Browse Topic: Highly automated vehicles

Items (108)

Vehicle Experience and Human Interaction: Vol. 1

EPRCOMPV17202305/03/2024

Connected and autonomous vehicles (CAVs) and their productization are a major focus of the automotive and mobility industries as a whole. However, despite significant investments in this technology, CAVs are still at risk of collisions, particularly in unforeseen circumstances or “edge cases.” It is also critical to ensure that redundant environmental data are available to provide additional information for the autonomous driving software stack in case of emergencies. Additionally, vehicle-to-everything (V2X) technologies can be included in discussions on safer autonomous driving design. Recently, there has been a slight increase in interest in the use of responder-to-vehicle (R2V) technology for emergency vehicles, such as ambulances, fire trucks, and police cars. R2V technology allows for the exchange of information between different types of responder vehicles, including CAVs. It can be used in collision avoidance or emergency situations involving CAV responder vehicles. The

Abdul Hamid, Umar Zakir, Roth, Christian, Nickerson, Jeffrey, Lyytinen, Kalle, King, John Leslie

Design of a Robust Optimal Multivariable Control for a Steer-by-Wire System

2023-01-121806/26/2023

On the way to highly automated and autonomous driving, a robustly designed steering system is a key component. Therefore, the proposed article will present a new control approach for modern steer-by-wire systems. The novel approach consists of a true multivariable control for the driver´s steering torque and the rack position simultaneously using the requested torques of the downstream (SRU) and upstream (SFU) motor as control variables. Here, the plant model is a detailed model of a steer-by-wire system with nine degrees of freedom (see Fig.1). For the control design, an optimal reduced model is derived. The reduced plant model is linearized and augmented by linear models for the reference and disturbance environment of the steer-by-wire system and by a linearized model for the complete feeling generator computing the requested steering torque. The feeling generator consists of a rack force feedback, an active damping and an active steering wheel return. For this augmented model, a

Irmer, Marcus, Degen, René, Nüßgen, Alexander, Thomas PhD, Karin, Ruschitzka PhD, Margot, Henrichfreise PhD, Hermann

EDITORIAL: Platooning still promising for trucking

22TOFHP08_0408/01/2022

There is “no business case” for platooning, or the electronic coupling of two or more trucks in close formation. That was the assessment of Daimler Trucks in 2019 when it decided to pause its years-long platooning development activities. The OEM determined that for U.S. long-distance applications, where conditions were expected to be ideal, the fuel savings were less than stellar and diminished further when the platoon got “disconnected” and trucks had to accelerate to reconnect. Instead, the company turned its full attention to developing highly automated (SAE Level 4) trucks. The fate of Peloton Technology, a company all-in on platooning but that ceased operations in 2021, is another indicator that perhaps platooning's promise has faded.

Toward an Automated Scenario-Based X-in-the-Loop Testing Framework for Connected and Automated Vehicles

12-05-04-003006/27/2022

Emerging technologies for connected and automated vehicles (CAVs) are rapidly advancing, and there is an incremental adoption of partial automation systems in existing vehicles. Nevertheless, there are still significant barriers before fully or highly automated vehicles can enter mass production and appear on public roads. These are not only associated with the need to ensure their safe and efficient operation but also with cost and delivery time constraints. A key challenge lies in the testing and validation (T&V) requirements of CAVs, which are expected to be significantly higher than those of traditional and partially automated vehicles. Promising methodologies that can be used toward this goal are scenario-based (SBT) and X-in-the-Loop (XiL) testing. At the same time, complex techniques such as co-simulation and mixed-reality simulation could also provide significant benefits. Nevertheless, the benefits of individual solutions are likely to be significantly smaller, if considered

Kyriakopoulos, Ioannis, Jaworski, Pawel, Edwards, Tim

Dynamic Vehicle-in-the-Loop: A Novel Method for Testing Automated Driving Functions

12-05-04-002906/23/2022

In automated driving functions (ADF) testing, novel methods have been developed to allow the combination of hardware and simulation to ensure safety in usage even at an early stage of development. This article proposes an architecture to integrate an entire test vehicle—denominated Dynamic Vehicle-in-the-Loop (DynViL)—in a virtual environment. This approach enables the interaction of a real vehicle with virtual traffic participants. The vehicle is physically tested on an empty track, but connected to the CARLA simulator, in which virtual driving scenarios are created. The simulated environment is transmitted to the vehicle driving function which controls the real vehicle in reaction to the virtual objects perceived in simulation. Furthermore, the performance of the DynViL in different test scenarios is evaluated. The results show that the reproducibility of the tests with the DynViL is satisfactory. Furthermore, the results indicate that the deviation between simulation and DynViL

Drechsler, Maikol Funk, Sharma, Varun, Reway, Fabio, Schütz, Christoph, Huber, Werner

Demonstration of energy consumption reduction in class 8 trucks using eco-driving algorithm based on on-road testing

