Devid Will, Adrian Zlocki fka Forschungsgesellschaft Kraftfahrwesen mbh TS91 Sensors for Automated Vehicles State of the Art Analysis for Connected and Automated Driving within the SCOUT Project
Overview on European Research Europe Germany Automated Driving FP5 1998-2002 IST (FP5) FP6 2002-2006 2005-2009 FP7 KONVOI 2007-2014 2014-2017 2011-2016 2010-2013 ecomove 2010-2013 interactive 2009-2012 SARTRE 2014-2020 2016-2018 CARTRE AdaptIVe ecodriver 2016-2018 SCOUT 2016-2019 Pegasus 1989-1991 Transport Telematics (FP3) 1992-1994 DRIVE I 1992-1994 PROMETHEUS (EUREKA) TAP (FP4) DRIVE II 1994-1998 1996-2000 1987-1995 1996-1998 MOTIV 2001-2004 2001-2004 2006-2010 AKTIV 2012-2016 UR:BAN 2001-2005 INVENT 2008-2011 HAVE-it 2013-2016 igame PREVENT 2004-2008 2009-2012 Assess 2017-2020 2000-2003 CHAMELEON 2000-2003 PROTECTOR 2000-2003 PROMOTE CHAUFFEUR II PROMOTE CHAUFFEUR I 2002-2005 AIDER 2008-2011 evalue 2013-2016 VRA-Net ADASE II 2008-2012 eurofot 2013-2016 Companion RESPONSE 2 2008-2012 TeleFOT 2008-2011 Intersafe II 2013-2016 AutoNet2030 2008-2010 Pre-Drive C2x 2011-2013 Drive C2x 2008-2012 SIM-TD 2016-2019 ART-03 2018-2021 Enable-S3 2016-2019 ART-04 2015-2018 Ko-HAF ika/fka 1985 1990 1995 2000 2005 2010 2015 2020
Coordination and Support Action Safe and Connected Automation in Road Transport Partner BMW, Bosch, CLEPA, CRF, Fraunhofer LBF, NEC, NXP, Renault, SERNAUTO, Telecom Italia, VDI / VDE-IT, ika Duration 07/2016 07/2018
SCOUT - Structure and Responsibilities WP 8 Project Management (VDI/VDE-IT) Strategy Development Society e.g. Cities, Interest Groups Industry Sectors (Automotive, Telecom, Digital) EU Project Coordinators WP 2 Capture of Goals, Expectations and Use Cases of Safe and Connected Automation (Renault) WP 3 Analysis of the European Ecosystem for Connected and Automated Driving (ika) WP 4 Identification of Sustainable Business Models (FHG) WP 5 European Roadmap for Safe and Connected Automation (NXP) Public Authorities Industry General Public Service Functions WP 6 International Monitoring and Cooperation (BOSCH) WP 7 Networking and Dissemination (CLEPA)
State of the Art Analysis Objectives Record the state of the art in technical and non-technical enablers and anticipate future evolutions Identify current and future gaps and challenges from technical, societal, economic, policy, legal and regulatory perspectives in comparison to the vision created in SCOUT Enable the anticipation of future development paths of the European ecosystem of connected and automated driving
5-layer model on Automated Driving Each factor of Automated Driving is addressed by using the 5-layer model Societal Legal Economics Human factors Technology Each layer is divided into Vehicle Driver Environment A holistic approach is necessary on the way towards Automated Driving none of these factors can be removed Focus on technical and legal layer V E H I C L E D R I V E R E N V I R O N M E N T
Structuring Automated Driving Cost/Benefit analysis Efficiency, Safety Business location Germany 5-level-model on Fields of Action Assessment of acceptance, e. g. for different user groups Social Level Legal Level Driver-Vehicle-Interaction, e. g. after TOR during automated driving Interaction Level Technical Level Technical regulations, e. g. Traffic regulations (e.g. StVZO) ECE R79, New business models, e. g. Car-haring Ride-sharing Economic Level HMI concept, e. g. Information presentation Logics & timing & escalation V E H I C L E V E H I C L E V E H I C L E V E H I C L E D R I V E R D R I V E R D R I V E R D R I V E R D R I V E R E N V I R O N M E N T E N V I R O N M E N T E N V I R O N M E N T E N V I R O N M E N T Regulation / Laws for drivers e. g. STVO Vienna Convention on road traffic Regulations of Infrastructure, e. g. Road building rules Driver-Environment-Interaction, e. g. Detection of critical situations Reaction of other traffic participants Driver monitoring Actual use of system TOR = f(driver state) Standardization Evaluation & Sign-off Suitable Methodologies Efficient Process? V E H I C L E E N V I R O N M E N T Environment detection T E C H N Sensor I C range A L S T A N D A R D S Redundancy Design of infrastructure, e.g. Physically road markings etc. Informational connectivity
