Browse Topic: Level 1 (Driver assistance)

Items (26)
Find
Taxonomy and Definitions for Terms Related to Cooperative Driving Automation for On-Road Motor VehiclesJ3216_202107 (Current)07/16/2021
This document describes machine-to-machine (M2M) communication to enable cooperation between two or more participating entities or communication devices possessed or controlled by those entities. The cooperation supports or enables performance of the dynamic driving task (DDT) for a subject vehicle with driving automation feature(s) engaged. Other participants may include other vehicles with driving automation feature(s) engaged, shared road users (e.g., drivers of manually operated vehicles or pedestrians or cyclists carrying personal devices), or road operators (e.g., those who maintain or operate traffic signals or workzones). Cooperative driving automation (CDA) aims to improve the safety and flow of traffic and/or facilitate road operations by supporting the movement of multiple vehicles in proximity to one another. This is accomplished, for example, by sharing information that can be used to influence (directly or indirectly) DDT performance by one or more nearby road users
Cooperative Driving Automation(CDA) Committee
Information Report
Taxonomy and Definitions for Terms Related to Cooperative Driving Automation for On-Road Motor VehiclesJ3216_202107-TEST-REC (Historical)07/16/2021
This document describes machine-to-machine (M2M) communication to enable cooperation between two or more participating entities or communication devices possessed or controlled by those entities. The cooperation supports or enables performance of the dynamic driving task (DDT) for a subject vehicle with driving automation feature(s) engaged. Other participants may include other vehicles with driving automation feature(s) engaged, shared road users (e.g., drivers of manually operated vehicles or pedestrians or cyclists carrying personal devices), or road operators (e.g., those who maintain or operate traffic signals or workzones). Cooperative driving automation (CDA) aims to improve the safety and flow of traffic and/or facilitate road operations by supporting the movement of multiple vehicles in proximity to one another. This is accomplished, for example, by sharing information that can be used to influence (directly or indirectly) DDT performance by one or more nearby road users
Cooperative Driving Automation(CDA) Committee
Information Report
Taxonomy and Definitions for Terms Related to Driving Automation Systems for On-Road Motor VehiclesJ3016_202104 (Current)04/30/2021
This document describes [motor] vehicle driving automation systems that perform part or all of the dynamic driving task (DDT) on a sustained basis. It provides a taxonomy with detailed definitions for six levels of driving automation, ranging from no driving automation (Level 0) to full driving automation (Level 5), in the context of [motor] vehicles (hereafter also referred to as “vehicle” or “vehicles”) and their operation on roadways: Level 0: No Driving Automation Level 1: Driver Assistance Level 2: Partial Driving Automation Level 3: Conditional Driving Automation Level 4: High Driving Automation Level 5: Full Driving Automation These level definitions, along with additional supporting terms and definitions provided herein, can be used to describe the full range of driving automation features equipped on [motor] vehicles in a functionally consistent and coherent manner. “On-road” refers to publicly accessible roadways (including parking areas and private campuses that permit
On-Road Automated Driving (ORAD) committee
Recommended Practice
Taxonomy and Definitions for Terms Related to Driving Automation Systems for On-Road Motor VehiclesJ3016_202104-TEST-REC (Historical)04/30/2021
