automated truck driving exploring the benefits and limits

Automated Truck DrivingExploring the Benefits and Limits

Presented to AASHTO Subcommittee on Highway Transport

Wilmington, North Carolina

John WoodrooffeJuly 10, 2013

Slide 1

Automated Driving

Technologies that perform the driving task Various degrees of automated driving (partial

to full) Requires the integration of several technical

systems Trucking has unique requirements that will

likely limit the extent of automated driving

Slide 2

Connected Transportation

Intersection Collision Avoidance

Vehicle Safety Communications Greater situational

awareness• Your vehicle can “see”

nearby vehicles and knows roadway conditions you can’t see

Reduce or mitigate crashes • Driver Advisories• Driver Warnings

Work ZoneNotification

Model Deployment CV Participation Summary

3 Integrated CVs – driven by participating fleets

16 - Retrofit Safety Device (RSD) on existing fleet vehicles

50 - CVs with Vehicle Awareness Devices providing basic functionality (Various trucks)

On Board Vehicle Technologies

Roll Stability Systems and Electronic Stability Systems

Lane Departure Warning Systems

F-CAM: Forward Collision Warning Systems with Autonomous Braking

23

1

2

31

4

4

Vehicle diagnostic and location systems

•Road curved •Dry surface•Cargo: loaded

3-axle tractor pulling bottom dump.

14,000 kg cargo (dirt)

28,000 kg gross weight

Est. 65 km/h

Evaluating ESC

Schematic Trajectory of Maneuver (Transient to Constant Curve)

Spiral transition rate of 1.3 m/s3 is based on the AASHTO prescribed curve entry geometry corresponding to a steady-state lateral acceleration of 1.5 m/s2.

A B

V

Hardware in the loopSimulation TruckSim offers Real-time Simulation in Combination

with SIMULINK and the TruckSim Animator

Hardware in-the-LoopHardware Modeled a 5-axle tractor semitrailer Uses all pneumatic and electronic control elements The entire pneumatic system was include: air

reservoirs, treadle valve, ABS hardware, brake actuation chambers

Appropriate fittings and proper length tubing and hose was used

The brake chambers were installed on real S-cam brakes such that they have appropriate pressure/deflection properties.

ESC Preventing Rollovers

Slide 11

0 2 4 6 8 10 12 14 16 18

40

45

50

55

60

65

70

75

80

85

Vehicle Speed

time, in second

vehi

cle

spee

d, in

km

/hr

ABSRSCESC

Vehicle speed time history for ABS, RSC and ESC technologies

Fitting ESC to all tractor semitrailers

Estimated ESC benefits (annual)4,659 crashes126 fatalities5,909 injuries Total benefit about $2 billion/yr

Slide 14

Commercial Vehicle Forward Collision Avoidance and Mitigation Systems (F-CAM) Intervention Sequence

t0

Object tracked

Collision warning:

Visual and Audible

Collision warning:

Haptical (short brake pulse)

Automatic braking for

collision prevention or

mitigation

Avoidance maneuver not

possible

timet2 t3 t4

Engine Torque LimitationBrake Activation

Potential rear end collision

detected

Hard braking required to

prevent collision

t1

Warning Tone and LampSystem Reactions

Crash prevented

or mitigated

Slide 15

Crash types selected as relevant to the technology

Rear-end, striking Current generation:

Lead vehicle stopped at impact, but seen moving Lead vehicle slower, steady speed Lead vehicle decelerating Lead vehicle cut-in

Next generation: Lead vehicle stopped, never seen moving

Target Crash Types

Frontal Impacts

Slide 16

Rear-end, into stopped van trailer.

Cargo body floor of van rides over front bumper.

Underride to firewall. Engine ripped from mounts

and pushed down, under occupant compartment.

Slide 17

F-CAM Benefits

Device Fatal Injury No injury Total

Subsystem Contribution

FCW only $528.9 $544.8 $34.4 $1,108.1

CMB only 2nd gen. $446.2 $633.6 $31.9 $1,111.7

CMB only 3rd gen. $741.2 $792.8 $60.6 $1.594.6

Complete System Contribution

Second Generation $745.0 $919.5 $65.8 $1,730.3

Third Generation $972.7 $1046.1 $93.1 $2,112.0

Current Generation $412.4 $513.0 $29.5 $954.9

Slide 18

Technically Possible ≠ Public Acceptance

Even I can work this one

Slide 19

Slide 20

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Slide 22

Considerations for Integration

Large trucks exist to do work and to do it efficiently. Their worth and function are tied directly to work performance in exchange for money. Trucks are incentivized to be at work constantly – they are a tool of the economy.

Trucks are driven by professional drivers paid to drive and they are highly skilled.

We have everything to gain by keeping the driver engaged – humans are very good vehicle operators.

Slide 24

Considerations for Integration

On board technology is dedicated to the single vehicle and provides driver warning and vehicle state corrections.

V2V describes vehicle position, direction and speed at the traffic stream level – provides external conflict input.

Slide 25

Considerations for Integration

Combining V2V with crash avoidance technology integrates traffic stream data with vehicle-based monitoring and control systems – highly desirable.

Drivers are accident fee 99.99% of the time – better than most “Intelligent Systems”.

We have everything to gain by providing information and corrective actions to reduce human error.

Replacing the Driver Invites Unintended Consequences

Slide 26

Slide 27

Considerations for Integration

But we lose so much safety value by replacing the human - think system reliability, cost and unintended consequences.

The goal for commercial vehicles - maximize the power of the human through the use of supporting technologies that warn and intervene at critical moments while retaining the driver as the primary vehicle controller.

Slide 28

Automated Driving Levels (Trucks)Level 0 No automation

Level 1 Adaptive cruise control, auto windshield wipers, automatic lights, anything that supports the driver (e.g. ESC, V2V)

Level 2 Hands off and feet off but eyes on. Driver is responsible

Level 3 Hands off feet off eyes off – shared dual control but vehicle is responsible

Level 4 Complete machine control – Driver has no responsibility at all

Allow some flexibility of automation for situations where the technology may help driver “full time” such as platooning, or low speed control (traffic jam assist/pilot, automatic docking, etc).

Slide 29

Thank You!jhfw@umich.edu