Lighting For Automated Vehicles – Discussion On Ways
Submitted by the expert from GTBInformal document GRE-79-35(79th GRE, 24-27 April 2018,agenda item 10)Lighting for automatedvehicles – Discussion onways forwardFor GTB Forum inThe Hague February 2018,updated for 79.UN-GRE session on April 2018Michael Pernkopf, Helmut Tiesler-Wittig
Autonomous vehicles will come!But what, when, and how? Various driver-assistance functions applicable today- In the oncoming years, connectivity and digitalizationcreate a new scope of safety improvements of traffic- Lighting appears as SO LOGICAL to support safety The timeline varies!- Digitalization will support various assistancefunctions – now!- Automation will increase in the early decade– whilst mixed traffic is the subject to handle safety- Autonomous operations will take over from the second half of the decade
Challenges AVIP VIDEO –-https://www.youtube.com/watch?v MU74wK RlToDisturbed Communication:e.g.- No Gestures from AV- No Eye-contact with AV possible- .3
Lagström, T. & Malmstem Lundgren, V. (2015), “AVIP”, Autonomous vehicles’ interaction with pedestrians. Aninvestigation of pedestrian-driver communication and development of a vehicle external interface, MSc Thesis. ChalmersUniversity of Technology, Gothenburg. Sweden.4
Lighting for automated vehicles Special Needs for automated vehiclesor road users in interaction with them- Indication of Status of AV (ON/OFF)- Indicating Future Intent of AV- Signals for Interaction with other roadusers (e.g VRU was noticed, giving right of way, )AutonomousADS Automated Driving Systems “AVs”Level 3-5 AV- SAE J3016 Terminology- Others:- Light for Sensors (e.g. camera)- Increase confidence in AVs- .
OVERVIEW- AV Lighting & SignallingStudiesAVIPGhost DriverCityMobil2Duke-DisplayISO(Ford)interACTNHTSA “AVIntent”CLEPA-LSS Org.SAEISOGTBCLEPA– LSSOICA Reg./Gov.U.S. DOTNHTSAITSWP.1(?)WP.29(?)Germany .others? Pls. forward information;)6
Differences in StudiesConceptual Differences - Field studies used „Fake AVs“ „Wizard of Oz“AVsNO VISIBLE DRIVER VISIBLE DRIVERReal Driver„Ghost Driver“/“Ford“NO VISIBLE DRIVERNo Human Interaction possible„AVIP“ „FAKE DRIVER“ (e.g.Dummy steering wheel)Communication disturbed Following Studies were analyzed by Vissers /SWOV abouttheir results:Vissers, L.; Kint, S. van der; Schagen, I. van; Hagenzieker, M.: Safe interaction betweencyclists, pedestrians and automated vehicles - What do we know and what do weneed to know?, SWOV Institute for Road Safety Research, The Hague, December 20167
Published Studies„AVIP“ Study SwedenField Study – VISIBLE DRIVERCommunication:- I’m in automated driving mode (AD mode),- I’m about to yield,- I’m resting,- I’m about to startResult:Pedestrians were less willing to cross thestreet when the driver of the approachingcar was inattentive or showing uncommondriver behavior.Lagström, T. & Malmstem Lundgren, V. (2015), “AVIP”, Autonomous vehicles’ interaction withpedestrians. An investigation of pedestrian-driver communication and development of a vehicleexternal interface, MSc Thesis. Chalmers University of Technology, Gothenburg. Sweden.„Ghost Driver“- US-Stanford –Field study - NO VISIBLE DRIVERCommunication:- no interaction Displays studiedResult:A driverless car did not interfere with asmooth interaction. Only when thevehicle misbehaved, some pedestrianbecame more hesitant.D. Rothenbücher; J. Li; D. Sirkin; B. Mok; W. Ju: Ghost driver: A field study investigating theinteraction between pedestrians and driverless vehicles, 2016 25th IEEE International Symposium onRobot and Human Interactive Communication (RO-MAN), New York, NY, 2016, pp. 795-802.