This document describes [motor] vehicle driving automation systems that perform part or all of the dynamic driving task (DDT) on a sustained basis. It provides a taxonomy with detailed definitions for six levels of driving automation, ranging from no driving automation (Level 0) to full driving automation (Level 5), in the context of [motor] vehicles (hereafter also referred to as “vehicle” or “vehicles”) and their operation on roadways: Level 0: No Driving Automation Level 1: Driver Assistance Level 2: Partial Driving Automation Level 3: Conditional Driving Automation Level 4: High Driving Automation Level 5: Full Driving Automation These level definitions, along with additional supporting terms and definitions provided herein, can be used to describe the full range of driving automation features equipped on [motor] vehicles in a functionally consistent and coherent manner. “On-road” refers to publicly accessible roadways (including parking areas and private campuses that permit
On-Road Automated Driving (ORAD) committee
Recommended Practice
On the Way to SVA21AVEP03_0403/01/2021
Aptiv says its Smart Vehicle Architecture central controller is the key to simpler, more compact and higher-performance ADAS and AV systems. Despite the myriad challenges the world faced in 2020, it was a “great year of growth” for Aptiv, the technology company formerly known as Delphi Automotive, according to senior VP and CTO Glen De Vos. He outlined Aptiv's next steps toward “democratizing” both automated driver-assist systems (ADAS) and autonomous-vehicle (AV) systems in a recent online media conference. Underpinning Aptiv's growth are its technology pillars - the Active Safety Domain Controller (ASDC) and the Smart Vehicle Architecture (SVA). Three major OEMs use Aptiv's “satellite” SVA for their AV technology today, De Vos noted, and two more are launching in 2021. He projected that SVA will be deployed on 10 million vehicles by 2025. In some cases, the OEMs will use the SVA across every vehicle in their lineups, over time, while others will target SVA use by a brand or by region
Blanco, Sebastian
Magazine Article
Safety-Relevant Guidance for On-Road Testing of Prototype Automated Driving System (ADS)-Operated VehiclesJ3018_202012 (Current)12/04/2020
This document provides preliminary1 safety-relevant guidance for in-vehicle fallback test driver training and for on-road testing of vehicles being operated by prototype conditional, high, and full (Levels 3 to 5) ADS, as defined by SAE J3016. It does not include guidance for evaluating the performance of post-production ADS-equipped vehicles. Moreover, this guidance only addresses testing of ADS-operated vehicles as overseen by in-vehicle fallback test drivers (IFTD). These guidelines do not address: Remote driving, including remote fallback test driving of prototype ADS-operated test vehicles in driverless operation. (Note: The term “remote fallback test driver” is included as a defined term herein and is intended to be addressed in a future iteration of this document. However, at this time, too little is published or known about this type of testing to provide even preliminary guidance.) Testing of driver support features (i.e., Levels 1 and 2), which rely on a human driver to
On-Road Automated Driving (ORAD) committee
Recommended Practice
Safety-Relevant Guidance for On-Road Testing of Prototype Automated Driving System (ADS)-Operated VehiclesJ3018_202012-TEST-REC (Historical)12/04/2020
This document provides preliminary1 safety-relevant guidance for in-vehicle fallback test driver training and for on-road testing of vehicles being operated by prototype conditional, high, and full (Levels 3 to 5) ADS, as defined by SAE J3016. It does not include guidance for evaluating the performance of post-production ADS-equipped vehicles. Moreover, this guidance only addresses testing of ADS-operated vehicles as overseen by in-vehicle fallback test drivers (IFTD). These guidelines do not address: Remote driving, including remote fallback test driving of prototype ADS-operated test vehicles in driverless operation. (Note: The term “remote fallback test driver” is included as a defined term herein and is intended to be addressed in a future iteration of this document. However, at this time, too little is published or known about this type of testing to provide even preliminary guidance.) Testing of driver support features (i.e., Levels 1 and 2), which rely on a human driver to
On-Road Automated Driving (ORAD) committee
Recommended Practice
