Audi’s new Christmas advert features Santa “swapping reindeers for something a little more progressive”, the amazing self-driving Grandsphere… just make sure you read the small print:
“The vehicle shown is a concept vehicle that is not available as a production vehicle. The automated driving functions shown are technologies currently under development, are not available for production vehicles and only work within system limits. All possible uses of the technical systems and functions shown represent only a possible concept and are dependent on the respective legal regulations in the relevant country.”
Self-driving Grandsphere
Audi’s new Xmas ad features a self-driving concept car
Here at Cars of the Future we’ve had our eye on the Grandsphere for a while, highlighting its fold-away steering wheel back in September 2021. Phenomenal tech, no doubt, but we’re a bit conflicted about this advert.
On the one hand, we love that Audi is giving the public a glimpse of the near future, normalising the idea of driverless.
On the other, we have the wise words of Matthew Avery, chief strategic research officer at Thatcham Research, ringing in our ears: “With more than half of the UK public believing that autonomous driving is here today, the perception is racing ahead of the reality.
“This demonstrates just how much work needs to be done to set realistic consumer expectations of the first vehicles offering limited self-driving functionality, when they do become available.”
Audi self-driving Grandsphere advert small print 2022
It is a bit of an odd advert, isn’t it? Reminiscent of the scene in Toy Story when Buzz Lightyear watches the ad telling him he’s not a flying toy!
For a more comprehensive (and realistic) look at the car, we recommend this 5-minute mini documentary detailing how Marc Lichte, Head of Design at Audi, and his team, brought this vision of the future to life:
A more realistic look at the Grandsphere concept car
Shortlisted by Zenzic for CAM Scale-up, Streetscope’s Collision Hazard Measure can inform safe self-driving deployment.
In this Cars of the Future exclusive, the co-founders of Pasadena-based Streetscope, Mark Goodstein and David Muyres, explain how their Collision Hazard Measure enables self-driving stakeholders to accelerate deployment with confidence.
DM: “The UK is a leader in automated vehicle (AV) development and we’re in discussion with an array of companies and organisations about demonstrating our capability in the UK environment. That would be a great success point for communicating our value to customers worldwide.
“Our technology evaluates the safe moving of any vehicle, human or machine driven. We treat it as a black box and evaluate how safely it moves amongst hazardous objects in the street scene, using simulation or camera data. Then we create indexes that different industries can use, for example, insurers, vehicle manufacturers, regulators and planners.
“The insurance industry is the one we’re having most conversations with. They want to understand the hazards of new technology vehicles, and now they’re realising we can help with the human-driven side as well. They can use our data to price risk more effectively.
Informing safe self-driving deployment
“Vehicle developers need to answer basic questions like: Am I to safe to deploy yet? They currently don’t have an independent way to objectively measure how safely a vehicle moves, and we can provide that.
“Regulatory is very interesting and it’s nice they’re interested in using our measure to guide future development.
“Infrastructure planning companies can hire us to evaluate a future self-driving route. We can identify high hazard locations and make recommendations to mitigate issues.”
Streetscope Collision Hazard Measure for vehicles incl. self-driving
And you’re talking to vehicle verification bodies too?
MG: “Yes. We’re a start-up, not at scale yet, but all we need is kinematic data, the position of all objects each tick of the clock, from any traffic scene to calculate the hazard posed between the vehicle and all other objects. And we can get that from either simulations or using cameras as data sources. Then we score them based on the Collision Hazard Measure we’ve invented.
“We could use lidar and radar, but those geometric sensors are very expensive. Cameras are ubiquitous, so we’re using them and making a pretty good job of it.
“There’s a school of thought that you can use aggregated data from other drive events using cell phone based sensors, but they lack context. Why did they slam on the brakes? Why did they accelerate so aggressively? There is no correlation to risk.
“We’re trying to get these industries to recognise that the data they’re spending a lot of money on is insufficient, and they’d be better off using our Collision Hazard Measure.”