Technical Layer Sensor Overview In-Vehicle Sensors Sensor Fusion Sensor set-ups Sensor Setup Radar - Short Range Radar - Long Range GPS Camera - Mono Camera Stereo V2X Sensor Ultrasonic Infrared Maps Lidar / Laser Navigation and Localization Maps Current Location Example: Tesla Model S Connectivity Overview of 5G 5G-PPP Automotive Vision Example: Mercedes S-Class Security
Technical Layer
End-to-End Learning: Technical Layer Deep Neural Network Longitudinal and Lateral Control Sensor data (e.g. Camera) Component based driving function: Sensor data (e.g. Camera) Sensor data processing Deep Neural Network Sensor Fusion Deep Neural Network Situation Understanding Deep Neural Network Tactical Planning Deep Neural Network Trajectory Planning Deep Neural Network Longitudinal and Lateral Control
Legal Layer Legal status of connected and automated driving in Europe Vienna Convention & United Nations Regulation UN-R 79 National Regulation International Regulation in several European member states USA Japan South Korea China Other regulation areas to be observed Liability Insurance Personal Data Protection/Data Security Type Approval Other national regulations revolving around automated driving
Legal Layer Example: Legal status in Europe/Germany Vienna Convention on Road Traffic (1968) Spring 2014: proposals for amendments changes integrated National vs. international law Germany January 2017: German Federal Ministry of Transport Proposal presented a legislative proposal to amend the Straßenverkehrsgesetz in order to establish a first legal basis for automated driving in public space New laws on highly and fully automated cars valid since June 21, 2017 Ethics Committee on Automated Driving Final report from June 20 Available legal boundary conditions for Level 3 vehicle automation
Legal Level - Current State of the Art Level 3 Systems are already legal in Germany New law on Level 3 vehicle automation valid since June 21 st 2017 in Germany Driver is allowed to get out of the driving loop, but needs to take over if required by the system or if he detects a danger Data needs to be recorded of take over requests and take over situations (to be deleted after 6 month) This data is to be analysed in order to determine the cause of accidents In total the law is not clear in all points and will need to be analysed more accurately in case of any legal problems after an accident Evaluation of the law in 2019 Certification of Level 3 Systems are possible
Social Level - Current State of the Art German Ethics Commission on Automated Driving Ethics Committee on Automated and Connected Driving issued final report on June 20, 2017 14 independent experts involved 20 ethical rules for Automated and Connected Driving established v Main conclusions: Protection of humans has highest priority No evaluation between human lives (one vs. many, young vs. old etc.) No ethical decisions are to be programmed into system (dilemma situation) The Ethics need to be taken into account
L e v e l o f C o n n e c t i v i t y Next Steps in SCOUT SWOT analysis of the connected and automated driving ecosystem in Europe Human L e v e l o f A u t o m a t i o n System Robust & secure connectivity perfect Driver Assistance by precise Information cooperative highly automated driving swarmdriving Google Car without controls State-of-the-art connectivity e.g. traffic information, ecall e.g. radio based danger warning comfortable automated driving using ehorizon No connectivity classic car ACC ACC + Lanekeeping autonomous highly automated driving No Automation Driver Assistance Partial Automation Conditional Automation High Automation Full Automation Level 0 Level 1 Level 2 Level 33 Level 44 Level 5
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