Taxonomy and Definitions for Terms Related to Cooperative Driving Automation for On-Road Motor VehiclesJ3216_202005-TEST-REC (Historical)05/07/2020
This document describes machine-to-machine (M2M) communication to enable cooperation between two or more participating entities or communication devices possessed or controlled by those entities. The cooperation supports or enables performance of the dynamic driving task (DDT) for a subject vehicle with driving automation feature(s) engaged. Other participants may include other vehicles with driving automation feature(s) engaged, shared road users (e.g., drivers of manually operated vehicles or pedestrians or cyclists carrying personal devices), or road operators (e.g., those who maintain or operate traffic signals or workzones). Cooperative driving automation (CDA) aims to improve the safety and flow of traffic and/or facilitate road operations by supporting the movement of multiple vehicles in proximity to one another. This is accomplished, for example, by sharing information that can be used to influence (directly or indirectly) DDT performance by one or more nearby road users
Cooperative Driving Automation(CDA) Committee
Information Report
Taxonomy and Definitions for Terms Related to Cooperative Driving Automation for On-Road Motor VehiclesJ3216_202005 (Historical)05/07/2020
This document describes machine-to-machine (M2M) communication to enable cooperation between two or more participating entities or communication devices possessed or controlled by those entities. The cooperation supports or enables performance of the dynamic driving task (DDT) for a subject vehicle with driving automation feature(s) engaged. Other participants may include other vehicles with driving automation feature(s) engaged, shared road users (e.g., drivers of manually operated vehicles or pedestrians or cyclists carrying personal devices), or road operators (e.g., those who maintain or operate traffic signals or workzones). Cooperative driving automation (CDA) aims to improve the safety and flow of traffic and/or facilitate road operations by supporting the movement of multiple vehicles in proximity to one another. This is accomplished, for example, by sharing information that can be used to influence (directly or indirectly) DDT performance by one or more nearby road users
Cooperative Driving Automation(CDA) Committee
Information Report
SUPPLIER EYE20AUTP05_0505/01/2020
As I write this in late April, the automotive ecosystem is approaching life after COVID-19. For more than a month, the mobility industry has had to deal with an event which was virtually unthinkable, or even contemplated (aside from the world wars): a staged global lockdown and paralysis impacting both supply and demand. Because this new reality was never gamed or even built into a low-probability scenario, decision-makers are falling back on past extraneous events for guidance to adapt to the new business environment. Both the supply (production and supply chain) side as well as the consumer-demand side are currently faced with more unknowns than knowns. Given these unfamiliar waters, organizational flexibility and speed will be key to the re-start and moving forward.
Magazine Article
Democratize AV Technology!20AVEP01_0401/01/2020
Aptiv's new generation of open-sourced architectures based on a few central processors aims to speed AV adoption. CTO Glen DeVos explains. The software-intensive, electrified and increasingly automated vehicle will define the 2020s. Its rise is driving both the industry-wide re-thinking of electrical architectures and the growth of engineering employment behind it. At the forefront of this trend is Aptiv, the technology Tier 1 spun off from Delphi in 2017. It now has more than 19,000 engineers among its 160,000 staff, comprising one of the highest engineer-to-employee ratios among large suppliers. “We've been adding about 1,500 engineers per year, primarily in software and systems engineering, at our 15 major technical centers,” said CTO Glen DeVos. These resources, he noted, will help Aptiv accelerate its customers' development of new vehicle platforms with greater active-safety capability, including automated-driving functionality.
