turn,will shape the optimal configuration of camera resolution,Field of View(FOV),location,etc.Some examples of the infotainment applications being considered by OEMs include:Em
44、otional State Determination:Identifying signs of stress in drivers and taking proactive measures through the HMI,lighting,etc.LipReading/SpeakerIdentification:Identifying which user is interacting with the voice assistant to tailor responses.VideoConferencing:An emerging application particularly rel
45、evant to Electric Vehicles(EVs),where new stationary experiences are expected to improve charging sessions.This productivity tool would require a Red,Green,Blue(RGB)-Infrared(IR)DMS sensor to power video conferencing.Sentry/IntruderDetection:Tracking and recording any unauthorized entry into the INT
46、EGRATING DRIVER MONITORING SYSTEMSOCCUPANT MONITORING CONSOLIDATION AND COST SAVINGSOEMs already employ a number of indirect occupant monitoring technologies in-cabin,such as steering belt connection sensors and passive occupancy detection seat pad sensors to detect seat occupancy.These components c
47、ome at a cost,especially due to weight and wiring/harness complexity.Many Tier One suppliers are increasingly confident that a single wide FOV camera sensor,possibly supported by a radar sensor or a second camera,could more than replace the current suite of indirect sensing technologies throughout t
48、he cabin,with a net cost saving for the OEM customer.MARKET FORECASTSChart 1:Camera-Based Driver Monitoring Systems Shipments(Source:ABI Research)Europe is expected to lead the market due to the combined impact of GSR 2 and the updated Euro NCAP specifications.In the United States,the short-term opp
49、ortunity is expected to be more closely correlated with the burgeoning Level 2+opportunity,with H.R.3164 proliferating DMS more widely.Regional NCAPs are expected to develop testing protocols that mirror Euro NCAP within 2 to 3 years,bringing direct monitoring to Asia-Pacific in significant volumes
50、in the second half of the decade.2022 ABI Research The material contained herein is for the individual use of the purchasing Licensee and may not be distributed to any other person or entity by such Licensee including,without limitation,to persons within the same corporate or other entity as such Li
51、censee,without the express written permission of Licensor.8 CR-SEEMF-101:INTEGRATING DRIVER MORNITORING SYSTEMS 2.2.1.6.Occupant Monitoring Consolidation and Cost Savings OEMs already employ a number of indirect occupant monitoring technologies in-cabin,such as steering belt connection sensors and p
52、assive occupancy detection seat pad sensors to detect seat occupancy.These components come at a cost,especially due to weight and wiring/harness complexity.Many Tier One suppliers are increasingly confident that a single wide FOV camera sensor,possibly supported by a radar sensor or a second camera,
53、could more than replace the current suite of indirect sensing technologies throughout the cabin,with a net cost saving for the OEM customer.2.3.MARKET FORECASTS (Source:ABI Research)Europe is expected to lead the market due to the combined impact of GSR 2 and the updated Euro NCAP specifications.In
54、the United States,the short-term opportunity is expected to be more closely correlated with the burgeoning Level 2+opportunity,with H.R.3164 proliferating DMS more widely.0070802016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030(Millions)Rest of WorldWestern EuropeA
55、sia-PacificNorth AINTEGRATING DRIVER MONITORING SYSTEMSINTEGRATION APPROACHES FOR DRIVER AND OCCUPANT MONITORING SYSTEMSDelivering on the safety requirements and infotainment objectives elaborated above will require integrating driver and,in some cases,other occupant monitoring sensors,principally s
56、emanti-cally-rich Complementary Metal Oxide Semiconductor(CMOS)camera sensors,in some cases supported by additional sensors,such as radar or Ultra-Wideband(UWB).While the need for direct monitoring supported by occupant-facing cameras is clear,a wide variety of integration possibilities exist for OE
57、Ms to considerboth with respect to compute consolidation,but mainly with respect to the location of the camera sensor.DIGITAL DASHBOARD/STEERING WHEEL COLUMNThe key to determining the drivers state is capturing and tracking the state of the drivers eyes.Identifying the direction of gaze enables DMS
58、to understand the extent of the drivers engage-ment with the road situation,and to recognize typical indicators of driver distraction.Examples include glancing toward a phone on the drivers lap,or lengthy dwell times on the head unit infotainment display or in the direction of passengers.Similarly,t
59、racking eyelid movement can enable recognition of the telltale blinking patterns indicative of fatigue,as well as catching highly dangerous microsleeps that are a precursor to a driver falling fully asleep.Therefore,in order to deliver the two primary DMS applications of detecting distraction and de
60、tecting fatigue,eye tracking is foundational.As a result,many early implementations of DMS have positioned the camera in the steering wheel area,above the steering column or within the digital cluster display.Observing the driver from a slightly lower angle,this integration approach offers the best
61、vantage point of the drivers eyes,maximizing the potential to determine gaze direction and eyelid movement.Figure 2:Steering Wheel Camera Integration(Source:General Motors)INTEGRATING DRIVER MONITORING SYSTEMSFurther advantages of this integration approach include the broader context of compute cons