2022-01-015703/29/2022

Vehicle to Everything (V2X) communication has enabled on-board access to the information from other vehicles and infrastructure. This information, traditionally used for safety applications, is increasingly being used for improving fuel economy of the vehicles [1, 2, 3, 4, 5]. This work aims at demonstrating energy consumption reduction in heavy/medium duty vehicles using the eco-driving algorithm. The algorithm is enabled by V2X communication and uses data contained in basic safety messages (BSMs) and signal phase and timing (SPaT) to generate an energy-efficient velocity trajectory for the vehicle to follow. A ~25.7 km (16-mi) urban corridor in Bexar County, Texas, was modeled in a microscopic traffic simulation package and calibrated to match real-world conditions. For the trucks using this algorithm, a nominal reduction of 7% in energy consumption and 6% in trip time was observed in simulation. This was validated by on-track testing of a pair of velocity profiles. The track testing

Bhagdikar, Piyush, Gankov, Stanislav, Frazier, Cole, Rengarajan, Sankar, Warden, Rebecca, Brown, Michael, Sarlashkar, Jayant

Modern Product Development Platform for Living Products in Perpetual Systems

2022-01-026103/29/2022

In 1930, John Maynard Keynes predicted, that due to software and automation, 15-hour work weeks would be a reality by the end of the century. While that envisioned “utopia” has not been realized, Mr. Keynes did have the radical vision to imagine a pretty radical low code highly automated future - one to which the future of software in mobility arguably depends on. So, what went wrong? Well, its not about as much about what went wrong but about how adoption is taking place and how it needs to change. In any software development, no matter where in history, as soon as software testing became a hot topic, automation tools started springing up and then "selective parts" that were iterative and time-consuming in the software were automated away. This begs several questions. The first and obvious, why automate these parts - and the second - whether software developers are making themselves obsolete by building automation tools. If more and more machines can write code for themselves, what do

Minarcin, Monika, Rush, David

The Effect of Pre-crash Seat Rotation with and without Feet Support in Highly Automated Vehicle Rear-end Crash

2022-01-104603/29/2022

Automotive industry aims at reaching higher levels of driving automation as described in SAE J3016TM. From the perspective of occupant safety, an automated driving system (ADS) shall provide safer conditions for highly automated vehicle (HAV) users compared to standard vehicles since the human error is excluded. In following decades, however, one can expect the mixed fleet of both standard and automated vehicles on roads. Therefore, collision between manually driven cars and HAVs are to be expected. For instance, a research’s result in 2019 showed that 60% of autonomous vehicles crashes was rear-ended. At the same time, future HAVs are mostly considered with non-standard seating configurations. That is, HAVs’ occupants access more room in the vehicle which allows them to rotate their seats to have comfortable positions. This brings a challenging topics for the safety of HAVs’ occupants considering various impact directions. This work aims to address this issue using tools of numerical

Talimian, Abbas, Vychytil, Jan

Effects of combined Phone use and Alcohol-impaired Driving Behaviours among Female Drivers; A Driving Simulator Study

2022-01-097203/29/2022

Driver behavior and passenger safety remain one of the foremost axes developed for investigative research in driving simulator studies. However, a plethora of studies on driver’s behaviour using driving simulators has seen the underrepresentation of female participants whose characteristics have scarcely been investigated. More tellingly, the responsibility of female drivers for road traffic accidents with respect to cell phone use and alcohol-impaired behaviours is overlooked. Using a driving simulator experiment, this study thematically modelled and analysed the combined upshot of cell phone use and alcohol-impaired tasks among 15 female driver participants. The experiment was carried out in an urban simulated environment to extract discrete responses from these intoxicated drivers at four different levels of blood alcohol concentration (BAC) (0%, 0.02%, 0.05%, and 0.08%). Vehicle telematic variables such as acceleration (m/s2), vehicle speed (m/s), angular velocity (rad/s2) and RPM

Frimpong, Justice Alex, Prince PhD, Owusu-Ansah, Agyeman, Philip, Arhin, Ebenezer, Fayzullayevich, Jamshid

2.0.105 - Piston Sealing System Structure Design for Automobile's Lightweight Auto-Transmission

SAE-PP-0043509/24/2021

Current automobile's auto-transmission has problems of defects and cost reduction because of welding process and very complicated assembly process due to individualized transmission piston and sealing components. Also, size and heavy weight of transmission piston components are the source of low mileage because they are made of aluminum, steel material. In this study, therefore, we perform structure design for piston sealing system which integrates piston and sealing material for automobile's lightweight auto-transmission. Also performed stress analysis through finite element analysis to secure required suitable strength when internal pressure is applied after assemble.