Brooke, Lindsay
Magazine Article
Q&A19AUTP10_1610/01/2019
Swamy Kotagiri is Magna's chief technology officer and head of the company's Power & Vision segment. Automotive Engineering contributor Sebastian Blanco spoke with him at the 2019 opening of Magna Electronics' new manufacturing facility near Holly, Michigan. There, the company will be consolidating production lines to make and fully test around 12 million automotive-grade cameras a year. Some highlights of our conversation:
Magazine Article
Safety-Relevant Guidance for On-Road Testing of SAE Level 3, 4, and 5 Prototype Automated Driving System (ADS)-Operated VehiclesJ3018_201909 (Historical)09/04/2019
This document provides safety-relevant guidance for on-road testing of vehicles being operated by prototype conditional, high, and full (Levels 3 to 5) ADS, as defined by SAE J3016. It does not include guidance for evaluating the performance of post-production ADS-equipped vehicles. Moreover, this guidance only addresses testing of ADS-operated vehicles as overseen by in-vehicle fallback test drivers (IFTD). These guidelines do not address: Remote driving, including remote fallback test driving of prototype ADS-operated test vehicles in driverless operation. (Note: The term “remote fallback test driver” is included as a defined term herein and is intended to be addressed in a future iteration of this document. However, at this time, too little is published or known about this type of testing to provide even preliminary guidance.) Testing of driver support features (i.e., Levels 1 and 2), which rely on a human driver to perform part of the dynamic driving task (DDT) and to supervise the
On-Road Automated Driving (ORAD) committee
Information Report
Taxonomy and Definitions for Terms Related to Driving Automation Systems for On-Road Motor VehiclesJ3016_201806-TEST-REC (Historical)06/15/2018
This SAE Recommended Practice describes motor vehicle driving automation systems that perform part or all of the dynamic driving task (DDT) on a sustained basis. It provides a taxonomy with detailed definitions for six levels of driving automation, ranging from no driving automation (level 0) to full driving automation (level 5), in the context of motor vehicles (hereafter also referred to as “vehicle” or “vehicles”) and their operation on roadways. These level definitions, along with additional supporting terms and definitions provided herein, can be used to describe the full range of driving automation features equipped on motor vehicles in a functionally consistent and coherent manner. “On-road” refers to publicly accessible roadways (including parking areas and private campuses that permit public access) that collectively serve users of vehicles of all classes and driving automation levels (including no driving automation), as well as motorcyclists, pedal cyclists, and pedestrians
On-Road Automated Driving (ORAD) committee
Recommended Practice
Taxonomy and Definitions for Terms Related to Driving Automation Systems for On-Road Motor VehiclesJ3016_201806 (Historical)06/15/2018
This SAE Recommended Practice describes motor vehicle driving automation systems that perform part or all of the dynamic driving task (DDT) on a sustained basis. It provides a taxonomy with detailed definitions for six levels of driving automation, ranging from no driving automation (level 0) to full driving automation (level 5), in the context of motor vehicles (hereafter also referred to as “vehicle” or “vehicles”) and their operation on roadways. These level definitions, along with additional supporting terms and definitions provided herein, can be used to describe the full range of driving automation features equipped on motor vehicles in a functionally consistent and coherent manner. “On-road” refers to publicly accessible roadways (including parking areas and private campuses that permit public access) that collectively serve users of vehicles of all classes and driving automation levels (including no driving automation), as well as motorcyclists, pedal cyclists, and pedestrians
On-Road Automated Driving (ORAD) committee
Recommended Practice
700 MILES, hands-free!18MEIP03_0603/01/2018
GM's Super Cruise turns Cadillac drivers into passengers in a well-engineered first step toward greater vehicle autonomy. Two sunny days in late September, a state-of-the-art luxury sedan, and good company make for a potentially great road trip. But this one was special. “Pretty remarkable that we've already driven about 500 miles without either of us touching the steering wheel; I'm impressed,” I noted to co-driver Sam Abuelsamid, as we headed southbound from Chicago, on Interstate 57 in Illinois.
Brooke, Lindsay
Magazine Article
700 MILES, hands-free!17AUTP11_0111/01/2017
GM's Super Cruise turns Cadillac drivers into passengers in a well-engineered first step toward greater vehicle autonomy. Two sunny days in late September, a state-of-the-art luxury sedan, and good company make for a potentially great road trip. But this one was special. “Pretty remarkable that we've already driven about 500 miles without either of us touching the steering wheel; I'm impressed,” I noted to co-driver Sam Abuelsamid, as we headed southbound from Chicago, on Interstate 57 in Illinois.
