Virtual Validation of an Automated Lane-Keeping System with an Extended Operational Design Domain

Virtual testing using simulation will play a significant role in future safety validation procedures for automated driving systems, as it provides the needed scalability for executing a scenario-based assessment approach. This article combines multiple essential aspects that are necessary for the virtual validation of such systems. First, a general framework that contains the vital subsystems needed for virtual validation is introduced. Secondly, the interfaces between the subsystems are explored. Additionally, the concept of model fidelities is presented and extended towards all relevant subsystems. For an automated lane-keeping system with two different definitions of an operational design domain, all relevant subsystems are defined and integrated into an overall simulation framework. The resulting difference between both operational design domains is the occurrence of lateral manoeuvres, leading to greater demands of the fidelity of the vehicle dynamics model. The simulation results support the initial assumption that by extending the operation domain, the requirements for all subsystems are subject to adaption. As an essential aspect of harmonising virtual validation frameworks, the article identifies four separate layers and their corresponding parameters. In particular, the tool-specific co-simulation capability layer is critical, as it enables model exchange through consistently defined interfaces and reduces the integration effort. The introduction of this layered architecture for virtual validation frameworks enables further cross-domain collaboration.

STUDENTS’ FUNDRAISING PROJECTS IN THE SYSTEM OF FUTURE SOCIAL WORKERS PROFESSIONAL TRAINING

The need for the development and content of students’ fundraising projects in the system of social workers professional training is substantiated. Based on the analysis of educational programs in the field 231 Social work (BSW and MSW), a conclusion is formulated on the lack of subjects on social fundraising in the content of social workers training. The basic principles, ethical requirements and essence of fundraising activity of social workers in the field of social protection of various groups of clients are defined. It is concluded that this activity requires specially formed professional knowledge and skills of a fundraiser, as well as developed personal qualities of a specialist capable to affect the volume, complex, algorithm of providing these resources in the planning, implementation and reporting of a social project. The content of knowledge, skills and abilities of social workers on fundraising design is clarified. The procedure and algorithm for students to develop educational projects in the process of studying the subject «Social Fundraising» (idea formulation, budget design, communication with donors, project implementation, reporting) are presented. The scope of knowledge, skills (informational, operational, design, reflective) and soft skills in the process of development of students' fundraising competence is characterized. Examples of tasks on practical classes on social fundraising are given. Tasks are aimed at forming students' theoretical knowledge of the course «Social Fundraising» (knowledge of basic concepts, principles and ethical norms of fundraising activities in the social sphere), as well as practical skills (development of fundraising projects related to socially vulnerable segments of the population; opinions on the feasibility of implementing a social project in the local or global dimension, creating a database of potential donors of a social project, developing a budget and chronology of the project, organizing appropriate communications with potential donors, etc.).

Identification of Operational Design Domain for Autonomous Truck Mounted Attenuator System on Multilane Highways

The Autonomous Truck Mounted Attenuator (ATMA) vehicle system is a technology that leverages connected and automated vehicle (CAV) capabilities for maintenance of transportation infrastructure. Promoted by FHWA and state departments of transportation (DOTs), it is a niche CAV application in leader–follower style, intended to remove DOT workers from the following maintenance truck, to reduce fatalities in work zones. Because practicable guidance for deployment of this technology is largely missing in MUTCD, state DOTs have been making their own deployment criteria. In this manuscript, we focus on the operational design domain (ODD) problem—under what traffic conditions should ATMA be deployed. Modeling efforts are first focused on the derivation of an effective discharge rate that can be associated with a moving bottleneck caused by slow-moving ATMA vehicles on a multilane highway. Then, based on the demand input and discharge rates, microscopic traffic flow models calculate vehicle delay and density, which the Highway Capacity Manual (HCM) suggests are key indicators of a multilane highway’s level of service (LOS). In this way, the linkage between AADT and LOS is analytically established. NGSIM data is used for the model validation and shows that the developed model correctly captures the effective discharge rate discount caused by moving bottlenecks. The modeling results demonstrate that roadway performance is sensitive to the K factor and D factor, as well as the operating speed of ATMA and, if LOS = C is a desirable design objective, a good AADT threshold to use would be around 40,000 vehicles per day.

Drivers’ Intentions to Use Different Functionalities of Conditionally Automated Cars: A Survey Study of 18,631 Drivers from 17 Countries

A number of studies have investigated the acceptance of conditionally automated cars (CACs). However, in the future, CACs will comprise of several separate Automated Driving Functions (ADFs), which will allow the vehicle to operate in different Operational Design Domains (ODDs). Driving in different environments places differing demands on drivers. Yet, little research has focused on drivers’ intention to use different functions, and how this may vary by their age, gender, country of residence, and previous experience with Advanced Driving Assistance Systems (ADAS). Data from an online survey of 18,631 car drivers from 17 countries (8 European) was used in this study to investigate intention to use an ADF in one of four different ODDs: Motorways, Traffic Jams, Urban Roads, and Parking. Intention to use was high across all ADFs, but significantly higher for Parking than all others. Overall, intention to use was highest amongst respondents who were younger (<39), male, and had previous experience with ADAS. However, these trends varied widely across countries, and for the different ADFs. Respondents from countries with the lowest Gross Domestic Product (GDP) and highest road death rates had the highest intention to use all ADFs, while the opposite was found for countries with high GDP and low road death rates. These results suggest that development and deployment strategies for CACs may need to be tailored to different markets, to ensure uptake and safe use.

