Connected Automated Driving Roadmap – 2019 Update

Connected Automated DrivingRoadmap – 2019 updateDI Manfred HarrerASFINAGCo-Chair CAD Working Group ERTRAC121.10.2019www.ertrac.org

CAD Roadmap version 8.0 – now available! Increased scope to better cover ConnectedAutomated Driving, including cooperative andconnected vehicles. Strengthen the link to the Infrastructure,through CEDR. Deeper dive into three use cases includingrequirements on ’connected & infrastructure’:– Automated Passenger Cars Path– Automated Freight Vehicles Path– Urban Mobility Vehicles221.10.2019www.ertrac.org Connect to the CARTRE (CSA) results and theARCADE (CSA) project and provide a EU wideoverview (and beyond). Incorporate the STRIA CAD actions(2018) via Key Challenges and Objectives.

WG Connected Automated Driving Roadmap1. Scope and ObjectivesUpdate 20192. Common Definitions2.12.22.32.42.5Levels of AutomationOperational Design DomainVehicle and infrastructure interactionRegulatory and standardisation framework for AutomationConnectivity as a requirement for vehicle-infrastructure interaction3.13.23.3Automated Passenger Cars PathAutomated Freight Vehicles PathUrban Mobility Vehicles4.14.24.34.4European research projectsEuropean initiativesEU Member States initiativesInitiatives around the world5.15.25.35.45.55.65.75.85.95.10User awareness, users and societal acceptance and ethics, driver trainingHuman FactorsPolicy and regulatory needs, European harmonisationSocio-economic assessment and sustainabilitySafety validation and roadworthiness testingNew mobility services, shared economy and business modelsBig data, artificial intelligence and their applicationsPhysical and Digital infrastructure (PDI) including ConnectivityIn-vehicle technology enablersDeployment6.16.26.36.4Current and future vehicle systems – Level 0Current systems – Level 1Automated Driving Assistance - Level 2Automated Parking Assistance3. Development paths4. EU and international initiatives5. Key Challenges and Objectives6. Annex: definitions of systems – Levels 0 to 2 Parking321.10.2019www.ertrac.org

Newest update onSAE Levels421.10.2019www.ertrac.org

Traffic regulations, Homologation Framework ODDand ISAD Explanation andinformation on ODD Vehicle andInfrastructure Interaction Regulatory andStandardisationframework forAutomation Connectivity as arequirement for vehicleinfrastructure interaction521.10.2019www.ertrac.org

ODD – Operational Design Domain ODD : A description of the specific operating conditions in whichthe automated driving system is designed to properly operate,including but not limited to roadway types, speed range,environmental conditions (weather, daytime/nighttime, etc.),prevailing traffic law and regulations, and other domain constraints(SAE J3016 June 2018) Long term vision is to align infrastructure data with automotivesafety integrity level. Visualize automated driving quality and availability, driving/travelexperience from a user perspective To further provide input from CEDR CAD: What are theprerequisites towards the infrastructure fromvehicle side?621.10.2019www.ertrac.org

ODD – Operational Design Domain Example #1Always721.10.2019www.ertrac.orgTomAlkim2017

ODD – Operational Design Domain Example #2Always821.10.2019www.ertrac.orgTomAlkim2017

Input - How the infrastructure can (and should)support CAD Road infrastructure can provide additional information for onboard decisions of CAVs A classification of infrastructure support is needed: Common understanding between OEMs, automotive industry and road operatorsis to be established More use-cases have to be defined to understand the potential of ISAD in mixedtraffic Long transition period with mixed traffic is expected The workgroups’ feedback was incorporated in the approach andclassification of this infrastructure support levels, please find therelated information on the next slides.921.10.2019www.ertrac.org

Infrastructure Support levels for Automated Driving (ISAD)Elaborated in cooperation with INFRAMIX, see also ITS World Congress 2018 paper by AAE & sed on the real-time information on vehicle movements, the infrastructure is able to guide AVs(groups of vehicles or single vehicles) in order to optimize the overall traffic flow.Infrastructure is capable of perceiving microscopic traffic situations and providing this data to AVsCooperative perceptionin real-timeAll dynamic and static infrastructure information is available in digital form and can be provided toDynamic digital informationAVs.Digital map data is available with static road signs. Map data could be complemented by physicalStatic digital information / Map supportreference points (landmarks signs). Traffic lights, short term road works and VMS need to berecognized by AVs.Conventional infrastructure without digital information. AVs need to recognise road geometry andConventional infrastructure / no AV supportroad signs.www.ertrac.orgCooperative drivingGuidance: speed,gap, lane adviceBDescriptionMicroscopic trafficsituationANameVMS, warnings,incidents, weatherDigitalinfrastructureLevelDigital map withstatic road signsDigital information provided to AVsXXXXXXXXXX

Infrastructure Support levels for Automated Driving (ISAD) Based on the ISAD Level ofinformation and servicesdifferent on-board vehicledecisions can be supported CAVs will have to be able todrive on E-level, but theadditional possibilities providedby A-level sections enable amuch higher customersatisfaction as well as supportroad safety and capacitymanagement related goalsVMS1121.10.2019www.ertrac.orgUrban areaDCCVMSDVMSBACELevel ALevel BLevel CLevel DLevel E

Connectivity as a requirement for vehicle-infrastructure interaction(Hybrid) C-ITSNational Access PointsTCCNAPOption 2: only Metadata via NAPOption 1:Metadata & data via NAPConnected ITS ServicesITS ServiceProvidersOther ITS Services1221.10.2019www.ertrac.org

