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From ADAS to Automated Driving Technical Session Schedule As of 10/15/2018 07:42 Pm From ADAS to Automated Driving Technical Session Schedule As of 10/15/2018 07:42 pm Tuesday, October 9 Day 1 Session Code: ADAS100 Room 360 Session Time: ALL DAY Market Analysis and Outlook, Deployment Strategies, Safety Time Paper No. Title 9:00 a.m. ORAL ONLY Welcome and Introductions Tim A. Cavanaugh, SAE International 9:05 a.m. ORAL ONLY Keynote Presentation: Connected Automation: Vision, Planning and Initiatives at MDOT Kirk Steudle, Secretary, Michigan Dept. of Transportation 10:00 a.m. ORAL ONLY ADAS to Autonomy, a Means to an End? Car makers are scrambling to deploy safety systems and build the algorithms that will replace human driving. It’s time to assess the progress and reconsider the objective. Will autonomy be a feature, a service or an entirely new form of transportation? We’ll look at the promises, the projections and the data. Roger Lanctot, Strategy Analytics Inc. 10:30 a.m. Networking Break 11:00 a.m. ORAL ONLY Vehicle Communications (V2X) <p>Vehicle to location services using satellite and cellular networks such as OnStar have been on vehicles since 1996. </p> <p>Vehicle to Vehicle (V2V) communication is appearing on production vehicles. Investigative studies, test fleets and technical specifications have concentrated on Dedicated Shortrange Radio Communication (DSRC) technology at 5.9 GHz. A newcomer, funded by the telecom industry, is 5G cellular technology.</p> V2X Communication can provide over 100 immediate safety benefits (traffic congestion, early warning braking, construction zones, emergency vehicle and intersection safety). One of the enabling technologies for autonomous vehicles is V2X communication. Bob’s multimedia presentation will provide an overview of the technologies. Robert L. Neff, Intrass 11:30 a.m. ORAL ONLY Current Simulation Shortcomings and How Revolutionary Solutions Will Make AVs a Reality The pursuit of autonomy is completely changing how vehicles are designed, developed and especially tested – in most cases, before official regulation or industry standards exist. Autonomous system software is overwhelmingly complex and constantly evolving, and the development pace and maintenance cost of highly and fully automated vehicles outpaces current development and testing methodologies. These factors all exacerbate the cost, resource and time requirements of testing AVs. Jeff Blackburn will discuss how the legacy simulation tools are limiting the testing that needs to take place. He'll also explain how scalable cloud based simulation is the enabling technology making the deployment of AVs possible by providing an immediate means to test the performance of autonomous systems in a risk-free environment, allowing automakers to stick to their 202X AV production goals. Jeffery Blackburn, Metamoto 12:00 p.m. Networking Lunch 1:00 p.m. ORAL ONLY Hardware-in-the-Loop (HIL) Implementation and Validation of SAE Level 2 Autonomous Vehicle with Subsystem Fault Tolerant Fallback Performance for Takeover Scenarios The advancement towards development of autonomy follows either the bottom- up approach of gradually improving and expanding existing Advanced Driver Assist Systems (ADAS) technology where the driver is present in the control loop or the top-down approach of directly developing Autonomous Vehicles (AV) hardware and software using alternative approaches without the driver present in the control loop. Most ADAS systems today fall under the classification of SAE Level 1 which is also referred to as the driver assistance level. The progression from SAE Level 1 to SAE Level 2 or partial automation involves the critical task of merging autonomous lateral control and autonomous longitudinal control such that the tasks of steering and acceleration/deceleration are not required to be handled by the driver under certain conditions [1]. However, the driver is still required to monitor the driving environment and handle scenarios where control is handed over to the driver due to subsystem faults of the autonomous system. Due to the disadvantages of vehicle testing being expensive, time-consuming and hazardous for testing such scenarios, an alternative method of development and validation is required. Therefore, the objectives of this research are two-fold. The first objective focuses on a real-time powertrain-based Hardware-in-the- Loop (HIL) implementation and validation of an SAE Level 2 autonomous vehicle. The second objective focuses on studying the performance of SAE Level 2 autonomous vehicles during takeover scenarios due to subsystem faults. To accomplish these objectives, an acceleration-based Adaptive Cruise Control (ACC) was combined with a path-following lateral control along with supervisory control for system mode transitions due