Mutagaana, Festo

0071 - Testing Download

SAE-PP-0042009/13/2021

The combustion occurring in an internal combustion engine subsequently emits high-intensity acoustic pulse along with exhaust gas flow. Formula SAE competition is imposing restrictions on acoustic emissions from an engine, which necessitates the activity of design and optimization of a high-performance muffler. The muffler has to be designed with the objectives of satisfying acoustic emission norms imposed and as well strategically designed to have less obstruction to exhaust flow and being lightweight to maintain the integrity of a Formula Student car. A novel approach of combining the effect of adsorptive and resonating muffler design has been inculcated in this work after the estimation of muffler size and resonance. The acoustic pressure analysis and exhaust flow efficiency are carried out using Ricardo WAVE. These simulation results are validated with the developed prototype. The developed prototype is ascertained to fulfil the requirement of acoustic emission norms (103 dB[C

SintzADMIN, Jeneane, SintzUSER, Jeneane, Anthony, Lindsay, Mutagaana, Festo, Mutz, Jennifer

rtyeuy testing testing testing

SAE-PP-0035903/03/2021

SintzADMIN, Jeneane

Assessing Boundaries of AI Planning Models of Human-Robot Collaborative Riveting Processes in Industry-Like Conditions

2021-01-000203/02/2021

Riveting is an essential process for the pre-assembly as well as the final assembly of aircrafts. In many cases, the riveting process fails to be fully automated, for instance, in parts with complex geometries. Thus, manual riveting is still widely common. Several works have been carried towards semi-automatic riveting solutions, namely in riveting the section barrel of the aft section to its pressure bulkhead. In [1], a method of communication-free semi-automated riveting is proposed where a partially autonomous robot performs counter-holding while a human worker rivets. The method has been modeled and tested extensively in simulation. However, although a demonstration prototype has been developed, models have been tested on it curtly. This paper investigates experimental evaluation of different model variations on demonstration. The aim is to identify the boundaries of the method in real world conditions. Experimental setups are tailored similarly to the ones used in simulation for

Mueller, Rainer, Rekik, Khansa, Kanso, Ali

workflow - take 2

SAE-PP-0031702/19/2021

workflow - take 2

2.0.116 - Emission Optimization Approach to Meet the Current Indian Emission Norm Without EGR Cooling for a Vehicle Equipped with Common Rail Diesel Engine

SAE-PP-0031402/19/2021

In India, diesel engine powered vehicles are finding rising demand due to the subsidy offered on diesel. Currently, BS-IV emission norm (equivalent to E-IV in Europe) is in existence. To meet this emission norm, OEM look for improved engine design, use of common rail injection system, advanced after treatment. In the current article, a methodology is demonstrated by which the required emissions on multipurpose vehicle (MPV) powered with 2.2L common rail injection system was met with no need of EGR cooling. This was achieved by identifying the operating points from the BS-IV emission cycle where EGR cooling is beneficial. The next step involves assessing the loss of function due to its removal. The final step involves strategies which can bring the original optimized value of NOx-PM. Removal of EGR cooling avoids the cooling of intake charge and reduces the HC and CO emission. Also, it gets rid of complication in the under bonnet packaging and leads to maintenance free operation. This

Mutagaana, Festo

testing rc-2255

SAE-PP-0031302/19/2021

testing rc-2255

csp1071 test Construction of The Traffic Law and Regulation Framework for Automated Driving

SAE-PP-0029002/18/2021

Road automated driving as a new generation of information technology and the integration of the transport industry's development has become a new round of global scientific and technological innovation and industrial transformation. This technology will promote the continuous upgrading of the field of road traffic. At present, the government, enterprises, and investors all take this as the goal and direction to accelerate automated driving in China. A reasonable traffic law and regulation system is required to promote the healthy development of automatic driving and fully release scientific and technological innovation subjects' vitality. Until now, China has formulated an official rule concerning the road testing of automated driving. According to this rule, no passenger and freight transportation can be officially applied using automatic vehicles. Therefore, this paper tries to construct the traffic law and regulation framework to promote automated driving development. This paper

SintzADMIN, Jeneane, Anthony, Lindsay

7.0.108 - Challenges Faced for Parameterization & Validation of a Small Gasoline Engine Plant Model for Application of EMS Development

SAE-PP-0028402/04/2021

Control algorithm development for typical Engine Management System is a challenging task. To develop a reliable control algorithm, proper closed loop testing environment is required. In such development activity, it is of prime importance to validate the algorithm on a standalone target engine. This can be achieved in engine test cell where the actual engine will be controlled by prototype ECU. But this process has drawbacks like higher testing cost, time consuming, non-reusability of test bed etc. Simulation based engine plant model development for closed loop ECU testing is an effective technique for such application. Various generic engine models are available for such application.to suit a particular target engine these model need to be parameterized with precise engine data. The vehicle parameters used for parameterization are typically obtained from actual test and engine design data. This paper elaborates the process and challenges faced while parameterization and validation of

7.0.107 - Design and Development of Capacitance Type Level Sensor for Automotive Vehicle Application

SAE-PP-0028302/04/2021

Fuel level sensor is a device to indicate the level of the fuel in fuel tank fitted in an automobile. This will have features to communicate the fuel level to the dashboard of the vehicle and is of significant attention to the driver during vehicle usage. The advanced instrumentation provides a lot of information on the dashboard display such as information about fuel level, computing mileage, miles to go or miles to empty, fuel economy, average mileage, etc. Presently, the float arm type with Thick Film Resistor(TFR) and Reed switch type fuel level sensors are being used. To have accurate information for computing, the present sensors are not supporting due to its limitations like nonlinearity, fluctuating output due to slosh, output variations in steps and not continuous. The measurement accuracy of the fuel level sensor needs to be focused to rely on the information available on the dashboard instrument. Hence, it is vital to have a sensor with better reliability, accuracy and

