Highly automated driving
Highly automated drive ( HAF ; English Highly automated driving , HAD ) denotes an intermediate step between assisted driving , in which the driver by numerous (often separate) driver assistance systems is assisted in the driving task, and the autonomous operation , wherein the vehicle of the automatically and without the action of Driver drives.
Definition
With highly automated driving, the vehicle has its own intelligence that plans ahead and could take over the driving task at least in most situations. Man and machine drive the vehicle together, with the human driver determining at any time how much he intervenes and how much he can be driven. Sometimes, however, the system automatically takes over an intervention that the driver cannot undo. ABS and ESP are good examples of this .
In contrast to purely autonomous driving, the constant interaction means that the driver remains “in the loop” and in control of the situation. On the other hand, he is relieved by a continuously available assistance and is given appropriate support, especially in critical situations. At the moment, the term “piloted driving” seems to be establishing itself for highly automated driving. At the 16th international specialist conference “Advances in Automotive Electronics” in Ludwigsburg, Audi was the first European automobile manufacturer to give a relatively specific statement on its piloted driving schedule: Piloted driving should be implemented this decade (2020 at the latest).
The definition of the term has not yet been completed so that no uniform definitions exist yet. B. carried out as part of the EU project "AdaptIVe". In a working group of the Federal Highway Research Institute (BASt) on "Legal Consequences of Increasing Automation", for example, a differentiation was made between partially automated driving, where the driver still has full responsibility for the driving task, but the vehicle supports him in both longitudinal and lateral guidance . With highly automated driving, the driver can temporarily hand over responsibility to the vehicle and devote himself to other, non-driving tasks. The so-called time budget is of particular importance. This is the time that the driver has to take control of the vehicle again in problematic situations and to react appropriately to the situation. For this, the driver has to gain an overview of the current traffic situation and what is happening around him, make a decision about an appropriate reaction and carry it out. BMW assumes 7 seconds for this, for example. In science there are findings that, depending on the situation, consider times of more than 8 seconds to be necessary. It should be noted here that the minimum time budget depends on various factors and can therefore differ depending on the situation and the driver's condition.
A study by the insurance companies' accident research showed that 90 percent of the drivers switched off the automation after 7 to 8 seconds after a journey during which they were distracted by a secondary task. However, if one examines the first look in the mirror and the speedometer as indicators of the situation awareness for the driving situation, 12 to 15 seconds are required.
Furthermore, it was shown that with the exception of the first glance at the road, the values of tired, highly automated drivers are comparable with these values. In general, the highly automated drivers achieved a higher level of drowsiness than the manual drivers and they also reached this level of drowsiness earlier. A highly automated journey without secondary activities should therefore not exceed 15 to 20 minutes. Longer driving times without interruption are not to be classified as safe because drivers are not able to monitor a monotonous driving task over a longer period of time without becoming tired.
SAE (J3016)
The Organization for Mobility Technology (SAE) defines Driving Mode as a scenario with a type of driving scenario with characteristic dynamic driving task requirements (e.g. freeway merging, high speed travel, low speed traffic jam, operation on closed campus, etc.). The dynamic driving task comprises the operational processes (steering, braking, accelerating, monitoring the vehicle and the roadway) and tactical (reacting to events, determining when it is necessary to change lanes, turning, using signals, etc.) aspects of the driving task, but not the strategic (Determination of destinations and waypoints) Aspect of the driving task. The system's request is for the automated driving system to notify a human driver that he should immediately start or resume performing the dynamic driving task.
| SAE level | Surname | definition | Who controls, accelerates / brakes | Monitoring of the driving environment | Reserve system for dynamic driving task | Driving mode |
|---|---|---|---|---|---|---|
| Human driver controls the environment | ||||||
| 0 | No
Automation |
The human driver takes over the full-time performance of all aspects of the dynamic driving task, even if these are reinforced by warning or intervention systems | human | human | human | N / A |
| 1 | Drive
Assistance |
A driver assistance system that performs driving mode-specific tasks such as steering assistance or acceleration / braking assistance thanks to the use of driving and environmental information and with the expectation that the human driver will perform all remaining aspects of the dynamic driving task | Human / system | human | human | Some driving modes |
| 2 | part
Automation |
the driving mode-specific execution of steering and acceleration / braking processes by one or more driver assistance systems using information about the driving environment and with the expectation that the human driver carries out all remaining aspects of the dynamic driving task | system | human | human | Some driving modes |
| The system controls the environment | ||||||
| 3 | Conditional
Automation |
The driving mode-specific execution of an automated driving system for all aspects of the dynamic driving task with the expectation that the human driver will react appropriately to the system's request | system | system | human | Some driving modes |
| 4th | Height
Automation |
The driving mode-specific performance through an automated driving system for all aspects of the dynamic driving task, even if the human driver does not react appropriately to the system's request | system | system | system | Some driving modes |
| 5 | Full
Automation |
The full-time performance of a fully automated driving system for all aspects of the dynamic driving task under all driving and environmental conditions that can be mastered by a human driver | system | system | system | All driving modes |
Interaction design
To make the interaction more intuitive, various design metaphors are used, such as the captain's metaphor or the horse metaphor (the so-called H-mode).
With the captain metaphor , the driver should feel like a captain who no longer operates his ship himself, but only gives instructions that are then carried out. The horse metaphor uses the idea that the driver interacts with his horse like a rider. On the one hand, he can tighten the reins (e.g. grip the steering wheel more tightly) and determine very directly what the horse or the car is doing. On the other hand, the horse has its own intelligence and when the reins are loose the rider or driver only specifies wishes which are then taken into account during execution. In emergency situations, when the rider or driver z. B. is distracted, the horse or the car can also react independently to avoid an accident. At the same time, the rider or driver is quickly “up to date” thanks to the very direct interaction and can again actively participate in the tour.
See also
Web links
- The way to piloted driving
- Safety systems for tomorrow: The sections “Driver Assistance Systems”, “Technologies for Safety” and “Automatic Emergency Braking” describe in a practical way when the system is allowed to take control independently today.
- Fatigue in highly automated driving
Literature sources
- C. Löper, J. Kelsch, FO Flemisch: Cooperative, maneuver-based automation and arbitration as building blocks for highly automated driving. In: Gesamtzentrum für Verkehr Braunschweig (Ed.): Automation, assistance systems and embedded systems for means of transport. GZVB, Braunschweig 2008, ISBN 978-3-937655-14-7 , pp. 215-237.
- G. Meyer, S. Beiker (Ed.): Road Vehicle Automation. (= Lecture Notes in Mobility). Springer, 2014, ISBN 978-3-319-05989-1 .