https://www.nytimes.com/live/2021/01/20 ... ump-pardonGRA wrote: ↑Wed Aug 18, 2021 6:20 pm At Google, Urmson and the now-imprisoned Anthony Levandowski used to be at odds over how fast to push the bounds of safety. Levandowski's approach led to the death of a woman pedestrian hit by an Uber in Arizona, after he left Google/Waymo. Urmson believed a much more careful expansion involving far more testing and validation was needed.
https://www.greencarcongress.com/2021/0 ... mbark.htmlEmbark and HP introduce EV drayage within autonomous truck operations
Embark Trucks, a developer of self-driving software for the trucking industry (earlier post), announced a joint initiative with HP to combine electric and autonomous truck technology and create a more sustainable distribution network. The two companies launched an electric truck drayage pilot in the Los Angeles area, where local loads are hauled to and from Embark’s highway-adjacent transfer points using BYD 8TT electric trucks operated by human drivers, while the longer middle segment of the haul is completed autonomously by trucks equipped with the Embark Driver software.
This EV drayage pilot gives HP the ability to leverage electric trucks—which currently have a driving range best suited for drayage operations—in a meaningful way within its supply chain, seamlessly complementing the efficiencies provided by Embark-equipped autonomous trucks, which are 10% more fuel efficient than human-operated trucks.
Adopting both long-haul autonomous trucks and EV drayage enables HP to remove up to 50,000 tons of carbon dioxide and other pollutants from its distribution network over the next ten years, according to preliminary research by Embark.
The greater Los Angeles area is a leading emitter of greenhouse gases and is especially affected by harmful diesel emissions. San Bernardino, home to much of Southern California’s trucking and warehouse infrastructure, had 130 bad air days for ozone pollution in 2020. In the South Coast Air Basin, heavy duty vehicles such as trucks contribute 32% of mobile source nitrogen oxide emissions that react in the atmosphere to form ozone and particulate matter. These pollutants are linked to respiratory and cardiovascular problems and other adverse health impacts that lead to serious medical conditions and premature deaths.
Since May 2021, warehouses in the Inland Empire are subject to new air quality regulations meant to address these health concerns. Leveraging sustainable freight technologies such as EVs and AVs is a key way to reduce emissions and ensure compliance with these rules. . . .
https://www.greencarcongress.com/2021/0 ... tinto.htmlRio Tinto teams up with Caterpillar for zero-emissions autonomous haul trucks
Rio Tinto and Caterpillar have signed a Memorandum of Understanding (MoU) for Caterpillar’s development of zero-emissions autonomous haul trucks for use at one of Rio Tinto’s Western Australian mining operations.
The collaboration will see Rio Tinto work with Caterpillar to advance the development of the manufacturer’s future 220-tonne 793 zero-emissions autonomous haul truck including the validation of Caterpillar’s emerging zero-emissions technology.
Rio Tinto and Caterpillar will progress a series of development milestones to include a 793 prototype pilot program, testing and pre-production trials.
It is anticipated that the world’s first operational deployment of approximately 35 new Caterpillar 793 zero-emissions autonomous haul trucks will be at Gudai-Darri once development is complete. Gudai-Darri is Rio Tinto’s most technically advanced iron ore mine, in the Pilbara, Western Australia. . . .
https://www.autoblog.com/2021/09/21/may ... tor-bella/May Mobility announces A2GO autonomous shuttle in Ann Arbor, Mich.
The free, on-demand service launches next month
. . . The free service launches on October 11, and users can hail a ride through an app.
The program will employ four Lexus RX 450h vehicles, servicing Ann Arbor’s downtown, Kerrytown district, the University of Michigan’s Central Campus, and the State Street Corridor, covering a service area of 2.64 square miles. Each car will have a supervisor in the driver’s seat to intervene if needed.
The on-demand service keeps accessibility in mind with a wheelchair-accessible vehicle in the fleet.