Published Studies„CityMobil2“ –EUQuestionnaire with Automated Bus„Duke-Display“ USA - Duke UniversityField study with Communication DisplayCommunication:Communication:- whether it is stopping- whether it is turning- how fast it is going- whether it is going to start moving- whether it has detected me-cross advisory-don‘t cross advisory-SPEEDResult:Pedestrians want to be notified byauditory signals and lights when theyare seen by an automated vehicle.1.Merat, N., Madigan, R., Louw, T., Dziennus, M. and Schieben, A. (2016) What doVulnerable Road Users think about ARTS. CityMobil2 final conference. Donostia, SanSebastian, Spain.Result:Pedestrians tend to rely on exisitingcrossing strategies than responding todisplays on the car.M. Clamann, M. Aubart, M.L. Cummings: Evaluation of Vehicle-to-Pedestrian CommunicationDisplays for Autonomous t.duke.edu/files/u10/Clamann etal TRB2016.pdf , Duke University, July 2016
UPCOMING Studies„Ford/ISO“ –US, Arlington„interACT“ – EU fundedField Study - NO VISIBLE DRIVERDesigning cooperative interaction of automatedvehicles with other road users in mixed trafficenvironmentsCommunication as ISO:- Driving autonomously- yielding- preparing to driveResult:Not yet published.Video:Results:Not yet published, butRequirments and Definition of interACT scenarios in Deliverable1.1. tps://www.youtube.com/watch?v boqG7Ss7chIJohn Shutko, ISO/TC 22 SC39 WG 8 N3678, ISO/NP TR 23049 Road Vehicles -- Ergonomicaspects of external visual communication from automated vehicles to other road ojects/9017-00782 (accessed Sept. 2017)interACT Project Coordinator Anna Schieben Deutsches Zentrum für Luft – und Raumfahrt e.V(DLR) / Institute of Transportation Systems / Lilienthalplatz 7 38108 Braunschweig, GermanyAnna.Schieben@dlr.de
Overview Studies„Ford/ISO“ – Field ExperimentStudy not finishedFord and Virginia Tech Transportation Institute are testing a Ford-designed lighting method for self-driving carsISO/TC 22 SC39 WG8 „Ergonomic aspects of external visual communication from automated vehicles to other road users“11
UPCOMING Studies„AV Intent“ –US,US project “AV Intent – Automated VehicleCommunication and Intent with Shared RoadUsers”CLEPA-LSS„Autonomous driving vehicles and the role of newlighting functions in the traffic space”In coop with TU Darmstadt on basic requirements forlighting on automated vehiclesSponsor: NHTSAContractor: UMTRITwining partner ofResult:Not yet published.CLEPA-LSS in coop with TUDarmstadt on basic requirementsfor lighting on automated vehiclesResult:Not yet published. .and perhaps many more!12
Neutral Summary of following StudiesComprehensive summary by Vissers* et al over diff. available studies:“Safe interaction between cyclists, pedestrians and automated vehicles- What do we know and what do we need to know? “ VRU are cautious in interaction with AV and worried about is “skills” appreciate messages and/or signals whether car has detected andwhat it intends to do however, which exact messages need to be brought about and themethod of communicating them are not yet settled and requiresfurther study.*Vissers, L.; Kint, S. van der; Schagen, I. van; Hagenzieker, M.: Safe interaction between cyclists, pedestrians andautomated vehicles - What do we know and what do we need to know?, SWOV Institute for Road Safety Research, TheHague, December 201613
Studies: Summary- Communication NeedsVissers* analyzed in 2016 3 studies – “CityMobile2”, “AVIP” & “DukeDisplay” “CityMobil2” (Merat et al. (2016 they found that pedestrians, as well as cyclists,want to be notified by auditory signals and visual lights when they are ‘seen’ by AV. “AVIP” study (Malmsten Lundgren et al. (2017)): pedestrians expect to getconfirmation from the ‘driver’ of the car, even if he is not the one who is actuallydriving the car. Results showed that pedestrians are calmer and more willing tocross the street if they are informed about the intentions of the automated vehicle tostop. “Duke-Display” study (Clamann, Aubert & Cummings (2016)): pedestrians aremore likely to rely on existing crossing strategies than on the novel displays At thesame time, a majority of the participants believed that an external vehicledisplay is necessary for AV-VRU communication.”14