62、oli-dation within the digital dashboard domain controller.The first generation of DMS have priori-tized integration into existing vehicle platforms and,as a result,have relied on dedicated Elec-tronic Control Units(ECUs)for image processing and running DMS applicationsan approach commonly referred t
63、o as“standalone”DMS.In future implementations,DMS are expected to be more closely integrated with existing domain controllers,resulting in leaner and more cost-effective deployments.Therefore,DMS implementations that position the camera in the region of the digital cockpit display are attractive to
64、automakers that want to leverage the capabilities of the digital cockpit domain controller.However,there are some disadvantages to steering wheel or dashboard integration approaches.While the approach offers excellent insight into driver eye behavior,the comparatively nar-row FOV of these cameras me
65、ans that it is less able to detect other driver“distraction vectors,”particularly manual distraction.For example,a driver handling an object,such as a phone,away from their face when texting,may go undetected by the camera.Furthermore,some DMS imple-menters have reported that,depending on cameras pl
66、acement,the steering wheel itself or the drivers arms,when turned at certain angles,can obscure the drivers face from the camera.In addition,this heavily driver-focused camera location can prevent the OEM from delivering a number of the infotainment and cockpit experience applications that depend on
67、 a more holistic/universal perception encompassing more of the driver and any passengers.Some of these appli-cation are also safety related;for example,detecting whether or not the driver and front passen-ger are wearing their seatbelts.Therefore,the steering wheel integration approach is expected t
68、o be surpassed by approaches that give the camera a broader vantage point,offering insights into more of the cabin environ-ment.However,in cost-sensitive vehicle segments that emphasize lean fulfillment of safety man-dates,steering wheel-focused implementations will remain popular,due to the highly
69、available access to inputs on the state of the drivers eyes.HEAD UNIT/CENTER STACKAn alternative approach is integrating the camera into the head unit or center stack.This can be with a narrow FOV driver-only facing camera,or a wide FOV camera,which would enable insight into more of the cockpit envi
70、ronment.This location at the center of the passenger vehicle dashboard with a narrow FOV camera would mean fewer chances of camera occlusion from the drivers arms(or steering wheel in the steering column or dashboard).Using a wide FOV camera in this position would not only unlock the potential for a
71、dditional infotainment applications by encompassing the front passenger in the FOV,but can also improve safety outcomes through an enriched dataset encompassing the driver and passenger torsos,and more of the interior cabin environment.For example,an examination of the body position can provide crit
72、ical insights into the ability of the driver to control the vehicle.Detecting whether the driver has their hands on the wheel,or whether they are handling an object,such as a phone,can improve assessments of the drivers degree of attentiveness and engagement with the driving task.Similarly,the camer
73、a can iden-tify whether or not the driver is wearing their seatbelt correctly.Indeed,monitoring passenger behavior can also improve driver safety by detecting whether the front passenger is speaking to INTEGRATING DRIVER MONITORING SYSTEMSthe driver and using this as a factor in determining the cogn
74、itive load of the driver.Therefore,a broadened monitoring of the cabin environment can deliver a more all-encompassing under-standing of the driver state,identifying the signs of visual,manual,and cognitive distraction.Figure 3:Head Unit/Center Stack Camera Integration(Source:Nissan)The importance o
75、f driver eye tracking for safety cannot be underestimated.Therefore,it is vital that a head unit or center stack integration model features a camera with the appropriate FOV,IR illumination,and software to determine gaze direction and blinking patterns.Additional inputs on the driver state enabled b
76、y the better vantage point must complement,but never compro-mise,the foundation of head and eye tracking.Already a popular integration approach,head unit driver monitoring cameras are set to remain popular,gradually losing ground to approaches that favor a view of more vehicle occupants,including th
77、ose sitting in the rear seats.REARVIEW MIRRORHead unit camera integrations offer a broader perspective of the vehicle cabin than steering wheel-mounted/adjacent solutions.Nevertheless,it should be remembered that camera sensors suffer from many of the same weaknesses as human eyes,particularly with
78、respect to occlu-sionsobstacles that block the cameras view of objects hidden behind.In the DMS context,the front seats and front passengers prevent a head unit-mounted camera from capturing data re-garding the rear passengers.As a result,an increasing number of OEMs are targeting integration method
79、s that position the camera at a higher vantage point,enabling the DMS,or in this case,the OMS to capture more information on the passengers sitting in the rear seats.The optimal position for this higher vantage point is the location currently occupied by the rear-view mirror,with OEMs either looking