May Mobility and its partners will collect anonymous data to “help the city identify the weak and less safe zones in order to better plan infrastructures,” according to Bastien Beauchamp, CEO of !important Safety Technologies, a partner of the A2GO pilot.
“Our vision is to transform cities through autonomous mobile to change the way people get around,” said May Mobility CEO Edwin Olson. “It’s especially exciting to be launching in our hometown.
Ann Arbor is the eighth city to host a May Mobility shuttle service. So far, May Mobility has provided more than 285,000 autonomous rides globally.
https://www.greencarcongress.com/2021/1 ... ruise.htmlGM announces Ultra Cruise: hands-free driving across 95% of driving scenarios for premium vehicles
. . . Ultra Cruise will cover more than 2 million miles of roads at launch in the United States and Canada, with the capacity to grow up to more than 3.4 million miles. Customers will be able to travel truly hands free with Ultra Cruise across nearly every road including city streets, subdivision streets and paved rural roads, in addition to highways.
GM’s two hands-free advanced driver-assist systems will coexist in the company’s lineup with Super Cruise available on more mainstream vehicles and Ultra Cruise reserved for premium entries. . . .
Ultra Cruise builds on the capabilities of Super Cruise with new automated driving features intended to:
Provide users with information based on their experience with the system through an all-new dynamic display;
React to permanent traffic control devices;
Follow internal navigation routes;
Maintain headway; follow speed limits;
Support automatic and on-demand lane change;
Support left and right-hand turns;
Support close object avoidance; and
Support parking in residential driveways.
The system also features full 360-degree perception around the vehicle.
Smart diagnostic and learning systems automatically identify scenarios where Ultra Cruise needs upgrading, triggering data recordings in vehicles equipped with the service. These recordings will then be processed through GM’s back office data ecosystem for continuous improvement of the system.
Ultra Cruise components. Ultra Cruise works through a combination of cameras, radars and LiDAR, developing accurate, 360-degree, three-dimensional statistical representations of the environment surrounding vehicles with redundancies in critical areas. Ultra Cruise also incorporates an integrated LiDAR behind the windshield.
Human-Machine Interface (HMI). A key component of Ultra Cruise is its Human Machine Interface, through which the system presents information to the driver and communicates when they need to be in control of the vehicle. Building on the HMI currently used in Super Cruise, Ultra Cruise’s HMI also shows drivers that they and the system are seeing the same thing.
The primary HMI in Ultra Cruise-equipped vehicles, the Ultra Cruise Dynamic Display, is a freeform display directly in the driver’s line of sight. It’s designed to help drivers stay focused on the road.
Ultra Cruise’s HMI strategy also includes helping the driver to stay engaged behind the wheel, ready to take over if required. Super Cruise’s Driver Attention Camera system will be carried over to Ultra Cruise. . . .
Ultra Cruise will join GM’s lineup of hands-free advanced driver-assist systems on select models in 2023, with Cadillac being the first to introduce the technology.
https://www.greencarcongress.com/2021/1 ... 6-aaa.htmlAAA study finds automatic emergency braking and lane keeping assistance performance can be impeded by rain
A new study from AAA finds that moderate to heavy rain affects a vehicle safety system’s ability to “see”, which may result in performance issues. During closed course testing, AAA simulated rainfall and found that test vehicles equipped with automatic emergency braking (AEB) traveling at 35 mph collided with a stopped vehicle one third (33%) of the time. Lane keeping assistance test vehicles departed their lane 69% of the time.
Depending on the type of sensor, external influences such as weather and sensor cleanliness can have various effects on operation. Specifically, radar sensors are minimally affected by rain, snow, and fog relative to other sensor types and function equally well in lighting conditions ranging from complete darkness to blinding sun. Additionally, radar sensors tend to be less affected by bugs and dirt because they are frequently placed behind plastic bumper covers. In cases where radar sensors are exposed, emitted radio energy can penetrate these particles with minimal attenuation.