Overview StudiesPedestrian and Cyclist Interaction with automatedvehiclesKeywordAuthorResearch QuestionAVIPLagström & Malmsten Will there be newLundgren (2015);communication needsMalmsten Lundgren toetwarrant safeal. (2017) andinteractions withHabibovic et al.automated vehicles(2016)GhostDriverRothenbücher et al.(2016)How will pedestriansandbicyclists interact withautomated vehicleswhen thereis no human driver?Method: Field Experiments onlyDescription13 participants had to indicate whetherthey were comfortable crossing thestreet in case of manually-driven and(Wizard-of-Oz simulated) automatedvehicles. Additionally, 50 participantsparticipated in a survey that showedpictures of a vehicle that was beingdriven manually or using a Wizard-ofOz setup. Their (un)willingness to crossthe street and their emotionalexperience were explored.67 participants encountered a vehiclethat appeared to have no driver VissersResultsPedestrians were lesswilling to cross thestreet when the driver ofthe approaching car wasinattentive or showinguncommon driverbehavior.A driverless car did notinterfere with a smoothinteraction. Only whenthe vehicle misbehaved,some pedestrianbecame more hesitant.15
Overview StudiesCommunication needs in interaction with automatedvehiclesMethods: all methods VissersKeywordAuthor/MethodResearch QuestionDescription„DukeClamann et al. (2016) What is the effectiveness of new 50 participants made crossing decisions inDisplay“methods of vehicle-tointeraction with automated vehicles withMethod:Fieldpedestrian communicationdifferent messages displayed on a forwardExperimentfacing display. Response times weremeasured.„AVIP“Lagström & Malmsten Can pedestrians recognize an 9 participants interacted with an automatedLundgren(2015)Automated Vehicle Interaction vehicle that informed the pedestrian aboutPrototype (AVIP) and can the ist mode and intentions using a LED-strip inMethod:Fieldvehicle provide any aid forthe windshield displaying differentExperimentpedestrians in the interactioncommunication patterns.with an automated vehicleResultsPedestrians tend torely on exisitingcrossing strategiesthan responding todisplays on the car.The AVIP helpedpedestriansunderstand theintentions of theautomated vehicles.Participants weremore willing to crossthe road before thevehicle stopped andthey were calmerwhen doing so.„CityMobil Merat et al. (2016)What do vulnerable road users 664 participants answered 20 questionsPedestrians want to2“think about Automated Roadbe notified by auditoryabout demographics, Unified theory ofMethode:Questionnair Transport Systems (ARTS) and Acceptance and Use ofsignals and lightsehow do they want to interactTechnology(UTAUT), and questions related when they are seenand communicate with ARTS? to interaction/informaton signalsby an automatedvehicle.FORD/ISO Not yet availableNot yet availableNot yet availableNot yet available16
WORK OF StandardizationASSOCIATIONS17
Overview Work of Associations / SAE SAE J3134 (WIP -Work in Progress) Autonomous Vehicle Lighting- Chair: Romeo Samoy – NAL- Feel free to join!- Format: SAE Recommended PracticeProposed Communication:- Details available for participants of SAE TF and changing,- SAE discusses a distinct place approach (e.g. top of windshield) and„standard color“ or a „distinct color approach“ to make it US compliant(„ does not impair“ with FMVSS 108 regulated functions ) and simplebehaviour. One possible example on next slide how such a simple communication couldhappen:18
I‘mADSaboutto goononyieldingADS(in X seconds) picture mercedes-benz.comOnly anexamplehow SAEproposalcouldlook like!
Overview Work of Associations / ISO TC22/SC39STATUS: SUMMER 2017!ISO/TC 22 SC39 WG 8 N3678, ISO/NP TR 23049Road Vehicles -- Ergonomic aspects of external visual communication fromautomated vehicles to other road users,Chair: John Shutko, FordScope: recommended that the communication should be common across industry.Legibility, Learnability of these systems are main focus, limiting the number of signalsand ensuring they are distinct and salient, providing a positive impact on societal acceptance.
