Automated Driving 2023
Date and Place are not fixed
Mobility and Vehicle Concepts of Tomorrow
8th International ATZ Congress | Hybrid Event
05-04-2022 – 06-04-2022 – Wiesbaden or virtually via live stream
SITUATION RECOGNITION AND ANALYSIS
AUTOMATED DRIVING DECISIONS
NEW VEHICLE AND INTERIOR CONCEPTS
MOBILITY EXPERIENCE AND BUSINESS MODELS
Apex.AI, Inc., USA
Magna International, USA
Mercedes Benz Group, Germany
Continental Teves AG & Co. oHG, Germany
Author: Robert Unseld
Conference Report "Automated Driving 2022"
Live on the Path to Vision Zero
The 8th International ATZlive Congress Automated Driving 2022 could (at last) be held live again. The majority of the around 100 participants were present on-site in early April in Wiesbaden (Germany) and a part joined in online: The conference benefitted from this and the discussions around the presentations and in the breaks were correspondingly lively.
Automated driving supports the path to Vision Zero but relieving the driver’s burden is also at the forefront if the vehicle is able to navigate certain routes or situations autonomously and successfully use its partially or highly automated systems. For further reaching mobility solutions in urban or rural spaces, business models first need to be developed to enable the successful implementation of highly automated driving.
SAE LEVEL BEYOND 2+
The congress was opened in a dialog with the audience with the keynote “Development of Automated Driving: Evolution or Revolution?” by Georges Massing, Vice President MB.OS Automated Driving, Powernet and E/E-Integration at Mercedes-Benz. Assisted and automated driving has to offer customers advantages, in particular safety, comfort, and time. He also pleaded for more prominent emphasis to be placed on differentiating between level-2 assistance systems and level-3 (partially) automated driving. The current characteristic of automated systems in passenger cars is that they are undergoing gradual optimization and expansion by the OEM. Thus, the development is proceeding in the same way as for passive safety: a path analogous to that from the first safety belt to modern airbag systems in the direction of ever more active safety with ever more functionality.
This results in truly huge tasks for the sector: On the one hand, according to Pierre Gompertz, Product Line Director Automated Driving at Magna, one can see a very high speed of development, but on the other, one does not know at which point sufficient miles have been collected for validation. The entire validation task is so huge that mega-suppliers beyond the traditional tier-1 category are needed. Although there are no mainstream solutions, due also to the need for still-to-be-defined standards, in principle automated driving can be achieved with current means. Tier-1 suppliers, OEMs, start-ups, and sometimes a combination of these companies would drive the transformation of the next generation forward and, in doing so, rediscover themselves.
In his presentation, Dr. Felix Lotz, Product Manager Driving Functions at Continental Teves said that even if different speeds have very different hardware requirements, overlapping platforms can still be used with beneficial scaling effects. There are multiple use cases such as driving in urban environments or on highways that profit from the effective distribution and re-use of key elements between different platforms and functions.
RESEARCH AND STANDARDS AS KEYS
A topic that resurfaces very often is the matter of regulatory framework conditions: A network of almost 200 organizations from industry, research, service providers, authorities, and regulatory bodies are attempting to bundle research in so-called Connected Cooperative and Automated Mobility (CCAM) activities and to process overlapping results in the area of standardization. Armin Gräter, Expert Digitalization and Automated Driving at BMW explained in his presentation that this collaboration on a European level is intended to help break down barriers and to accelerate the introduction of automated driving. One result could be the imminent extension of the rules for the speeds up to 130 km/h on German highways.
An important element for further steps to be taken from level 2/2+ up to SAE level 3 is validation via virtual prototypes. It is precisely the aspect of raw data fusion and highly precise environmental models that provide the most promising combinations for further development steps. They also help to keep the effort within manageable limits: “The advantage is the arbitrary reproducibility and adaptability”, said Martin Herrmann, Business Development Manager at IPG Automotive in Karlsruhe (Germany). The acceleration of simulation runs and a reduction in the number of simulations is also important. A further reduction in the test scope will be required with increasingly complex Operational Design Domains (ODDs) since the parameter space is growing exponentially. This requires advanced approaches for experimental design, which still has a lot of research potential.
Key elements for the (further) development of assistance systems and automated driving include, according to Dr. Jan Becker, CEO of Apex.AI, the reuse of software and the challenging topic of the integration of third-party software into the software-defined cars (SdC): It is precisely the latter that increases the importance of a common basis; there are too many partners involved in a vehicle and the components as a whole are too complex to integrate. Multiple tools are available that all do the same job, there is no cross-functional development. Instead of a V-model, that distributes 100 components over 100 ECUs in reality, there should be a mutual platform to enable the leap to re-use. Particularly the development of the SdC from the perspective of efficient software development requires a mutual digital ecosystem for mobility. A common Software Development Kit (SDK) for software development in the automotive sector would help, similar to the iOS SDK or the Android SDK in the mobile world and this would enable development times to be shortened and also enable exchangeability.
Following similar views of Frank Weber, BMW’s Board Member for Development, who aired similar views to Jan Becker regarding common operating systems at the IAA 2021, it remains to be seen whether the calls will be heeded.