However, systems such as lane keeping assistance or lane departure warning systems require integration of additional sensors because radar is not effective at discerning object detail and cannot detect variations on a flat surface, such as lane markings. Image sensors (cameras) are currently utilized for object classification and to track lane markings. Depending on the type of electromagnetic radiation (visible, near-infrared, medium wave infrared, etc.) detected by the camera, the sensitivity to weather and dirt varies. Cameras that detect energy in the visible spectrum are most affected by weather, lighting conditions, and bugs/dirt relative to cameras specific to the infrared spectrum.
Automatic emergency braking systems utilize front-facing radar and/or camera(s) to obtain kinematic data pertaining to surrounding vehicles and objects. Lane keeping assistance systems currently rely on one or more cameras to track the position of lane markers. Lane keeping assistance and automatic emergency braking systems effect sustained lateral and temporary longitudinal motion control, respectively.
—“Effect Of Environmental Factors On ADAS Sensor Performance”
Advanced driver assistance systems (ADAS) are typically evaluated in ideal operating conditions. However, AAA believes testing standards must incorporate real-world conditions that drivers normally encounter. . . .
AAA selected crossover vehicles for testing because of their continuing popularity in the United States. In 2020, sales of crossovers and utility vehicles accounted for 50% of the new vehicle market share. Additionally, the following criteria were utilized for vehicle selection:
Inclusion of domestic and import OEMs including European and Asian manufacturers
Variety of manufacturers (only one vehicle per manufacturer will be tested)
Based on those requirements, AAA selected the following vehicles for testing:
2020 Buick Enclave Avenir with Automatic Emergency Braking and Lane Keep Assist
2020 Hyundai Santa Fe with Forward Collision Avoidance Assist and Lane Keeping Assist
2020 Toyota RAV4 with Pre-Collision System and Lane Tracing Assist
2020 Volkswagen Tiguan with Front Assist and Lane Assist
Rain has the biggest effect on vehicle safety systems. AAA, in collaboration with the Automobile Club of Southern California’s Automotive Research Center (ARC), simulated rain and other environmental conditions (bugs and dirt) to measure impact on the performance of ADAS-like automatic emergency braking and lane keeping assistance. Generally, both systems struggled with simulated moderate to heavy rain, with results showing:
Automatic emergency braking engaged while approaching a stopped vehicle in the lane ahead
In aggregate, testing conducted at 25 mph resulted in a collision for 17% of test runs
In aggregate, testing conducted at 35 mph resulted in a collision for 33% of test runs
Lane keeping assistance engaged to maintain the vehicle’s lane position
In aggregate, veered outside of the lane markers 69% of the time
During testing with a simulated dirty windshield (stamped with a concentration of bugs, dirt and water), minor differences were noted, however, performance was not negatively impacted. While AAA’s testing found that overall system performance was not affected, ADAS cameras can still be influenced by a dirty windshield. It is important drivers keep their windshields clean for their own visibility and to ensure their ADAS system camera is not obstructed.
Also, some systems may provide an alert or deactivate in extreme situations, however, the conditions AAA tested under provided no such alert or warning. . . .
Previous AAA testing of vehicle safety systems in both closed-course and real-world settings show that performance is greatly impacted by driving scenarios, road conditions and vehicle design, finding issues such as the following:
Struggling to stay within in a marked lane in moderate traffic, on curved roadways and on streets with busy intersections.
Failing to stop for pedestrians in common scenarios such as crossing in front of a vehicle, a child darting out between two parked vehicles, or walking at night.
Colliding with a simulated disabled vehicle and instances of coming too close to other vehicles or guardrails.
AAA’s research continues to show that vehicle safety system performance varies widely, reinforcing that they are not a replacement for a fully engaged driver.
AAA recognizes these systems have the ability to lessen the chance of a crash and improve the overall safety of driving. Fine-tuning their performance and providing drivers with a more consistent experience will go a long way in unlocking their true potential.