6.0.104 - Warm Forming of 3t Mg Alloy Sheet for An Automotive Electronic Compressor Case

SAE-PP-0026002/04/2021

Recently, the applications of magnesium alloy to automobile and electric parts have been increased because of its high specific strength, excellent machinability, high electrical and thermal conductivity. The efforts of automobile industry to reduce fuel consumption by using lightweight structural materials have accelerated the deep drawing technology of magnesium alloy sheet. In the present study, the basic study to fabricate an automotive compressor case have been carried out. In order to apply ductile fracture criterion to predict the forming failure, critical damage values were determined from uniaxial tensile tests and FE simulations, and then they were expressed as the function of strain rate and temperature. The proposed methodology was applied to design the deep drawing process for fabrication of magnesium automotive compressor case without any defect. Based on the simulation and experimental results, AZ31 EL-cover part 39% lighter than ADC12 die casting EL-cover could be

Mutagaana, Festo

Construction of The Traffic Law and Regulation Framework for Automated Driving

SAE-PP-0024602/03/2021

Road automated driving as a new generation of information technology and the integration of the transport industry's development has become a new round of global scientific and technological innovation and industrial transformation. This technology will promote the continuous upgrading of the field of road traffic. At present, the government, enterprises, and investors all take this as the goal and direction to accelerate automated driving in China. A reasonable traffic law and regulation system is required to promote the healthy development of automatic driving and fully release scientific and technological innovation subjects' vitality. Until now, China has formulated an official rule concerning the road testing of automated driving. According to this rule, no passenger and freight transportation can be officially applied using automatic vehicles. Therefore, this paper tries to construct the traffic law and regulation framework to promote automated driving development. This paper

MobrxivNonAdmin, Lindsay

1.1.216 - Tailored Design and Layout for Loss Minimization or Cost-Effective Commonality of Parts - A Contradictory Conflict

SAE-PP-0024202/03/2021

In order to minimize the development and production costs in the automotive industry, despite steadily increasing variety of models and applications offered by the OEMs, the pressure on standardization of components and production processes is increasing continuously. As a direct consequence, modular engine families are already established with high degrees of common parts and kits as well as standardized interfaces for all vehicle platforms by most manufacturers these days. At the same time, the world adopted and announced massive legal demands concerning the reduction of CO2 emissions for the entire vehicle fleet. In addition to the optimization of the combustion process, the exhaust gas aftertreatment and thermal management, the use of improved and more resilient materials for higher reduction of mechanical friction leads to a significant amount of the realized lowering in fuel consumption respective CO2 emissions. Significant future potential for friction reduction and loss

Mutagaana, Festo

1.1.204 - Cost Effective Emergency Intimation System Design for Automobiles

SAE-PP-0021902/02/2021

The death toll due to traffic accidents in India is on a rise, according to the latest Road Transport ministry report, a total of 4.97 lakh road accident was reported in 2011. Though compared to 2010, the accidents have gone down by 1,945, the number of deaths at 1,42,485 has increased by over 7,000.[1] This paper proposes a design of an Emergency Intimation System (EIS) tailored to fit for Indian consumer needs and available infrastructure. EIS is an emergency alert technology devised to assist drivers and passenger in an event of vehicle crash. Majority of deaths are caused by slow accident response time. EIS is aimed to lower this response time and ensure that the required rescue and medical services are made available in time. This device employed to make this emergency alerts will be fitted into the vehicle Electrical and Electronics (E/E) architecture and will have interfaces with crash sensor network, CAN network and GSM etc. In an event of crash, this device shall send an SMS

Mutagaana, Festo

2.0.104 - Tackling Three Critical Issues of Transportation: Environment, Safety and Congestion Via Semi-autonomous Platooning

SAE-PP-0021402/01/2021

In recent years, platooning emerged as a realistic configuration for semi-autonomous driving. In the SARTRE project, simulation and physical tests were performed to validate the platooning system not only in testing facilities but also in conventional highways. Five vehicles were adapted with autonomous driving systems to have platooning functionalities, enabling to perform platoon tests and assess the feasibility, safety and benefits. Although the tested system was in a prototype, it demonstrated sturdiness and good functionality, allowing performing conventional road tests. First of all the fuel consumption decreased up to 16% in some configurations and different gaps between the vehicles were tested in order to establish the most suitable for platooning in terms of safety and economy. Additionally, the platooning technology enables a new level of safety in highways. Around 85% of the accident causation is the human factor. With platooning, the human factor is reduced almost entirely

Mutagaana, Festo

050 - Diesel Combustion Characteristics of Coconut Oil Ester Fuels

SAE-PP-0018801/30/2021

In order to improve the cold flow properties of coconut oil biodiesel and to reduce the lifecycle CO2 emission by using bio-alcohol at biodiesel manufacturing, varying the types of alcohol used at transesterification was examined. The pour point of coconut oil ester decreases as the carbon number of alcohol increases. Among 5 ester fuels, the pour point of coconut oil isobutyl ester (CiBE) made from isobutanol is lowest, −12.5 °C, compared to that of coconut oil methyl ester (CME), highest, −5 °C. The pour point of coconut oil 1-butyl ester (CBE) is −10 °C, second lowest. Furthermore, CBE, CiBE, CME and JIS No.2 diesel fuel (gas oil) were tested using a DI diesel engine. CBE and CiBE have shorter ignition delay compared to the gas oil although slightly longer than CME. CBE and CiBE have the same thermal efficiency and NOx emissions compared to the gas oil. HC, CO and Smoke emissions of coconut oil ester fuels slightly increase when the ester molecule carbon number increases. However

