Autonomous_Vehicle_Engineering_January_2019.pdf

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JANUARY 2019
The
Visionary
Chris Urmson
on autonomy’s
future—
and Aurora’s
place in it.
Europe’s Evolving
AV Proving Grounds
Automated-Driving
Simulation
Enhances EVs
AV Development
‘Mules’ — on a
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Contents
2
Editorial
3
SAE Standards News
SAE updates J3016 automated-driving graphic
4
View from a Visionary
Chris Urmson helped give birth to vehicle autonomy. His company, Aurora,
is leading the technology to maturity and widespread adoption.
8
Extending EV Range Using AV Programming
Intelligent programming of autonomous electric vehicles offers potentially
big energy savings, according to a study by IAV.
10
Intel Study: Autonomous Vehicles Expected to
be Common—in 50 Years
12
Europe’s Latest AV Testing Facilities Key
for Swift Autonomous Adoption
18
End Public ‘Shadow’ Driving!
New U.S. consumer survey sees most Americans “expect” AVs, though
many currently fear the technology.
The need for data sharing and commonality in burgeoning AV technologies is
bringing new meaning to the words ‘proving grounds.’
The best way to test and train AI for autonomous vehicles is through proper
simulation, systems engineering, and an end-state scenario matrix. A veteran
engineer explains why the current AV testing paradigm must change.
22
StreetDrone Offers Cost-Effective ‘Mule’ for
AV Developers
24
Predicting the Road to Efficiency
Two mobility-minded entrepreneurs make development of autonomous
technology easier and more affordable for anyone.
Chris Urmson is a pioneer of autonomous
vehicle development and a true visionary in
the AV space. In the past 15 years he’s gone
from Carnegie Mellon Ph.D candidate who
assisted NASA on a Mars robot project, to
leading the CMU team that won the 2007
DARPA Urban Challenge, to CTO of Google’s
self-driving vehicle program, interspersed with
some CMU professorial work. Today Urmson is
co-founder and CEO of Aurora, a company
that’s in the vanguard of AV tech working with
VW, Hyundai and Byton. His conversation
begins on page 4.
Leveraging the building blocks of automated driving, Delphi’s Intelligent
Driving technology is designed to improve the efficiency and driving range
of any vehicle.
26
AV Regulations: Feds Ready to Get Their Claws Back?
28
Florida’s Babcock Ranch and the Future of
Autonomous Communities
31
Eying Mobility’s Next Phases
The new AV 3.0 federal guidelines for autonomous-vehicle development drew
criticism for having no legal teeth. But they may only be the beginning.
An 18,000-acre development in southwest Florida seeks to be the model for
short-range autonomous mobility and sustainable power for it all.
At the 2018 Los Angeles Auto Show, automakers and mobility experts
examine mobility’s ongoing transformation.
AUTONOMOUS VEHICLE
ENGINEERING
January 2019 1
Editorial
Trust, testing and transition
Autonomous Vehicle Engineering
is still
a “young” magazine, but this issue’s
contents might represent its most
eclectic collection of ideas yet. Reflecting
the increasingly diverse spectrum of
thought regarding automated driving,
not everything you read here this month
is what you’d call optimistic.
Much has been written about Chris
Urmson, one of the founders of Aurora
and at just 42 already an icon in the
industry. But editor-in-chief Lindsay
Brooke’s illuminating cover story finds
Urmson alternately enthusiastic and
confident about autonomy’s direction,
and cautious about the dangers of a
profiteering mentality and what over-
promise can do to public trust. Both could
undermine the goal of improving safety,
which seems to be the “sell” supporting
autonomy’s adoption.
I’ve for some time followed Michael
DeKort’s musings about the “autonomy
industry.” Particularly his warnings about
developing high-level automated-driving
systems on public roads, backed by
“shadow drivers” tasked to take over in
the event of a malfunction. His controver-
sial position that this is a fallacious and
deeply unsafe practice is backed by long-
standing experience with his proposed
alternative. Sometimes-alarming acci-
dents involving public-road testing lend
credence to his primary argument. If
you read only one autonomy “naysayer”
essay this year, you could do much worse
than DeKort’s thoughtful and logical
article on p. 18.
Or consider Intel’s study regarding
consumer attitudes about autonomous
vehicles (AVs) on page 10. Although
nearly two-thirds believe AVs are inev-
itable, nearly half don’t trust the things.
That’s a problem that won’t be solved
overnight—and is one reason SAE
International is expanding its Demo
Days program (see p. 28) in 2019 to
allow the public more opportunities to
ride in a Level-4 automated vehicle.
Meanwhile, this issue also presents
current developments that point to the
potential advantages of bringing new
intelligence, but not necessarily of the
automated-driving variety, onboard the
vehicle. Delphi’s “predictive” Intelligent
Driving technology is ready to be
adopted now—not to fully drive the
vehicle but to help control its pace to
achieve markedly better efficiency. And
U.K. Editor Stuart Birch writes an infor-
mative overview of the work underway
in Europe to expand and advance AV
development capabilities at a number
of the Continent’s and U.K.’s prov-
ing-grounds facilities.