The Transport Select Committee inquiry into self-driving vehicles is a big deal for connected and automated mobility (CAM) in the UK, providing both scrutiny and publicity.
These committees are powerful, cross-party, and can require a response from the government. What’s more, The Transport Select Committee is one of the more high profile.
Since 2020, it has been chaired by Huw Merriman, MP for Bexhill and Battle in East Sussex.
Huw Merriman MP chairs Transport Select Committee inquiry into self-driving vehicles
“On this Committee, we always like to look into the future of science, technology and innovation, and we’re aware that the government has plans to see self-driving vehicles operational by 2025,” he said.
Self-driving inquiry on Parliamentlive
We’ve already covered Professor Paul Newman’s contribution and, of course, we recommend watching the full session on Parliamentlive TV. Who’s got the time though? So please read-on for further highlights from the morning session on Wednesday 26 October 2022.
Here, we cover the initial remarks by Steve Gooding, chief exec of The RAC Foundation, David Wong, senior technology and innovation manager at The Society of Motor Manufacturers and Traders (SMMT), and Professor Nick Reed, founder of Reed Mobility.
Transport Select Committee inquiry into self-driving vehicles, October 2022
Responding to the question “What is a self-driving vehicle?”, Wong explained that: “A self-driving vehicle, or automated vehicle, to use industry parlance, is a vehicle that’s fitted with an automated driving system capable of performing the entire dynamic driving tasks without human intervention within an operational design domain.”
Reed outlined the updated SAE levels 1-5, noting “They work from an engineering perspective, but they don’t work very well from a communications perspective.”
He went on to highlight the Law Commission’s useful user in charge (UIC) and no user in charge (NUIC) concepts.
Karl McCartney MP then asked about the likely timescale for owning a vehicle with automated systems.
Gooding currently runs a 2007 VW and a 2021 Triumph motorcycle, neither of which have automated features. “I’ll probably be replacing those when we are more comfortable with the electric revolution,” he said.
Reed has a VW Golf with some basic automated features like adaptive cruise control (ACC). “By 2025, it will be possible to use a vehicle that can do some of the driving for you, but I suspect it will be one that I can’t afford,” he said.
Wong highlighted the Mercedes S-Class, which meets the international UN standard for Level 3 conditionally automated driving, and is already available in the German market.
He went on to explain the differences between driver assistance and the higher levels of automation, and the critical issue of people confusing the two.
Gooding chipped in: “There is another way of describing this, which I find helpful, which is to think of it as three levels: hands off, eyes off, nod off.”
Self-driving public understanding
Merriman explained that the inquiry’s name was changed from “autonomous” to “self-driving” to help public understanding.
Changing tack, Ruth Cadbury MP questioned what transport challenges self-driving addresses which other technologies do not.
Reed identified three main areas: 1) safety, with the majority of today’s crashes having human error as a contributing factor, 2) efficiency, for example, from sharing vehicles rather than individually owning them, and 3) accessibility, for example, by making transport more accessible to people with disabilities.
Merriman then asked what testing had taught the industry, particularly in terms of potential pitfalls.
Wong highlighted the UK’s world-leading role in testing, with six CAM testbeds and more than 90 projects involving more than 200 organisations since 2014.
“The next step is to remove the safety driver altogether, whether the safety driver is inside the vehicle or remote,” he said. “Then we can progress to pilot deployment, which is what we’re seeing in the States, in California and also in Arizona. That’s the next challenge.”
Reed added: “One of key things we focus on is the public’s experience and appreciation of the technology – how this can be useful to them.”
Attention then turned to the wider societal and environmental benefits, and we’ll cover that another time soon.
Thatcham’s Avery and others comment on new Trust in Automation self-driving research
On 8 November, Thatcham, the UK motor insurance industry’s research centre, published the results of a new consumer survey on self-driving.