Mutagaana, Festo

A Practical Fail-Operational Steering Concept

10/02/2020

Automated vehicles require some level of subsystem redundancy, whether to allow a transition time for driver re-engagement (L3) or continued operation in a faulted state (L4+). Highly automated vehicle developers need to have safe miles accumulated by vehicles to assess system maturity and experience new environments. This article presents a conceptual framework suggesting that hardware newly available to commercial vehicle application can be used to form a steering system that will remain operational upon a failure. The key points of a provisional safety case are presented, giving hope that a complete safety case is possible. This article will provide autonomous vehicle developers a view of a near term possibility for a highly automated commercial vehicle steering solution.

Pandy, Ananda, Pathuri, Nagamani, Salunke, Pranav, Subba, Srujana Sree, Williams, Dan

TAKING AUTONOMY TO THE NEXT LEVEL

20TOFHP10_0210/01/2020

More work still needs done on AI, reaction strategies and assessing technology readiness before L4 trucks are market ready. Despite a pandemic that continues to punish global economic markets, not to mention vehicle manufacturers' and suppliers' product plans, many heavy-duty truck makers are not relaxing on efforts to bring high-level (SAE Level 4 or 5) autonomous trucks to market. Partnerships with self-driving tech startups can be a big part of the roadmap, the latest example coming in mid-July as Navistar announced it will co-develop SAE L4 trucks, targeted for production by 2024, with San Diego-based TuSimple. The producer of International commercial trucks and IC Bus school and commercial buses also has taken a minority stake in TuSimple. These moves follow a two-year “technical relationship” with the startup, which operates a U.S. fleet of 40 self-driving trucks that move freight between Arizona and Texas for companies like UPS and McLane Company. TuSimple plans to demonstrate

Autonomy is Coming to Commercial Vehicles

20AVEP09_1009/01/2020

But not without its share of technical and implementation hurdles - and tech-startup casualties. Despite a pandemic that continues to punish global economic markets, not to mention vehicle manufacturers' and suppliers' product plans, many heavy-duty truck makers are not relaxing on efforts to bring to market high-level (SAE Level 4 or 5) autonomous trucks. Partnerships with self-driving tech startups can be a big part of the roadmap, the latest example coming in mid-July as Navistar announced it will co-develop SAE L4 trucks, targeted for production by 2024, with San Diego-based TuSimple. The producer of International commercial trucks and IC Bus school and commercial buses also has taken a minority stake in TuSimple. These moves follow a two-year “technical relationship” with the startup, which operates a U.S. fleet of 40 self-driving trucks that moves freight between Arizona and Texas for companies like UPS and McLane Company. TuSimple plans to demonstrate completely driverless

Training Data-hungry AI Algorithms

20AVEP09_0509/01/2020

Large-scale data refinement is key to bringing more sophisticated automated-driving functions to series production. Training the algorithms of Artificial Intelligence (AI)-based systems for autonomous or highly automated driving requires enormous volumes of data to be captured and processed. The algorithms must be able to master numerous challenges so that self-driving cars can detect all essential details of their environment, make the right decisions and safely take people to their destination. Why does training require this much data? AI-based systems enable quick progress, but this progress slows down after a certain point. It must be ensured that systems can also sensibly and reliably handle rare events. Bringing sophisticated AI-based driving functions to the road safely therefore requires a growing amount of ever higher-quality data.

Rödler, Daniel

Unsettled Issues Facing Automated Vehicles and Insurance

EPR202001508/05/2020

This SAE EDGE™ Research Report explores how the deployment of automated vehicles (AVs) will affect the insurance industry and the principles of liability that underly the structure of insurance in the US. As we trade human drivers for suites of sensors and computers, who (or what) is responsible when there is a crash? The owner of the vehicle? The automaker that built it? The programmer that wrote the code?Insurers have over 100 years of experience and data covering human drivers, but with only a few years’ worth of information on AVs – how can they properly predict the true risks associated with their deployment? Without an understanding of the nature and risks of AVs, how can the government agencies that regulate the insurance industry provide proper oversight? Do the challenges AVs present require a total reworking of our insurance and liability systems, or can our current structures be adapted to fit them with minor modifications?{"bold":"Unsettled Legal Issues Facing Automated

Making Data Logging, Replay and Prototyping More Efficient

20AVEP07_0507/01/2020

High levels of continuity and compatibility are vital to avoid interruptions in the development process - and reduce cost. The development of advanced driver assistance (ADAS) and highly automated driving systems poses great challenges for OEM and supplier engineers. It is important, therefore, that powerful, flexibly configurable development systems optimally support the various use cases in data-driven development to make it as efficient as possible. In the case of functionality for both ADAS autonomous driving, the chain of effects can be divided into several steps, starting with environment detection with the aid of extensive sensor technology - including camera, radar, lidar and ultrasonics - and ending with the final implementation of the driving strategy and actuator control (Fig. 2).