—Greg Brannon
https://www.greencarcongress.com/2021/1 ... onyai.htmlPony.ai to start driverless tests on public roads in Beijing
. . . In Beijing, Pony.ai is now authorized to conduct driverless testing in an area of around 20 square kilometers in a pilot zone for autonomous driving vehicles. The area covers major subway stations, residential areas, and tech parks, which allows Pony.ai to test its autonomous technology in the most challenging road conditions.
The company was authorized in June to conduct driverless tests in California and Guangzhou, China.
https://www.greencarcongress.com/2021/1 ... urora.htmlAurora releases first commercial beta of Aurora Driver autonomous driving system
Autonomous driving company Aurora has released its first commercial beta of the Aurora Driver, which consists of the hardware, software, and data services needed to safely operate an autonomous Aurora-powered vehicle. Aurora Driver Beta is currently hauling loads between Dallas and Houston, TX, in a commercial pilot of Aurora Horizon, a suite of subscription services for carriers and fleet owners.
Aurora is moving quickly toward the commercial launch of its Aurora Horizon product offering in 2023, and the release of Aurora Driver Beta marks an important milestone. It’s a demonstration of Aurora’s autonomous driving capabilities, and a confirmation of its Driver-as-a-Service business model, the company said.
The commercial pilot with FedEx and PACCAR along a 400-mile freight corridor comes after just a few weeks of refining the Aurora Driver in simulation and testing on a 30-mile section of the I-45 between Dallas and Houston. . . .
https://www.greencarcongress.com/2021/1 ... nride.htmlEinride & GE Appliances to deploy first US fleet of autonomous and electric trucks
Swedish freight technology company Einride and GE Appliances (GEA), a Haier company, are partnering for the implementation of electric and autonomous transport at scale. It will be the first time an autonomous and electric truck is live and operating in the US.
With a gross vehicle weight of 26 tonnes, the Einride Pod features a loading capacity of 15-18 pallets and supports a 16-tonne payload. Range per charge is 130- 180 km.
At launch, Einride will implement electric transportation solutions at three of GEA’s locations in Kentucky, Tennessee, and Georgia. As a result of this partnership, GEA is expected to save 970 tons of CO2 emissions within the first year, playing a role in its global commitment to reduce its environmental footprint by utilizing a state-of-the-art supply chain.
Einride also recently announced a partnership with Bridgestone aimed at co-creating innovative and sustainable mobility solutions for electrified and autonomous Class 8 vehicles. The collaboration will allow Einride to collect new layers of safety and efficiency-related data from Bridgestone’s smart-sensing tires, while enabling Bridgestone to integrate its advanced mobility technologies into Einride’s onboard vehicle platforms. . . .
As part of the agreement, Bridgestone will become an official US launch partner of Einride and the exclusive tire supplier for Einride in the US market. In turn, Einride will supply connected electric trucks and digital services under a subscription agreement to Bridgestone for its US shipping logistics network, with the aim of electrifying the majority of Bridgestone’s landside transport needs by 2025. . . .
https://www.greencarcongress.com/2021/1 ... 1-jdp.htmlJ.D. Power study: consumers possess inaccurate knowledge of fully automated self-driving vehicles
While the automotive industry continues to move toward fully automated, self-driving vehicles, the pace is not being matched by educational efforts that will help bring buyers into the modern mobility movement. According to the newly released J.D. Power 2021 Mobility Confidence Index (MCI) Study, consumers possess inaccurate knowledge of fully automated self-driving vehicles.
Survey respondents were asked to select one of seven possible descriptions to define fully automated self-driving vehicles. Based on the Society of Automotive Engineers’ definition of Level 4 and Level 5 self-driving, two descriptions correctly defined a fully automated self-driving vehicle, which only 37% of MCI respondents selected. More than half (55%) of respondents selected descriptions that are aligned with driver assist technology, which describe lower levels of automation currently available in many product offerings.