The three development path use cases CEDR & ERTRAC Chair meeting Vienna August 2018 providedmany useful insights and new ideas on the development paths tofocus on: NRAs can provide valuable support through infrastructure anddata provision - this requires the NRAs to form an unified,viable approach. One use case per deployment path has been deemedespecially beneficial to be researched (- green boxes), andthey align well with the CEDR research project MANTRA’stargeted use cases The use case selection was then further adapted to best fit ourcurrent focus points and still align well with other activities. All chapters in the roadmap include requirements on ’connected& infrastructure’1321.10.2019www.ertrac.org

Automated Passenger Car Development PathsAutomation LevelEstablished20182020202220242026Level 5:Full Automation20282030.Fully AutomatedPassenger CarsUrban and Sub-Urban PilotLevel 4:High AutomationHighway Autopilot (Level 4)Highway Autopilot includingHighway Convoye.g.Highway ChauffeurLevel 3:ConditionalAutomationTraffic Jam ChauffeurLevel 2:Partial AutomationLevel 1:Driver AssistanceAdaptive Cruise ControlStop &GoLane Keeping AssistLane Change AssistParking assistLevel 0:No DrivingAutomation, supportbeyond humancapability to actLane Departure WarningBlind-spot WarningForward Collission WarningABS, ESCEmergency Brake14Highway Convoy (Level 4)Traffic Jam AssistParking Assist21.10.2019e.g.Urban and Suburban Pilot (Level 4)Passenger Cars: M1 category130

Level 4 for passenger cars – use casesHighway Autopilot (Level 4)- up to 130 km/h on motorways or motorway similar roads- from entrance to exit, on all lanes, including lane change- sleeping is allowed- when average human driver would try to end the journey or simply stopat the motorway (e.g. extreme weather) and the driver does not takeover, the system can leave the motorway and park the vehicle safelyHighway Convoy (Level 4)- electronically linked vehicles of all types on motorways or similar roadsin the same lane with minimum distance between each other- if V2V communication is available with realtime performance- reduce safety distances far below today s manually driven distances- in large urban areas, highway traffic could develop to be much moreefficient (traffic space per person, energy consumption per vehicle)Urban and Suburban Pilot (Level 4)- Highly Automated Driving up to limitation speed- The system can be activated by the driver in all traffic conditions- The driver can override or switch off the system at all time1521.10.2019130

Automated Freight Vehicle Development PathsAutomation LevelEstablished2018202020222024202620282030.Fully AutomatedFreight VehiclesLevel 5:Full AutomationHighly Automated Vehicles Highly Automated Vehicles Highly Automated Vehiclesin Confined Areason Dedicated Roadson Open RoadsLevel 4:High AutomationHighway Pilot PlatooningHighway ChauffeurLevel 3:ConditionalAutomationHighway chauffeur, open roadsTraffic Jam ChauffeurAutomated Truck PlatooningLevel 2:Partial AutomationLevel 1:Driver AssistanceTraffic Jam AssistAdaptive Cruise ControlStop &GoLane Keeping AssistLane Change AssistLane Departure WarningBlind-spot WarningForward Collission WarningLevel 0:ABS, ESCNo DrivingEmergency BrakeAutomation, supportbeyond humancapability to act1621.10.2019C-ACC Truck PlatoningUnmanned vehicles, confined and hub-to-hubTruck: Freight vehicle 3.5 tonnes categorie N2 or N3

Highway chauffeur for hub2hub and open-roads, Heavy FreightVehicles - examplesUnmanned vehicles, confined and hub-to-hub Highly automated, un-mannedconnected to control and supplychain management center For repetitive transport betweenhubs. Slow speed for energyoptimized electrified operation Dedicated roads/lanes withinfrastructure/charging support1721.10.2019Highway chauffeur, open roads Highly automated trucks onopen roads in mixed traffic For flexible transportassignments with automated/manual operation Integrated with logistics supplychain Cooperative automation

Automated Urban Mobility Vehicle Development PathsAutomation LevelEstablished2018202020222024202620282030.Fully automated UrbanMobility VehiclesLevel 5:Full AutomationLevel 4:High AutomationAutomated PRT/Shuttles onDedicated RoadsAutomated PRT/Shuttles inMixed TrafficAutomated Buses onDedicated RoadsAutomated Buses in MixedTrafficAutomated Urban Bus ChaffeurLevel 3:ConditionalAutomationUrban Bus AssistTraffic Jam AssistParking AssistLevel 2:Partial AutomationAdaptive Cruise ControlStop &GoLane Keeping AssistLane Change AssistParking assistLevel 1:Driver AssistanceLevel 0:No DrivingAutomation, supportbeyond humancapability to act18Lane Departure WarningBlind-spot WarningForward Collission WarningABS, ESCEmergency Brake21.10.2019PRT (Personal Rapid Transit) incl. Urban ShuttleCity Bus/Coach: M2 5 tonnes M3 Robert Bosch GmbH

Overview of EU funded projects that support thedevelopment of automated driving1921.10.2019www.ertrac.org

Key Challenge AreasUSERS & SOCIETYUser awareness,users and societalacceptance andethics, drivertrainingSafety validation androadworthinesstestingPolicy and regulatoryneeds, Europeanharmonisation21.10.2019New mobility services,shared economy andbusiness modelsBig data, artificialintelligence and theirapplicationsSocio-economicassessment andsustainability20SYSTEM & SERVICESVEHICLES &TECHNOLOGIESIn-vehicletechnology enablersDigital and physicalinfrastructure, includingConnectivityDeploymentHuman Factors

Thank you for your work and support in updating the roadmap!2121.10.2019www.ertrac.org

CAD Roadmap version 8.0 – now available! Increased scope to better cover Connected Automated Driving, including cooperative and connected vehicles. Strengthen the link to the Infrastructure, through CEDR. Deeper dive into three use cases including requirements on ’connected &