The Trust in Automation research was conducted by Opinion Matters, and involved questioning 4,000 car owners, half in the UK and half in America.
The headline finding was that 52% of UK drivers mistakenly believe that fully autonomous driving is possible today. In the US, this number rises to 72%.
Thatcham: 50%+ Brits think full self-driving is already here
Avery on automation
Matthew Avery, chief strategic research officer at Thatcham Research, commented: “Realising the government’s stated safety ambition for automated vehicles is dependent on driver education. This can’t just be lip service.
“With more than half of the UK public believing that autonomous driving is here today, the perception is racing ahead of the reality.
“This demonstrates just how much work needs to be done to set realistic consumer expectations of the first vehicles offering limited self-driving functionality, when they do become available.”
More encouragingly, 73% of UK respondent said they recognised the benefits of emerging automated driving technology.
Thatcham: 73% recognise the benefits of emerging automated driving technology
When asked what they consider to be the key benefits, the most popular option was improved safety (21%), followed by improving mobility for the elderly and disabled (14%) and reduced pollution (8%). Funnily enough, just 3% saw freeing up time to work as an advantage!
“Drivers are beginning to recognise that automation can deliver significant societal benefits in terms of safety, mobility and sustainability,” said Avery.
“However, with safety being such a high priority for drivers, accidents that do occur will be scrutinised under the media microscope, quickly eroding consumer confidence.”
Thatcham noted that, in November 2021, the Society of Motor Manufacturers and Traders (SMMT) launched its guiding principles for automated vehicle marketing.
“Although safety is seen by many to be a key benefit of automation, trust and confidence need to be nurtured over time,” said Avery.
“It is vital that all industry stakeholders come together to instil trust in automation by ensuring motorists have a firm grasp of their legal obligations and the performance limitations.”
Gooding on self-driving
Commenting on the Trust in Automation findings, Steve Gooding, director of the RAC Foundation, said: “This research provides some valuable insights for policy-makers keen to usher in the start of automated driving.
“Given all the hype surrounding automated car technology, particularly coverage of autonomous cars and taxis operating in the US, it isn’t surprising that some people think self-driving cars are already available on the UK market.
“The most important point that this research highlights is the need to ensure drivers understand the limits of automated options when they do first appear on UK roads, particularly where the system requires the driver to stand ready to re-take control.”
Intriguingly, Jonathan Dye, chair of the Automated Driving Insurer Group (ADIG), and head of underwriting at QBE, added: “In addition to education and collaboration across industry sectors, a key element will be the sharing of data and the transparency of what each specific vehicle is capable of at a point in time.
“With some models likely to have the self-driving technology as ‘optional’, or as an ‘over the air update’, meaning it would be possible to change a vehicle’s capabilities overnight, it’s imperative the driver has a full and clear understanding of the vehicle’s limitations post update and that they are adequately protected by purchasing an appropriate insurance product.”
As a final point, we regularly criticise hyperbolic self-driving headlines, so kudos to This Is Money for the informed and nuanced: “Half of motorists incorrectly think you can buy self-driving cars today raising fears some may dangerously overestimate capabilities of existing tech”.
Back then, we covered how Kodiak has been delivering freight daily between Dallas-Fort Worth and Houston, operating autonomously on the highway section of the route for over a year.
Self-driving truck puncture test
Now, they’ve published video addressing what Chief Technology Officer (CTO) Andreas Wendel describes as “probably the safety-related question we get the most”: a catastrophic tyre failure.
Kodiak self-driving truck handles catastrophic tyre puncture
“The Federal Motor Carrier Safety Administration estimates that tire problems were responsible for approximately 15% of truck-related crashes,” he said.
“As we develop our self-driving system, the KodiakDriver, we wanted to demonstrate that we can handle the bad things that can happen in real world driving, and tire blowouts are usually the first safety risk in mind.