80、 to position the camera in this general zone,or within the housing of the rearview mirror INTEGRATING DRIVER MONITORING SYSTEMSFigure 4:Head Unit/Center Stack Camera Integration(Source:Magna,Seeing Machines)From a safety perspective,rearview mirror integrations enable a better assessment of the enti
81、re cabin,including the passengers in the rear seats.The more comprehensive the insight into the cabin environment,the better the chance that the system can capture and extrapolate more of the factors that might cause the driver to become distracted,while also improving safety out-comes for passenger
82、s by detecting proper seatbelt usage,positioning of people or objects in the vehicle,or,in the future as the technology progresses,potentially coordinating the deployment of airbags according to the location and pose of everyone in the vehicle.In the same way,a more encompassing in-vehicle perceptio
83、n allows for a broader set of value-added infotainment applications,not only for the driver,but for all the occupants of the vehicle.This could include visually identifying which passenger is engaging with the voice assistant,or de-tecting whether an item has been left behind after the vehicle has b
84、een locked.Further examples include intruder detection,adding to the security of the vehicle,as well as the safety of passen-gers.Overall,this vantage point would cover more of the vehicle and its occupants,increasing the value of the OMS from both safety and digital cockpit experience perspectives
85、to include passengers in the rear of the vehicle.Once again,the head pose and eye tracking of the driver for safety-related purposes must be the cornerstone of any system that combines driver monitoring and occupant monitoring feature sets.Therefore,rearview mirror implementations require a wide FOV
86、 camera with a solid lensing and illumination strategy combined with software that can detect direction of gaze and blink-ing patterns from a camera location that is further away and more orthogonal to the drivers face than some other alternatives.The evolution of DMS software in recent years has pr
87、ioritized delivering both robust and high-performance DMS and OMS features integrated into this high vantage point location within the cabin.ADVANTAGES OF REARVIEW MIRROR INTEGRATIONSRearview mirror integration approaches that not only locate the camera in the general area of the rearview mirror,but
88、 that integrate the camera,illumination,and processing into the housing of the rearview mirror have additional advantages.RAPID INTEGRATIONMany OEMs have scrambled to find ways to integrate a DMS into existing platforms,often out of sync with their existing model iteration cycle.This is a challenge
89、that OEMs have encountered before,particularly with respect to external ADAS,with the industry largely adopting dedicated ADAS modules that can be readily integrated behind the windshield,with sensors facing the INTEGRATING DRIVER MONITORING SYSTEMSvehicle exterior,and a common CAN bus interface all
90、owing the standalone system to integrate with vehicle control systems,in particular the vehicle brakes to enable collision avoidance.This approach has proven highly successful,enabling ADAS to be fitted within a wide range of vehicle types,and taking active safety from a niche system to over 60%pene
91、tration within a decade.The rearview mirror is an ideal candidate to replicate for internal active safety what windshield-mounted ADAS camera modules have done for external active safety,providing a scalable and easily integratable module that enables OEMs to deliver on their safety obligations(DMS)
92、and digital cockpit objectives in existing models,as well as new models.CABIN AESTHETICSWhile a secondary consideration to meeting regulatory requirements and maintaining the state-of-the-art for active safety,OEMs are increasingly looking to minimize the impact of safety technologies on their desig
93、n aesthetic.This has been observed in external ADAS for a number of years,with smaller radar sensors that can be obscured behind bumpers preferred over larger,identifiable alternatives.Similarly,there is an noticeable trend away from large,dome-shaped Light Detection and Ranging(LiDAR)sensors in fav
94、or of smaller alternatives that integrate more seamlessly into the shape of the vehicle.Similarly,OEMs want to deliver on internal perception for DMS,OMS,and digital cockpit experiences without compromising the look and feel of their primary console surfaces,known in the industry as“A-Surfaces,”incl
95、uding the steering wheel and head unit.By integrating the camera behind the glass of the rearview mirroran already univer-sal item of cockpit real estateOEMs can have the best of both worldscamera-based driver monitoring without compromising their in-cabin aesthetics.The rearview mirror location als
96、o would allow OEMs to quickly fit to most models and trims,with a few exceptions based on mirror placement and the angles associated from the camera to the driver,to meet the tightening time frames for regulatory or quasi-regulatory requirements.Finally,the rearview mirror integration approach will
97、benefit from an ongoing revolution in the rearview mirror module,which is transitioning from a basic reflective surface or even auto-dim-ming only,to a smart device incorporating connectivity,processing,and displays to augment its value as a perception aid to the driver.Chart 2:Camera-Based Driver M
98、onitoring System Shipments by Integration Point(Source:ABI Research)2022 ABI Research The material contained herein is for the individual use of the purchasing Licensee and may not be distributed to any other person or entity by such Licensee including,without limitation,to persons within the same c