Mertens, Frank, Müller, Marius

Remote Control Reduces Risk

20AVEP05_1105/01/2020

Caterpillar's new electro-hydraulic platform is ready for expanded automated and remote-operation technologies. Remote control for heavy construction and earthmoving machines was a major focus area across Caterpillar product groups at the ConExpo-Con/Agg 2020 tradeshow in Las Vegas. Cat Command, the term it uses for remote control and other automated capabilities, now is available for select machines: D6 and D7 dozers; 320-340 next-generation excavators and a variety of wheel loaders. “Applications where you're putting that machine in harm's way. You're trying to lower that risk level for the operator,” said product application specialist Brian Stellbrink, during a ConExpo press event. For example, machines operating in ship holds or in high-risk environments for remediation or demolition work. “Whether it's out of the factory or added to an existing machine, that's key. It's a kit that you can put on a machine if and when a customer decides that's the route they want to go.”

AVSC Best Practice for Describing an Operational Design Domain: Conceptual Framework and Lexicon

AVSC0000220200404/15/2020

An ADS-operated vehicle’s operational design domain (ODD) is defined by the manufacturer based on numerous factors. Research is underway at other organizations to define and organize ODD elements into taxonomies and other relational constructs. In order to enhance collaboration and communication between manufacturers and developers and transportation authorities, common terms and consistent frameworks are needed. The conceptual framework presented by Automated Vehicle Safety Consortium establishes a lexicon that can be used consistently by ADS developers and manufacturers responsible for defining their ADS ODD. A common framework and lexicon will reduce confusion, align expectations, and therefore build public trust, acceptance, and confidence. The guidance in this document is intended for: The technical community (e.g. manufacturers and developers) Public agencies (e.g. regulatory authorities) Infrastructure owner-operators The public This document, Best Practice for Describing an

Automated Vehicle Safety Consortium

Driving Safety Performance Assessment Metrics for ADS-Equipped Vehicles

2020-01-120604/14/2020

The driving safety performance of automated driving system (ADS)-equipped vehicles (AVs) must be quantified using metrics in order to be able to assess the driving safety performance and compare it to that of human-driven vehicles. In this research, driving safety performance metrics and methods for the measurement and analysis of said metrics are defined and/or developed. A comprehensive literature review of metrics that have been proposed for measuring the driving safety performance of both human-driven vehicles and AVs was conducted. A list of proposed metrics, including novel contributions to the literature, that collectively, quantitatively describe the driving safety performance of an AV was then compiled, including proximal surrogate indicators, driving behaviors, and rules-of-the-road violations. These metrics, which include metrics from on- and off-board data sources, allow the driving safety performance of an AV to be measured in a variety of situations, including crashes

Wishart, Jeffrey, Como, Steven, Elli, Maria, Russo, Brendan, Weast, Jack, Altekar, Niraj, James, Emmanuel

The Design of Safe-Reliable-Optimal Performance for Automated Driving Systems on Multiple Lanes with Merging Features

2020-01-012204/14/2020

Safety function for automated driving systems including advanced driver assistance systems and autonomous vehicle systems is very important. Inside safety function, predictive judge sub-function should be designed with the consideration of more and more penetration of automated driving vehicles. This paper presents the design on multiple lanes with merging features based on the author's previous Patent JP2019-147944 using predictive time-head-way and time-to-collision maps. In the author's previous work (Model Predictive Control for Hybrid Electric Vehicle Platooning Using Slope Information-Published on IEEE Transactions on Intelligent Transportation Systems), a model predictive control framework was designed. Due to the difficulty to detail the sub-safety function deeply with merging features, few works are found to deal with sensor platforms focusing on rear side, and situations of merging lane side with the consideration of relative relation variations with other vehicles and road

Runtime Active Safety Risk-Assessment of Highly Autonomous Vehicles for Safe Nominal Behavior

2020-01-010704/14/2020

Fatal crashes involving automated driving systems, has been raising the concern of minimum standard requirement for safety, reliability and performance required for Autonomous Driving System (ADS)/Advanced Driver Assistance System (ADAS) before this cutting-edge technology takes on public roads. Hence, in order to ensure necessary safety requirements of ADS/ADAS systems we propose a runtime active safety assurance module known as SConSert. SConSert performs dynamic risk assessment of “Sensing, Planning and Action module of ADS/ADAS”; to provide minimal risk maneuver in any given driving scenario. The dynamic risk assessment of ADS/ADAS system is based on the operational design domain (ODD) knowledge of the driving scenario plus the sensor capability, ADS/ADAS algorithm requirement and capability, and finally smooth and collision free maneuver requirement. So, the main concept behind SConSert is runtime derivation of situational and conditional set of contracts for a given driving

Rathour, Swarn Singh, Ishigooka, Tasuku, Otsuka, Satoshi, MARTIN, RAUL

Defining Fundamental Vehicle Actions for the Development of Automated Driving Systems