Finally, you’ll see a new graphic
(p. 3) from SAE International updating
its J3016 Standard that defines the six
levels of automated driving. The crucial
J3016 almost certainly is the single
most-referred descriptor in autonomy
development and this latest revision
continues SAE’s effort to keep these
definitions relevant in the face of rapid-
ly-transforming technology.
This first issue of 2019 offers
intriguing cross-section of ideas and new
developments, but it also marks a water-
shed, as it will be the final issue as a supple-
ment to SAE’s
Automotive Engineering.
I’m gratified to say that starting with the
March 2019 issue,
Autonomous Vehicle
Engineering
will become a freestanding
magazine, published bimonthly. We
did not expect
Autonomous Vehicle
Engineering
to achieve its own kind of
autonomy so quickly and I’m grateful to
the industry and readers for driving its
rapid success. We look forward to this
opportunity to expand our coverage of
the automated-driving future.
Bill Visnic,
Editorial Director
EDITORIAL
Bill Visnic
Editorial Director
Bill.Visnic@sae.org
Lindsay Brooke
Editor-in-Chief
Lindsay.Brooke@sae.org
Paul Seredynski
Senior Editor
Paul.Seredynski@sae.org
Ryan Gehm
Associate Editor
Ryan.Gehm@sae.org
Jennifer Shuttleworth
Associate Editor
Jennifer.Shuttleworth@sae.org
Lisa Arrigo
Custom Electronic
Products Editor
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2 January
2019
AUTONOMOUS VEHICLE
ENGINEERING
SAE Standards
News
SAE updates J3016 automated-driving graphic
by Jennifer Shuttleworth
SAE International recently unveiled
a new visual chart that is designed to
clarify and simplify its J3016 “Levels
of Driving Automation” standard for
consumers. The J3016 standard defines
six levels of driving automation, from SAE
Level Zero (no automation) to SAE Level
5 (full vehicle autonomy). It serves as the
industry’s most-cited reference for auto-
mated-vehicle (AV) capabilities.
The update is the latest iteration of
the J3016 graphic first deployed in 2016.
As the industry gets closer to producing
AVs in volume, the SAE J3016 Technical
Standards Committee saw the need to
more clearly explain the features in each
of the six driving levels, and how they
relate to consumers’ increased safety
and convenience, noted Jack Pokrzywa,
SAE’s Ground Vehicle Standards Director.
External parties, including insurance
companies, the American Automobile
Assoc. (AAA), and the Transportation
Research Board, provided input for the
new chart while it was under development.
SAE’s marketing group worked with the
committee to ensure that the graphic’s
text and design are technically faithful
to the J3016 standard, said Keith Rigby,
Marketing Communications Director. They
collected information from attendees of
the inaugural “SAE Demo Day” in May
2018 that informed the design of the new
chart. Feedback also was gathered from
AV riders during the SAE Demo Day event
held in December 2018 at Babcock Ranch
in Florida.
The latest J3016 graphic is a living
document. It will continue to evolve
gradually as the industry and the tech-
nical standard J3016 itself evolves,
Pokrzywa noted.
■
SAE J3016
LEVELS OF DRIVING AUTOMATION
TM
LEVEL 0
What does the
human in the
driver’s seat
have to do?
LEVEL 1
LEVEL 2
LEVEL 3
LEVEL 4
LEVEL 5
Copyright © 2014 SAE International. The summary table may be freely copied and distributed provided SAE International and J3016 are acknowledged as the source and must be reproduced AS-IS.
You are driving
whenever these driver support features
are engaged – even if your feet are off the pedals and
you are not steering
You must constantly supervise
these support features;
you must steer, brake or accelerate as needed to
maintain safety
You are not driving
when these automated driving
features are engaged – even if you are seated in
“the driver’s seat”
When the feature
requests,
you must drive
These automated driving features
will not require you to take
over driving
These are driver support features
These features
are limited
to providing
warnings and
momentary
assistance
These features
provide
steering
OR
brake/
acceleration
support to
the driver
• lane centering
OR
• adaptive cruise
control
These features
provide
steering
AND
brake/
acceleration
support to
the driver
• lane centering
AND
• adaptive cruise
control at the
same time
These are automated driving features
These features can drive the vehicle
under limited conditions and will
not operate unless all required
conditions are met
This feature
can drive the
vehicle under
all conditions
What do these
features do?
Example
Features
• automatic
emergency
braking
• blind spot
warning
• lane departure
warning
• traffic jam
chauffeur
• local driverless
taxi
• pedals/
steering
wheel may or
may not be
installed
• same as
level 4,
but feature
can drive
everywhere
in all
conditions
For a more complete description, please download a free copy of SAE J3016:
https://www.sae.org/standards/content/j3016_201806/
AUTONOMOUS VEHICLE
ENGINEERING
January 2019 3

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