99、orporate or other entity as such Licensee,without the express written permission of Licensor.15 CR-SEEMF-101:INTEGRATING DRIVER MORNITORING SYSTEMS 4.REARVIEW MIRROR CHALLENGESWhile the rearview mirror represents an optimal location to deliver DMS,OMS,and a range of differentiating infotainment appl
100、ications,the scale of the engineering challenge should not be underestimated.Particular challenges that are unique to this integration method include,but are not limited to:Compact Engineering:In order to operate as an easy to integrate standalone solution for DMS and/orOMS,the relatively modest hou
101、sing size of the typical rearview mirror must accommodate a camera,IR illumination,and a processing board.Thermal Management:The device must reside in a challenging location for thermal management,potentially exposed to sunlight coming through the windshield,also known as sun loading.Degrees of Free
102、dom:The biggest challenge for DMS rearview mirror integration is the fact that,incontrast to the static location of the steering wheel,dashboard display,and head unit,the rearviewmirror is designed to be mobile within the cabin space.In order to provide the proper rear angleperspective to drivers of
103、 all sizes in various different seating positions,the mirror must be remainmovable.As a result,the DMS must be aware of the pitch,yaw,and roll of the rearview mirror in order0070802002220232024202520262027202820292030(Millions)Steering Wheel Head Unit Rearview Mirror and Overhe
104、ad CINTEGRATING DRIVER MONITORING SYSTEMSREARVIEW MIRROR CHALLENGESWhile the rearview mirror represents an optimal location to deliver DMS,OMS,and a range of differentiating infotainment applications,the scale of the engineering challenge should not be underestimated.Particular challenges that are u
105、nique to this integration method include,but are not limited to:CompactEngineering:In order to operate as an easy to integrate standalone solution for DMS and/or OMS,the relatively modest housing size of the typical rearview mirror must ac-commodate a camera,IR illumination,and a processing board.Th
106、ermal Management:The device must reside in a challenging location for thermal management,potentially exposed to sunlight coming through the windshield,also known as sun loading.Degrees of Freedom:The biggest challenge for DMS rearview mirror integration is the fact that,in contrast to the static loc
107、ation of the steering wheel,dashboard display,and head unit,the rearview mirror is designed to be mobile within the cabin space.In order to provide the proper rear angle perspective to drivers of all sizes in various different seating positions,the mirror must be remain movable.As a result,the DMS m
108、ust be aware of the pitch,yaw,and roll of the rearview mirror in order to build an accurate Three-Dimensional(3D)model of the vehicle interior.For each change in the position of the rearview mirror,the illumination output and sensor gain must also be readjusted.The addition of a commonly available a
109、ccelerometer can measure the pitch,yaw,and roll of the rearview mirror,but this would incur additional expense in a market where the pressure to reduce costs is high.An alternative approach is to use predetermined fixed points in the vehicle environment to infer the position and pose of the rearview
110、 mirror and dynamically reorient the DMS algorithms accordingly.In 2022,DMS solution provider Seeing Machines announced an exclusive collaboration with major Tier One supplier Magna International to develop a rearview mirror form factor to deliver DMS and OMS.As a leading supplier of both rearview m
111、irrors and active safety ADAS devices,Magna brings considerable experience in thermal management engineering,as well as signifi-cant market share in the rearview mirror market and innovation in the areas of smart mirrors and overhead consoles.Meanwhile,Seeing Machines brings over 23 years of experie
112、nce in DMS and OMS on-road implementations,both in commercial and consumer vehicles,is a key advisor to multiple safety bodies globally due to its human factors and optical path research expertise,and performs leading-edge algorithm development.The collaboration enables the two com-panies to efficie
113、ntly work through the rearview mirror location challenges,while packaging the camera,lensing,illumination,and low-power embedded processing all inside the rearview mirror housing behind the glass.This effective technology combination has already led to two OEM automakers sourcing these DMS/OMS-integ
114、rated rearview mirrors for production on 87 different models(not including trims).As the recent regulatory,quasi-regulatory,and consumer protection requirements quickly approach,OEM automakers that do not already have a path to meeting the safety requirements,while simultaneously limiting interior A
115、-Surface tear-up and finding pathways to enrich infotainment and convenience features in-vehicle,may move quickly to adopt the installation of DMS and/or OMS technology via the rearview mirror location.CASESTUDYPublished July,2023157 Columbus Avenue 4th FloorNew York,NY 10023+1.516.624.2500About ABI
116、 ResearchABI Research provides actionable research and strategic guidance to technology leaders,innovators,and deci-sion makers around the world.Our research focuses on the transformative technologies that are dramatically reshaping industries,economies,and workforces today.ABI Researchs global team
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