to system deactivations and faults. This research presents system modes in which longitudinal control only and lateral control only are engaged as fallback states to the full autonomous system being faulted for lateral control and longitudinal control failures respectively. Simulations were conducted to evaluate the performance of the autonomous controls when subjected to these faults. A powertrain subsystem representative of the 2017 Ford Fusion Hybrid was used as the hardware simulation platform using a dSPACE HIL simulator and CarSim RT. Adit Joshi, Ford Motor Company 1:30 p.m. ORAL ONLY The Two Pathways to Safe Mobility <p>Motor vehicle traffic fatalities had been steadily declining for a number of years, and between 2005 and 2011, there was an average decrease of over 1564 fatalities per year over that period. However, this trend has reversed since then, and an increase in these statistics has occurred through the first nine months of 2016, and NHTSA has estimated that the increase in 2016 may be as high as 8 percent over the previous year, based on the nine month’s data that are available for 2016 (NHTSA Traffic Safety Facts, January 2017). This increase, though significant, NHTSA has stated that in 2015 it was mainly due to fatality increases in vulnerable road users such as pedestrians, motorcyclists and pedal cyclists. However, it is not clear if there has been any attempt to understand the technical reasons for this increase beyond the increase in vehicle miles driven, except to rationalize it by saying that similar trends have been observed previously during a period of strong economic growth. Nevertheless, these vulnerable road user casualties need solutions as much as occupant casualties in traffic crashes.</p> Passive safety systems that are found in vehicles of today in the fleet were generally phased in over a period of three or four years through the National Highway Safety Administration (NHTSA) mandated regulations, or through New Car Assessment Program (NCAP) and other such rating programs, as the main driver for safety enhancement. </p The main thrust of this presentation is to discuss crash causation and the role of the driver, the vehicle, and various driver assistance technologies on total safety and the implications of autonomy as a safety strategy. Additionally, potential deployment strategies of technologies and challenges for both approaches will be discussed. Using automatic braking technologies as an example, a case analysis of a hypothetical example based on U.S. rear-end crash data will be presented. A discussion of practical challenges in deployment of fully autonomous systems and driver assistance systems will also be offered to point out the need for a systematic analysis of costs and benefits, as well as ratio of benefits to costs for various levels of autonomy. The importance for consumer acceptance of various systems and the potential concerns related to reliability, security, privacy and liability issues, as well as need for significant investments in infrastructure for deployment of fully autonomous vehicles will also be discussed. The importance of active and passive safety integration will also be pointed out.</br> Joseph Kanianthra, retired, NHTSA 2:00 p.m. ORAL ONLY Observations on ADAS and Automated Driving in the Wild The concept of automating vehicles and removing the driver from direct control of the throttle, brake, and steering wheel was first explored nearly 100 years ago. Over the decades since, billons of dollars have been invested and automation has infiltrated the automobile in a multitude of ways. This talk will center on observations from the field, gathered through the Advanced Vehicle Technologies (AVT) consortium and other salient events. Highlighted will be observations on the use of production level automated driving features, the shifting nature of what we do in modern vehicles, and perceptions of the evolving automation technologies. Bryan Reimer, Massachusetts Institute of Technology 2:30 p.m. ORAL ONLY Integrated Safety As higher levels of automation evolve in future vehicles the goal will be to provide additional value to consumers. During the ride occupants may enjoy a higher flexibility by working, relaxing or interacting with other occupants. These additional use cases lead to challenges in designing an occupant safety system that maintains or enhances the level of safety during all modes of driving. This presentation defines a potential approach for an occupant safety system that supports alternative interior configurations and seat positions and discusses the role of enabling technologies such as advanced occupant sensing technologies that will help drive the integration of automated driving, occupant safety and consumer experience. Frank Laakmann, ZF Friedrichshafen AG 3:00
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