“For all you non-Commercial Driver’s License-holders (CDL-holders), a tire blowout is a big deal, even when the vehicle you’re driving has 18 of them.
“On a big rig truck, the back 16 tires are paired dual tires, while all the steering is done by the two front single tires, called the steer tires.
“Steer tires are responsible for steering, handling, and ensuring a steady ride for humans and cargo alike. If one of the back 16 tires pops, a dual tire is able to compensate and carry some weight until the truck comes to a stop. If one of the single steer tires pops, it’s a whole different story.
“For all CDL-holders, you already know that the first step towards handling complex, catastrophic situations like tire blowouts is making a quick determination that a failure has occurred, then fighting to remain in control, and eventually safely pulling over to the side of the road.
“Trucks with popped tires travel erratically and unpredictably, with unexpected and unknown vehicle dynamics. Even if the tire just goes flat, you can’t maintain speed. This will potentially lead the truck to aggressively veering.
“The rubber may be stripped from the tire, forcing the vehicle to drive on a bare metal rim. In a worst-case scenario, the truck may swerve, jackknife, or even roll over. Once a truck suffers a steer tire blowout, it behaves like an entirely different truck.
Kodiak self-driving truck handles puncture
“That’s why we’re so excited to become the first self-driving trucking company to demonstrate that we can maintain complete control of the truck even after suffering a catastrophic tire blowout.
“As shown in the video, KodiakDriver can stay in control of a truck and bring it to a safe and complete stop even when rolling over a giant spike and instantaneously popping a steer tire.
“Once we incorporated the findings from our low-tire pressure tests into the KodiakDriver’s control algorithms, it was time to test with a completely deflated tire flopping off the rim. This test allowed us to confirm that the controller can still steer the truck with a completely deflated tire, laying the groundwork for a spontaneous blowout.
“After deliberate testing at different tire pressures, we were ready to demonstrate a sudden tire blowout. Executing this test is more complex than you’d think: the vehicle needs to race down the test track and squarely hit a puncture rig, which is a spike mounted to a metal plate.
“For a human, the precision needed to consistently hit the puncture rig is higher than you’d think. Thankfully, the KodiakDriver is a much more precise driver than a human, and remains dead center in a lane unless it needs to nudge over to one side or another.
“With this consistency our team was easily able to identify where the KodiakDriver would pass on specific sections of the test rack and place the puncture rig accordingly.
“Finally, we were ready to demonstrate a tire blowout with a full tractor and trailer. No holding back!”
Supported by the Rees Jeffreys Road Fund and Zenzic, Eloy’s multi-vehicle coordination is making parking and driving more efficient. Next, self-driving.
In this Cars of the Future exclusive, the co-founders of Hertfordshire-based Eloy, Anna Corp and Damian Horton, explain how their connected car services make parking, driving and self-driving safer and more efficient.
DH: “Our story goes back to 2004, when I was a maths undergrad at Oxford. I ended up doing a thesis on bifurcation theory in swarms, based on simulations like those seen in computer games – little army men running together, and how they interact with each other. It involved a lot of traffic modelling, but at the time there were no jobs in driverless cars, so I went into investment banking and started a couple of businesses. When I moved back to the UK from Australia, in 2018, I saw that the connected and autonomous (CAM) vehicle market was finally happening. I met Anna at a start-up in London and together with an old school friend of mine, Marcus Robbins, who’d done a lot of geospatial work, we decided to give it a crack.”
AC: “My background is in marketing, user experience and customer insights. One issue I’m very familiar with is companies not thinking about real-life human problems. At Eloy, we’re all about solving problems for all road users, not just car and lorry drivers – cyclists, pedestrians, horse riders, everybody. We take a much more holistic approach to making roads safer and more efficient. There’s a big push to move people on to active travel and public transport, but is that what people really want? Shared robotaxis are often presented as a utopia, but why would a mum use one when she has her own car with all the baby stuff already in the back? It’s hard to force behaviour change. A better way is to give people options and tools which they see value in, which make their lives better. Then they’ll adopt.”