2020-01-071204/14/2020

Automated Driving Systems (ADSs) show great potential to improve our transport systems. Safety validation, before market launch, is challenging due to the large number of miles required to gather enough evidence for a proven in use argumentation. Hence there is ongoing research to find more effective ways of verifying and validating the safety of ADSs. It is crucial both for the design as well as the validation to have a good understanding of the environment of the ADS. A natural way of characterizing the external conditions is by modelling and analysing data from real traffic. Towards this end, we present a framework with the primary ultimate objective to completely model and quantify the statistically relevant actions that other vehicles conduct on motorways. Two categories of fundamental actions are identified by recognising that a vehicle can only move longitudinally and laterally. The fundamental actions are defined in detail to create a set that is collectively exhaustive and

Gyllenhammar, Magnus, Zandén, Carl, Törngren, Martin

Unsettled Issues Concerning Semi-Automated Vehicles: Safety and Human Interactions on the Road to Full Autonomy

EPR202000102/28/2020

Across the span of the SAE International-defined Levels of Driving Automation, human drivers occupy a diverse range of responsibilities and authority on the vehicle movement and the monitoring of the outside environment. From both a technological and a regulatory perspective, there is a gap that divides lower levels of automation (L1 through L3) and higher levels of automation (L4 and L5). For those vehicles that require the cooperation between a human driver and the autonomous technology, it is important to ascertain the safety consequences of such a design choice. It is also important to understand what the transition between automated driving and manual driving entails for the human driver, as well as for the surrounding traffic. This SAE EDGE™ Research Report investigates unsettled issues concerning what is commonly referred to as “semi-automation,” including an overview of the role of human drivers, the quantification of the “transition-to-manual” problem, the role played by L3

Favaro, Francesca

Superior Interiors

20AVEP01_0301/01/2020

New-mobility thinking is changing how vehicle interiors will work for everyone. Future-vehicle interior renderings have always stoked our imaginations for what may be possible in the cabin environment. Automated vehicle (AV) developments, including high-function driver assistance features and mobility as a service (MaaS), are bringing new dimensions to those possibilities. Ironically, while near-term prospects for privately-owned autonomous (SAE Level 4) AVs have hit the hype curve's downward slope, research and development into how passengers will interact with new-mobility technology promises interior designs and features that will likely be on the market long before most consumers experience self-driving cars.

Unsettled Issues in Balancing Virtual, Closed-Course, and Public-Road Testing of Automated Driving Systems

EPR201901112/19/2019

This SAE EDGE™ Research Report identifies key unsettled issues of interest to the automotive industry regarding the challenges of determining the optimal balance for testing automated driving systems (ADS). Three main issues are outlined that merit immediate interest: First, determining what kind of testing an ADS needs before it is ready to go on the road. Second, the current, optimal, and realistic balance of simulation testing and real-world testing. Third, the challenges of sharing data in the industry. SAE EDGE™ Research Reports are preliminary investigations of new technologies. The three technical issues identified in this report should be discussed in greater depth with the aims of, first, clarifying the scope of the industry-wide alignment needed; second, prioritizing the issues requiring resolution; and, third, creating a plan to generate the necessary frameworks, practices, and protocols. NOTE: SAE EDGE™ Research Reports are intended to identify and illuminate key issues in

V2X Standardization in Over-the-Air Solution

2019-28-243511/21/2019

Today in-vehicle software is growing significantly resulting into increase in importance of over-the-air software/firmware updates dramatically. Various suppliers are providing the update-over-the-air solution in the automotive sector. Due to limited standardization in solution, each supplier needs more customization for specific customer. This paper is to bring in the required standardization in V2X resulting into ‘vehicle on-board components’ as one solution to multiple customer. “Update over-the-air improved solution through various standardization resulting into ‘vehicle on-board components’ as the product”

Kumaraswamy, Pavithra

Identifying Automated Driving Systems-Dedicated Vehicles (ADS-DVs) Passenger Issues for Persons with Disabilities

J3171_201911 (Current)11/19/2019

It is expected that Level 4 and 5 automated driving systems-dedicated vehicles (ADS-DVs) will eventually enable persons to travel at will who are otherwise unable to obtain a driver's license for a conventional vehicle, namely, persons with certain visual, cognitive, and/or physical impairments. This information report focuses on these disabilities, but also provides guidance for those with other disabilities. This report is limited to fleet operated on-demand shared mobility scenarios, as this is widely considered to be the first way people will be able to interact with ADS-DVs. To be more specific, this report does not address fixed route transit services or private vehicle ownership. Similarly, this report is focused on road-worthy vehicles; not scooters, golf carts, etc. Lastly, this report does not address the design of chair lifts, ramps, or securements for persons who use wheeled mobility devices (WHMD) (e.g., wheelchair, electric cart, etc.), as these matters are addressed by

On-Road Automated Driving (ORAD) committee

Familiarity Breeds Respect

19AVEP11_0811/01/2019

SAE surveyed participants in its recently concluded AV ride-along program. Their responses reinforce positive perceptions about the automated-driving experience. If there's one takeaway from SAE International's groundbreaking Demo Days program that took place in various U.S. cities over 18 months, it's that everyday people who've had the opportunity to ride in an automated vehicle (AV) on real roads are the antithesis of Chaucer's familiar phrase, “Familiarity breeds contempt.” During the program that generated 1,395 surveys, nearly all - 88% - of these early enthusiasts found no reason to change their positive perception of AVs after what was for 94% their first ride in a vehicle operating with high-level automated functionality. Participants at each of the Demo Days demonstrations were surveyed about their impressions before and after their approximately 10-minute AV ride.

