Part of the Intelligent Vehicle In i tiative Driver Assistive Systems for Snowplows Final Report Prepared

A comprehensive driver assistive system which utilizes dual frequency, carrier phase real time kinematic (RTK) differential global positioning system (DGPS), high accuracy digital geospatial databases, advanced automotive radar, and a driver interface with visual, haptic, and audible components has been used to assist specialty vehicle operators perform their tasks under these low visibility conditions. The system is able to provide a driver with high fidelity representations of the local geospatial landscape through a custom designed Head Up Display (HUD). Lane boundaries, turn lanes, intersections, mailboxes, and other elements of the geospatial landscape, including those sensed by automotive radar, are projected onto the HUD in the proper perspective. This allows a driver to safely guide his or her vehicle in low to zero visibility conditions in a desired lane while avoiding collisions. Four areas of research, are described herein: driver assistive displays, the integration of a geospatial database for improved radar processing, snowplow dynamics for slippery conditions, and a virtual bumper based collision avoidance/gang plowing system. (Gang plowing is the " flying in formation " of snowplows as a means to rapidly clear multilane roads.) Results from this research have vastly improved the performance and reliability of the driver assistive system. This report represents the results of research conducted by the authors and does not necessarily represent the view or policy of the Minnesota Department of Transportation and/or the Center for Transportation Studies. This report does not contain a standard or specified technique. The authors and the Minnesota Department of Transportation and/or Center for Transportation Studies do not endorse products or manufacturers. Trade or manufacturers' names appear herein solely because they are considered essential to this report. Acknowledgements The authors would first like to thank John Scharffbillig for his efforts in coordinating our work with Mn/DOT personnel in the field and for keeping the focus of the project on the end user – the snowplow operator. We would also like to thank John Hanzlik and the Maple Grove truck station for their support and maintenance of the SAFEPLOW research vehicle. Third, as much as our vehicle development work took place at the Mn/ROAD pavement research facility, the authors would like to thank Jack Herndon and the staff at Mn/ROAD for providing access to his facility and help with any problem that arose. Finally, thanks to the staff at the Minnesota Highway Safety Center (MHSC) located at St. Cloud State University in …