Which brings us to your app…
DH: “We worked out early on that the best way to get into the connected car space was to provide a sat nav, before building in any new experiences to make roads flow better. On Boxing Day 2020, we got the email from Apple saying the sat nav component had been accepted for CarPlay.”
AC: “We joke that we’re the smallest sat nav company in the world, but it’s a prerequisite for all we plan to do. We had to get into existing vehicles.”
DH: “We’re obsessed with the situations you get into as a driver – sitting waiting to make a turn across a blocked carriageway, queuing at a mini-roundabout while everyone waits for each other. How can we make these small things better? The missing piece over and over again was multi-vehicle coordination (MVC). So we got super focused on niche use cases, like getting in and out of car parks and passing on country lanes.”
AC: “Smartphones are a good example of a product which has morphed into so much more. The best thing is we can offer connected vehicle solutions now, to provide good advice for human drivers, to prove high efficacy, and then apply them to higher level automated driving.”
And you’re already testing at UTAC’s Millbrook Proving Ground…
DH: “Yes. In October, we demonstrated our narrow road warning solution, which reduces the need for reversing to find a passing point, at The Transport Technology Forum at UTAC. That involved just two vehicles. The next phase is to get it working with 20 vehicles in a controlled environment, then up to 100, and scale from there. We’re looking for the right partners, ranging from ports and farms to construction traffic, freight and public transport – probably fleets initially.
“Early simulations indicate a 20% timesaving from MVC for country lane passing, and up to 80% for car park entry and exit. Internet connectivity is an issue (that’s for someone else to solve!), but we can deploy on sections of road where a good signal is almost guaranteed. Then it’s a question of making sure the intervention – the beeping or flashing or messaging – doesn’t outweigh the benefit. The big question is always: does it improve safety?”
Sorry, did you just say an 80% timesaving for car parking?
DH: “Yes, by using very similar modelling to how to fill an empty aeroplane. For years, it was a free for all, so the airlines tried to get organised by filling in order from row one. Mathematically, that turned out to be the slowest way, because everyone has to wait for the person in front of them. So they got clever and started filling from row 30 and working backwards. That’s actually the second slowest way, because you end up with the same problem of everyone waiting. Eventually they worked out that the best method is a structured filling pattern. You send in rows 30, 25 and 20, then rows 15, 10 and 5. They all have space to stow their luggage and what you have is a lot more manoeuvres per second. That gives you an 80% reduction in filling time.
“We looked at high density car parking in the same way. Think Silverstone on grand prix weekend, when there’s traffic chaos. If every car has an allotted parking bay and follows guidance from a sat nav, you can apply those same principles of more simultaneous manoeuvres. There are potentially further gains too, for example, by connecting live data to the local traffic lights to disperse the traffic more efficiently. The challenge is coordination, between the event organisers, the local authority, the car park operator and the attendees. The rationale is economic benefit, reduced journey times for everyone, which brings you to infrastructure investment decisions – the cost per mile benefits of these intelligent systems compared to building more roads.”
AC: “Once people see that the system works, they’ll quickly learn to trust it. I see huge opportunities in business parking for big employers. If they could save each employee 10 minutes a day, think of the extra productivity. Over a year, suddenly the business would have gained a lot of time and a lot of money.”
Eloy virtual sign: country lane solution
And you’re using artificial intelligence to optimise this?
DH: “Yes. Using SUMO simulation software, we’ve created full digital twins for car parks and certain road segments. Then we add a reward function. The AI basically tries to get the most points, a bit like the 1980’s computer game, Frogger. It’s a type of reinforcement learning that tells cars what to do in different circumstances. We’re training it for a road layout at Millbrook at the moment.