DrivingActive autonomous driving: Solid white light to indicate vehicle is driving autonomously
YieldingYielding: Two white lights that move side to side, indicating vehicle is about to yield to a full stop
Preparing to DriveStarting to Go: Rapidly blinking white light to indicate vehicle is beginning to accelerate from a stop
DrivingActive autonomous driving: Solid white light to indicate vehicle is driving autonomously
NATIONAL GUIDELINES25
Overview National Guidelines – USA/NHTSAUS DOT/NHTSA published 2016 “Federal Automated Vehicles Policy”:“ HMI design should also consider the need to communicateinformation to pedestrians, conventional vehicles, andautomated vehicles regarding the HAV’s state of operationrelevant to the circumstance (e.g., whether the HAV systemidentified a pedestrian at an intersection and is yielding). .”In 2017 NHTSA updated to “A Vision for Safety 2.0”&NHTSA plans for 2018 a version „3.0“Communication:From: ted-vehicles-safety- whether Identifying Pedestrian at anintersection- whether Yielding for Pedestrian& think about Communication withconventional vehicles and other AVs26
Overview National Guidelines – USA/NHTSA2018 NHTSA ASKED „REQUEST FOR COMMENT“ about topic„Removing Regulatory Barriers for Vehicles With AutomatedDriving -18/html/2018-00671.htme.g. Question 15: 15. Do the FMVSS create testing and certification issues for vehicles with ADSs other than those discussed above? If so,which FMVSS do so and why do you believe they present such issues? For example, FMVSS No. 108, Lamps, reflectivedevices, and associated equipment,'' could potentially pose obstacles to certifying the compliance of a vehicle thatuses exterior lighting and messaging, through words or symbols, to communicate to nearby pedestrians, cyclists andmotorists, such as at a 4-way stop intersection, the vehicle's awareness of their presence and the vehicle's willingness tocede priority of movement to any of those people. If research is needed to eliminate the barriers in an appropriate way,please describe the research and explain why it is needed. Are there other lighting issues that should be considered? Forexample, what lighting will be needed to ensure the proper functioning of the different types of vehicle sensors,especially cameras whose functions include reading traffic control signs?- Deadline for written comments: March 5, 201827
Overview National Guidelines-GermanyEthics commission of Federal Ministry of Transport and DigitalInfrastructure in Germany created 20 rules: “5. the entire spectrum of technological options – for instance ., signals forpersons at risk, .– should be used and continuously evolved. The significantenhancement of road safety is the objective of development , posing as little riskas possible to vulnerable road users. “ “16. It must be possible to clearly distinguish whether a driverless system is beingused or whether a driver retains accountability with the option of overruling thesystem.As OEMs designing an AV should respect these guidelines it seemsevident that a standard needs to be developed in the US and in Europe.Communication:- signals for persons at risk (rule 5)- clarity who is under control (rule 16)28
Summary & Outlook29
Summary & OutlookMajority of studies show:- VRUs want to have with AVs a special communication- e.g a reliable acknowledgment of detection and communication aboutintended future actions of the AV and the state of the AV (ADS ON).- Communication needs to be clear and learnable . what will new studies find out?30
Questions Should basic communication signals be standardized and becomemandatory ? (e.g. ADS status, ADS intentions, ) Should additional communication signals become optional butstandardized, if beneficial for the safety of VRUs/other drivers? The communication needs of “classic” driver towards AVs is currentlyless studied & needs further discussion (e.g. Indication /communication to rear/ side/ other interaction tools/needs?) Other needs – e.g. for the police?&Many other questions .31
IS STANDARDIZATION IS NEEDED?WALKCopyright : Michael Larsen and Romeo Samoy
Michael Pernkopf, Helmut Tiesler-Wittig . Informal document GRE-79-35 (79th GRE, 24-27 April 2018, agenda item 10) Submitted by the expert from GTB . Autonomous vehicles will come! But what, when, and ho
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