Dial ‘M’ for Mobility: When Your Phone Becomes the Steering Wheel

19AVEP11_1011/01/2019

Tesla's controversial new Smart Summon feature raises plenty of legal-liability and regulatory questions. Those with a passion for automated-vehicle innovations found much to entertain them on YouTube and Twitter during late September and early October this year. The big attraction was videos from Tesla owners, detractors and supporters showcasing the company's newest driver-assistance feature, called Smart Summon. Issued in an over-the-air software update, version 10.0, Smart Summon allows the owner to remotely pilot a parked vehicle to their location with the power of their finger. On its website, Tesla describes Smart Summon as allowing “your car to drive to you or a location of your choosing, maneuvering around and stopping for objects as necessary. Smart Summon works with your Tesla app and your phone's GPS to operate. You must be within approximately 200 feet (61 meters) of your car. Like Summon, Smart Summon is only intended for use in private parking lots and driveways. You are

Dukarski, Jennifer

19AVEP11_0211/01/2019

Science-fiction author Arthur C. Clarke once wrote, “Any sufficiently advanced technology is indistinguishable from magic.” When I was learning to drive, like many teens, I struggled with some of the more mundane tasks such as parallel parking. In recent years though, technological advances have made even that seem magical at times. But like watching a novice magician struggling with an illusion trick, if the tech isn't ready, the spell is broken. The performer then needs to go back to practicing. Such is the case with Tesla and its new Smart Summon feature.

Abuelsamid, Sam

EDITORIAL: Word on the street at COMVEC

19TOFHP10_0610/01/2019

Last month's SAE COMVEC technical conference in Indianapolis welcomed many high-level engineering leaders who spoke to show-goers about a range of important topics impacting on- and off-highway vehicles. The two main tracks at the event, Fueling the Future and Charging the Future, covered various alternative propulsion and electrification trends and technologies (see features on pages 22 and 29). And of course, automated driving systems and the best approaches to achieving highly automated vehicles were on the docket.

The Rodney Dangerfield of Automated-Driving Sensors

19AVEP07_0607/01/2019

Radar and lidar get all the attention, but Inertial Measurement Units are the backbone of sensor fusion. Suppliers are scrambling to make IMUs more accurate-and much less expensive. The emerging era of highly-automated driving comes courtesy of much-vaunted sensor technology-spinning lasers, penetrating radar, sonar blips. But the sensor that gets the least respect in the technology stack could be the lynchpin for the mass roll-out of self-driving vehicles: the inertial measurement unit (IMU). “IMUs are the glue that binds everything together,” said Mike Horton, chief technology officer at Aceinna, a Boston-based company that develops sensing solutions for automotive applications. “An IMU can help bring different types of data together from GNSS (Global Navigation Satellite System), lidar and cameras to make everything consistent and smooth.”

Berman, Bradley

DARPA’s latest drone swarm sprint focuses on virtual environments

SAE-MA-0346305/13/2019

Through OFFSET, DARPA envisions swarms of 250 collaborative autonomous systems – including unmanned aircraft systems (UAS) – providing critical capabilities to ground units in urban areas where challenges such as tall buildings, tight spaces, and limited sight lines constrain essential communications, sensing, maneuverability, and autonomous operations.

Kucinski, William

GE Aviation’s AiRXOS launches new Air Mobility portfolio and management tools purpose built for the urban air mobility market

SAE-MA-0344805/03/2019

The solutions – which have already received nationwide approval from multiple UAM operators – provide scalable and secure end-to-end infrastructure and applications to help organizations and governments manage data and capitalize on the UAM economy.

Kucinski, William

Simulation and Its Contribution to Evaluate Highly Automated Driving Functions

2019-01-014004/02/2019

A key criterion for launching autonomous vehicles on real roads is the knowledge of their capability to ensure traffic safety. In contrast to ADAS, deriving this measure of safety is difficult to achieve as the functional scope of an autonomous driving function exceeds by far the one of ADAS. As a consequence, real-world testing solely is not sufficient enough to cover the required test volume. This assessment problem imposes new requirements on a valid test concept for automated driving. A possible solution represents simulation by enabling it to generate reliable test kilometers. As a first step, we discuss in this paper the feasibility of simulation frameworks to re-simulate a real-world test in certain scenarios. We will demonstrate that even with ground truth information of the vehicle odometry and corresponding environment model an acceptable accordance of functional behavior is not guaranteed. Hence, to yield a reliable degree of confidence in a risk assessment a single scenario

Groh, Korbinian, Wagner, Sebastian, Kuehbeck, Thomas, Knoll, Alois

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