A Continuous Model for Designing Corridor Systems with Modular Autonomous Vehicles Enabling Station-wise Docking

The “asymmetry” between spatiotemporally varying passenger demand and fixed-capacity transportation supply has been a long-standing problem in urban mass transportation (UMT) systems around the world. The emerging modular autonomous vehicle (MAV) technology offers us an opportunity to close the substantial gap between passenger demand and vehicle capacity through station-wise docking and undocking operations. However, there still lacks an appropriate approach that can solve the operational design problem for UMT corridor systems with MAVs efficiently. To bridge this methodological gap, this paper proposes a continuum approximation (CA) model that can offer near-optimal solutions to the operational design for MAV-based transit corridors very efficiently. We investigate the theoretical properties of the optimal solutions to the investigated problem in a certain (yet not uncommon) case. These theoretical properties allow us to estimate the seat demand of each time neighborhood with the arrival demand curves, which recover the “local impact” property of the investigated problem. With the property, a CA model is properly formulated to decompose the original problem into a finite number of subproblems that can be analytically solved. A discretization heuristic is then proposed to convert the analytical solution from the CA model to feasible solutions to the original problem. With two sets of numerical experiments, we show that the proposed CA model can achieve near-optimal solutions (with gaps less than 4% for most cases) to the investigated problem in almost no time (less than 10 ms) for large-scale instances with a wide range of parameter settings (a commercial solver may even not obtain a feasible solution in several hours). The theoretical properties are verified, and managerial insights regarding how input parameters affect system performance are provided through these numerical results. Additionally, results also reveal that, although the CA model does not incorporate vehicle repositioning decisions, the timetabling decisions obtained by solving the CA model can be easily applied to obtain near-optimal repositioning decisions (with gaps less than 5% in most instances) very efficiently (within 10 ms). Thus, the proposed CA model provides a foundation for developing solution approaches for other problems (e.g., MAV repositioning) with more complex system operation constraints whose exact optimal solution can hardly be found with discrete modeling methods.

Production and Supply Chain Operation Planning “Minuman Nanas” Innovation of Subang Honey Pineapple Beverage

Background – PT. Limatra runs the business of manufacturing and selling pineapple beverage products with various variants. PT Limatra provides packaged pineapple fruit juice products derived from 100% pineapple juice without the addition of preservatives. With 100% pineapple juice, of course it has a high vitamin C content as well. With the use of UHT (Ultra High Temperature) technology in the maklon industry and the use of aseptic paperpack packaging, it can produce good quality fruit juice products, maintain the freshness of the juice and have a relatively long product durability. PT Limatra provides solutions, namely: (1) Providing pineapple juice products with different flavors (mixed apple, mango and orange); (2) Providing pineapple juice products using aseptic paperpack packaging technology; (3) Using UHT technology to maintain the freshness and durability of the product; (4) Products that provide 100% pure fruit juice without additional formulas. To produce superior products requires an optimal operational plan. The method used is descriptive method. Results- From the results of the analysis and design of the operational plan, the Stages of Business/Business Establishment, Operational Goals and Targets, Operational Design, Operational Delivery, and Operational Cost Projections are generated. Keywords: Minuman Nanas, Subang Honey Pineapple Beverage, Production and Supply Chain Operation.

Research Progress on Morphological Changes and Surgery-related Parameters of Corneal Cap in Small Incision Lenticule Extraction

Small incision lenticule extraction (SMILE) is an "all-in-one" surgical method for refractive correction. An advantage of the SMILE over traditional surgery is that it depends on the corneal cap’s design. This review discusses the morphological evaluation of the corneal cap, selection of the corneal cap with different thickness and diameters, influence of the corneal cap design on retreatment, and management of corneal cap-related complications. The following points should be recognized to define the correct morphology and design of the operation-related parameters of the corneal cap during SMILE: (1) the thickness and diameter of the corneal cap are predictable and influence postoperative visual quality, (2) the change in anterior surface curvature of the corneal cap should be considered in the design of nomogram value, (3) for patients with moderate myopic correction, early visual quality is better with a 6.9-mm than with a 7.5-mm diameter corneal cap, (4) there is no significant difference in visual quality or biomechanics among corneal caps with different thickness; (5) primary corneal cap thickness plays an important role in the SMILE retreatment, (6) a 7.78-mm diameter corneal cap has a greater risk of suction loss than a 7.60-mm diameter corneal cap, (6) if suction loss occurs when lenticular scanning exceeds 10%, then SMILE can be continued by changing corneal cap thickness, (7) preventive collagen cross-linking with SMILE caps are 90–120 μm thick and 7–7.8 mm in diameter, and (8) properly treating SMILE-related complications ensures better postoperative results. The data presented herein shall deepen the understanding of the importance of the corneal cap during SMILE and provide diversified analysis for personalized operational design of corneal cap parameters.

ODD description methods for automated driving vehicle and verifiability for safety

There is no standard method for describing the Operational Design Domain (ODD) in automated driving vehicles. There are many elements in the operating domain, including the external environment, and it is necessary to connect them with the internal state of the automated driving system. Its content ultimately requires the user&#39;s understanding. The description method of this ODD is summarised from the aspect of safety. Consistency with standards and guidelines will also be considered.