Brooke, Lindsay
Magazine Article
Effective Evaluation of Automated Driving Systems2017-01-003103/28/2017
In the last years various advanced driver assistance systems (ADAS) have been introduced on the market. More highly advanced functions up to automated driving functions are currently under research. By means of these functions partly automated driving in specific situations is already or will be realized soon, e.g. traffic jam assist. Besides the technical challenges to develop such automated driving functions for complex situations, e.g. construction or intersection areas, new approaches for the evaluation of these functions under different driving conditions are necessary, in order to assess the benefits and identify potential weaknesses. Classical approaches for evaluation and market sign off will require an extensive testing, which results in high costs and time demands. Therefore the classical approaches are hardly feasible taking into account higher levels of support and automation. Today the final sign-off requires a high amount of real world tests. This cannot be provided for
Benmimoun, Mohamed
Technical Paper
Taxonomy and Definitions for Terms Related to Driving Automation Systems for On-Road Motor VehiclesJ3016_201609-TEST-REC (Historical)09/30/2016
This Recommended Practice provides a taxonomy for motor vehicle driving automation systems that perform part or all of the dynamic driving task (DDT) on a sustained basis and that range in level from no driving automation (level 0) to full driving automation (level 5). It provides detailed definitions for these six levels of driving automation in the context of motor vehicles (hereafter also referred to as “vehicle” or “vehicles”) and their operation on roadways. These level definitions, along with additional supporting terms and definitions provided herein, can be used to describe the full range of driving automation features equipped on motor vehicles in a functionally consistent and coherent manner. “On-road” refers to publicly accessible roadways (including parking areas and private campuses that permit public access) that collectively serve users of vehicles of all classes and driving automation levels (including no driving automation), as well as motorcyclists, pedal cyclists
On-Road Automated Driving (ORAD) committee
Recommended Practice
Taxonomy and Definitions for Terms Related to Driving Automation Systems for On-Road Motor VehiclesJ3016_201609 (Historical)09/30/2016
This Recommended Practice provides a taxonomy for motor vehicle driving automation systems that perform part or all of the dynamic driving task (DDT) on a sustained basis and that range in level from no driving automation (level 0) to full driving automation (level 5). It provides detailed definitions for these six levels of driving automation in the context of motor vehicles (hereafter also referred to as “vehicle” or “vehicles”) and their operation on roadways. These level definitions, along with additional supporting terms and definitions provided herein, can be used to describe the full range of driving automation features equipped on motor vehicles in a functionally consistent and coherent manner. “On-road” refers to publicly accessible roadways (including parking areas and private campuses that permit public access) that collectively serve users of vehicles of all classes and driving automation levels (including no driving automation), as well as motorcyclists, pedal cyclists
On-Road Automated Driving (ORAD) committee
Recommended Practice
Automated Driving Impediments2016-01-800709/27/2016
Since the turn of the millennium, automated vehicle technology has matured at an exponential rate, evolving from research largely funded and motivated by military and agricultural needs to a near-production market focused on everyday driving on public roads. Research and development has been conducted by a variety of entities ranging from universities to automotive manufacturers to technology firms demonstrating capabilities in both highway and urban environments. While this technology continues to show promise, corner cases, or situations outside the average driving environment, have emerged highlighting scenarios that impede the realization of full automation anywhere, anytime. This paper will review several of these corner cases and research deficiencies that need to be addressed for automated driving systems to be broadly deployed and trusted.
Mentzer, Chris, Lamm, Ryan D., Towler, Jerry
Journal Article
2017 Pacifica is first hybrid minivan, rides on all-new FCA platform16MEIP06_2506/01/2016
Despite the popularity of SUVs and CUVs, nothing beats a minivan for its combination of interior flexibility, ingress/egress, passenger comfort, cargo hauling and, in some cases, fuel efficiency. While the segment isn't as large as it was in 2000, when sales peaked at 1.37 million deliveries in North America, about 500,000 minivans are still sold annually-ample profit-spinning volume that analysts expect will be sustained through at least 2020. As millions of customers would likely attest, the minivan is “still the best transportation ‘tool’ for families,” observed Tim Kuniskis, head of FCA's passenger car brands, when he pulled the cover off Chrysler's 2017 Pacifica-the company's sixth generation minivan. It was shown to Automotive Engineering and other media on embargo prior to the car's official debut at the 2016 North American International Auto Show.
