Autonomous_Vehicle_Engineering_January_2020.pdf

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How new-mobility
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Aptiv CTO Glen DeVos
on Next-Gen AV
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Is NHTSA Gun-shy
About Creating AV
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Contents
2
Editorial
Defining and standardizing AV tech and testing
3
The Navigator
Automakers at fault if V2X spectrum is lost
4
Superior Interiors
New-mobility thinking is changing how vehicle interiors will work for
everyone.
8
Democratize AV Technology!
12
Wired for Autonomy
Aptiv’s new generation of open-sourced architectures based on a few
central processors aims to speed AV adoption. CTO Glen DeVos explains.
Audi’s Trail AI quattro concept, unveiled at
the 2019 Frankfurt auto show, is emblematic
of many new-mobility-influenced design
and technology trends for coming
production-vehicle interiors. There are few
buttons or physical switches and a
simplified, less-distracting execution for the
driver interface. These ideas, along with
unique new surface treatments, are targeted
for near-term introduction. (Image: Audi)
Wiring harnesses are already heavy, complex and costly, so what happens
when AV equipment is added? An expert from Mentor weighs in.
16
Autonomy’s ‘Pirouetting’ Future
19
Restructuring for Autonomy
21
The key to AV Safety is ODD
Protean Electric’s novel 360-degree steering and in-wheel drive systems
add new potential for urban mobility.
At the dSPACE World Conference, engineers gained new insights into digital
development and virtual design and testing.
Truly safe automated driving depends on defining the exhaustive list of
overlapping conditions, use cases, restrictions and scenarios an AV might
encounter.
25
Who’s Making the Rules in the Fast-moving AV Age?
The auto industry’s impact on NHTSA’s regulatory cadence is apparent
– and it’s challenging theories of rulemaking.
28
Next-gen Sensors Advancing Commercial Vehicle
ADAS, Autonomy
ZF’s director of ADAS & Autonomy says the supplier is well-positioned in
2020 for the SAE Level 2 market, which he views as “a sweet spot” for
commercial vehicles.
31
Silicon Valley Summit Identifies Safety Strategies for
Self-driving Cars
AV industry leaders pinpointed several effective tactics, such as limiting
vehicle speeds and empowering safety operators to ground vehicles.
33
Upcoming, Ad Index
Autonomous Vehicle Engineering™,
January 2020, Volume 2,
Number 1.
Autonomous Vehicle Engineering
(ISSN pending, USPS
– Application to Mail at Periodicals Postage Prices is Pending at
New York, NY and additional offices) is published in January,
March, May, July, September, November by Tech Briefs Media
Group, An SAE International Company®, 261 Fifth Avenue, Suite
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Audited by
AUTONOMOUS VEHICLE
ENGINEERING
January 2020 1
Editorial
Defining and standardizing AV tech
and testing
What are your greatest needs
related to Standards? That question is one
I typically ask during my conversations
and formal interviews with mobility-in-
dustry engineers. As might be expected,
those involved with AV development tend
to offer a robust list of standards they’d
like SAE International to pursue.
Bryan Salesky, CEO of self-driving
vehicle systems supplier Argo AI, recently
told me and my SAE Media colleague Bill
Visnic that his development
teams want “more termi-
nology and definitions,”
an area in which SAE’s
Standards Committees
are already focused. The
committees’ scope goes
beyond vehicle nomencla-
tures, to include the various
interrelated ecosystems.
Within this broad
sphere is J3194,“Standard
-Taxonomy and Classification of
Micromobility.” Its aim is to establish basic
language for those developing, operating
and regulating the booming universe of
e-bikes, motorized and non-motorized
scooters and other “last mile” devices –
electric unicycles, anyone? - that could
end up being more of a problem than a
mobility solution.
Salesky, who is one of the bona-fide
AV pioneers (watch for the March issue
of
AVE),
also noted that the industry
“needs a way to communicate to the
consumer, as clearly and succinctly as
possible, what they can expect from a
piece of automation on their vehicle.”
He’s not alone in this opinion. I’ve heard
others propose that the industry offer
basic performance descriptions for
each feature that provides SAE Levels
1-through-4 functionality in a given
vehicle. Such a roster would go beyond
today’s Monroney window-sticker in
listing expectations for driver-assistance
technology including automatic emer-
gency braking, lane-keeping assist, etc.
An interesting idea worth further
discussion. Implementing it would be
far from a finger snap, I reckon. Another
growing need was the creation of guide-
lines for the “safety test drivers” that are
essential to on-road testing programs.
There’s good news here: Late last year,
the Automated Vehicle
Safety Consortium, an
SAE affiliate comprised
of OEMs and ride-share
companies aimed at
establishing a Level 4/5
testing framework, issued
its first best practice
related to AV test-driver
qualification, selection,
training and monitoring
processes, along with
in-vehicle operational guidance.
“There is a lot of urgency around
establishing a baseline for this,” AVSC
Executive Director Dr. Ed Straub told me.
“This step should inform those compa-
nies that maybe are new or have less
experience in testing. And it can also be
used as a reference by municipalities or
DoTs to ask questions of companies that
are doing testing on their roads.”
AVSC works closely with SAE
Standards committees and is now
focused on introducing the ideas put
forward in this best practice so it can
be integrated into an open, formal
industry standard.
Regulations typically can take
a long time to develop, particularly
for fast-moving tech such as AVs. It’s
incumbent upon industry, in partnership
with SAE, to lead the way.
Lindsay Brooke,
Editor-in-Chief
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Clearer and
more detailed
terminology
related to
AVs and their
testing is in
SAE Standards
development.
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2 January
2020
AUTONOMOUS VEHICLE
ENGINEERING

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