automated truck driving exploring the benefits and limits
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Automated Truck Driving Exploring the Benefits and Limits. Presented to AASHTO Subcommittee on Highway Transport Wilmington, North Carolina John Woodrooffe July 10, 2013. Automated Driving. Technologies that perform the driving task Various degrees of automated driving (partial to full) - PowerPoint PPT PresentationTRANSCRIPT
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
Slide 21
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).