Brooke, Lindsay
Magazine Article
Time Required for Take-over from Automated to Manual Driving2016-01-015804/05/2016
Automation of vehicles can be expected to improve safety, comfort and efficiency, and is being developed in various countries. Introduction of automated driving can be ranked from 0 to 5 (0: no automation, 1: driver assistance, 2: partial automation, 3: conditional automation, 4: high automation, 5: full automation). Currently, feasible automation levels are considered to be levels 2 or 3, and human manual take-over from the automated system is needed when the automated system exceeds these levels. In this situation, time required for take-over is an important issue. This study focuses on describing driving simulator experimental results of time required for take-over. The experimental scenario is that the automated system finds an object ahead during automated driving on the highway, and issues a take-over request to the driver. The subject driver can be in the following driver situations: hands-on or hands-off the steering, and strong or weak distractions. In these situations, we
Ito, Toshio, Takata, Arata, Oosawa, Kenta
Technical Paper
2017 Pacifica is first hybrid minivan, rides on all-new FCA platform16AUTP03_0903/01/2016
Despite the popularity of SUVs and CUVs, nothing beats a minivan for its combination of interior flexibility, ingress/ egress, passenger comfort, cargo hauling and, in some cases, fuel efficiency. While the segment isn't as large as it was in 2000, when sales peaked at 1.37 million deliveries in North America, about 500,000 minivans are still sold annually-ample profit-spinning volume that analysts expect will be sustained through at least 2020. As millions of customers would likely attest, the minivan is “still the best transportation ‘tool’ for families,” observed Tim Kuniskis, head of FCA's passenger car brands, when he pulled the cover off Chrysler's 2017 Pacifica-the company's sixth generation minivan. It was shown to Automotive Engineering and other media on embargo prior to the car's official debut January 11 at the 2016 North American International Auto Show.
Brooke, Lindsay
Magazine Article
Taxonomy and Definitions for Terms Related to On-Road Motor Vehicle Automated Driving SystemsJ3016_201401 (Historical)01/16/2014
This Information Report provides a taxonomy for motor vehicle automation ranging in level from no automation to full automation. However, it provides detailed definitions only for the highest three levels of automation provided in the taxonomy (namely, conditional, high and full automation) in the context of motor vehicles (hereafter also referred to as “vehicle” or “vehicles”) and their operation on public roadways. These latter levels of advanced automation refer to cases in which the dynamic driving task is performed entirely by an automated driving system during a given driving mode or trip. Popular, media, and legislative references to “autonomous” or “self-driving” vehicles encompass some or all of these levels of automation. These definitions can be used to describe the automation of (1) on-road vehicles, (2) particular systems within those vehicles, and (3) the operation of those vehicles. “On-road” refers to public roadways that collectively serve users of vehicles of all
On-Road Automated Driving (ORAD) committee
Information Report
Introduction to Automated Vehicle Safety: Multi-Agent, Functional, SOTIF, and CybersecurityC1950
This course will characterize the nature of safety and the fundamental technology needed by those involved in the design, development, testing, operation, and deployment of automated vehicles. You'll learn the main attributes of safety as applied to automated vehicles, including the three types of safety: Functional Safety, Safety of the Intended Functionality (SOTIF), and Multi-agent Safety. The discussion will enable you to conceive of the various applicable design aspects of safety, clarify the role of SOTIF and multi-agent safety for automated vehicles, and address the development of multi-agent safety using a probabilistic and stochastic framework. Five practice exercises are incorporated into the course requirements to ensure application and retention.
Pimentel, Juan
Instructor Led
Items per page:
1 – 26 of 26