The ability to define accurately a fully automated, self-driving vehicle is even lower (32%) among those with higher self-reported levels of automated vehicle (AV) knowledge. Survey findings show those who self-report knowing nothing at all about AVs are actually more accurate (37%) in defining fully automated self-driving vehicles.
This is a ‘Danger, Will Robinson’ moment for the fully automated self-driving vehicle industry. There is a significant gap between actual and perceived AV knowledge. Right now, consumers don’t know what they don’t know. Clear, consistent messaging from industry stakeholders is needed to improve the accuracy of consumer AV knowledge. The industry needs to be the catalyst for educating the public before running into such speed bumps. AV education must expand beyond current, traditional learning methods.
—Lisa Boor, senior manager of global automotive at J.D. Power.
Following are key findings from the 2021 study:
Knowledge not the same as learning: Consumer interest in AVs increases 10 percentage points from the J.D. Power 2020 Q3 MCI Study, with 51% now having more general interest due to something they read or heard. However, only 29% of respondents have actively sought to find information about AVs. The majority (53%) of respondents believe the best way to learn about AVs is a driver’s education course for self-driving vehicles. A majority (58%) also say they are willing to complete specialized training for a special AV driver’s license. At the opposite end of the learning spectrum, 27% say they would prefer to learn by doing in a self-taught fashion. . . .
Today’s experiences build tomorrow’s customers and expectations: Leading the way for greater self-driving vehicle expectations and consumer acceptance are experiences with current Advanced Driver Assistance Systems (ADAS). Today, 41% of respondents are comfortable with driver assist technology being the maximum level of automation, which is 27 percentage points higher than those who would be comfortable with fully automated self-driving vehicles.
Adding to the challenge is that 19% of respondents believe that fully automated self-driving vehicles are available for purchase or lease today—an incorrect belief that is also shared by 16% of Tesla owners. “Tesla” was the most frequently mentioned word when respondents were asked what comes to mind when saying fully automated self-driving vehicles are available today.
Consumer self-driving vehicle readiness rises: The score for confidence in fully automated self-driving vehicles improves to 42 (on a 100-point scale) from 34 a year ago and 36 two years ago. Positively trending is the excitement to use fully automated self-driving services when compared with the J.D. Power 2020 Q3 MCI Study: personal vehicles (+11 percentage points); delivery services (+3); taxi/ride-hailing services (+4); and public transit (+2).
Nearly one-third (31%) of respondents say they are very comfortable or extremely comfortable with transporting goods in a fully automated, self-driving vehicle, and the comfort level increases to 47% among those with an active driving assistance feature on their current vehicle. Respondents also see the benefit in fully automated self-driving vehicles for those unable to drive due to age or injury—a newly added index attribute for this year’s study—as respondents’ comfort levels are 27% overall and 45% among those with active driving assistance on their current vehicle.
Consumer comfort is higher for AV applications that may not involve them: Of all fully automated self-driving modalities measured, consumers are most comfortable with goods being transported commercially and riding in a fully automated self-driving vehicle if unable to drive due to age or injury. The attributes that are more likely to affect a consumer personally—AV public transit and riding in fully automated self-driving vehicles—have the lowest levels of comfort.
Safety is paramount when building any self-driving experience. Organizations working as technology pioneers have the responsibility to create realistic and accurate consumer expectations for what their products can and cannot do. Small setbacks in public trust triggered by misuse of systems or a failure of a system to perform based upon misconceived consumer expectations may hamper deployments over the coming decades, depriving consumers of the convenience and safety benefits the technology can potentially offer. Consumer overconfidence and lack of knowledge to date can lead to risk taking that will cause the AV industry to hit a lot of potholes.
—Bryan Reimer, Ph.D., research scientist in the MIT AgeLab and associate director of The New England University Transportation Center at MIT. . . .