“The holy grail is getting 100% of cars using the software, transmitting and receiving your information and following the instructions. In the meantime, there’s questions around gaps in the data – how much knowledge you can you infer from modelling. Then there’s the dynamics of network effects. An interesting one, going back to our car park efficiency, is what happens if someone decides to break the rules, perhaps by stealing someone else’s slot. You can probably use a financial incentive to overcome that.”
AC: “One reason we really like the cars on a country lane solution is because it’s self-reinforcing. It’s a win-win without needing to use a monetary incentive. Both drivers benefit from additional information and overall traffic flow improves as a result.”
Sounds good to me. For further info, visit the Eloy website
Zenzic CAM Scale-Up winner Dromos says UK is currently best placed to become world leader in safe self-driving.
In this Cars of the Future exclusive, we talk self-driving, Zenzic and the Cambridgeshire Autonomous Metro with Dr. Martin Dürr, co-founder of Dromos GmbH.
“The system is important, not just the vehicle,” said Priestman back then. “The car we designed is half the width of a normal car, with space for two or three people. It is elegant public transport designed around the passenger – the first autonomous system to deliver mass transit, and the infrastructure belongs to the city.”
Dromos 2022
Fast forward two years and this exciting concept is well on the way to becoming reality, excitingly, first, right here in the UK. As Dr. Dürr explains…
Dr. Martin Dürr, self-driving expert and co-founder of Dromos GmbH
MD: “Dromos was founded by myself and Dr. Antje Völker. We worked together 25 years ago at McKinsey and have both been in the transportation space ever since. We always wondered why no one seems to tackle the 400-pound gorilla in the corner of the room: that classical mass transit systems are extremely expensive, outdated and widely disliked.
“Transport for London came close to being bankrupt recently, contemplated shutting down lines due to operating costs. Paris subsidises its system by around €8bn annually. Many cities around the world don’t have that kind of money, so there is no public transport.
“Antje and I decided we had to do something. We agreed that any solution had to meet the needs of two key audiences. The first is, of course, the user. They want a quality of ride comparable to that of a taxi, but at the price of a bus ticket. Within quality of ride, privacy is an important topic, along with convenience and cleanliness.
The second key audience is the legal entity that contracts the building and running of the system – a city or national authority. Their current options, like railway or bus networks, have hardly changed in 150 years. The user experience often isn’t great, and the costs are astronomical.
“Our challenge was to devise a transportation service suitable for the 21st century: on-demand, with privacy, CO2 neutral and deliverable without the need for subsidies. That’s Dromos. We provide capacity at a much better cost per mile, with 50% lower construction costs, construction time and space consumption.”
Dromos self-driving vehicle
NK: These megatrends often get conflated – are you saying that ridesharing is incompatible with self-driving?
MD: “Pretty much, yes. Autonomous ridesharing pilots have shown that passengers have very little – if any – desire to share a driverless vehicle with a stranger.
“We talked to people in Brazil about a system for Sao Paulo and they said rideshare was an absolute non-starter because of safety fears. Having cameras on board doesn’t really help, because the police will only be able to step in after a crime has been committed. Actually, people are willing to pay a premium not to share.”
Dromos Cambridgeshire Autonomous Metro (CAM) proposal
NK: Tell us about your plans for the Cambridgeshire Autonomous Metro
MD: “Okay, so we refined our proposal and began talking to cities around the world about tendering, including Auckland, Hong Kong and Cambridge in the UK. To be precise, the Cambridgeshire & Peterborough Combined Authority. They issued a tender a year ago for a comprehensive 160km-long system.
“We proposed a solution that’s better for the customer in terms of the user experience, and better for the city in terms of value – connecting villages to the centres, on-demand, at low cost, with no intermittent stopping. Passengers travel directly to their destination.
“Along with our UK partners – PriestmanGoode, Buro Happold and Rider Levett Bucknall – we’ve been selected to provide a more detailed submission. It’s a huge opportunity to embrace a new transport paradigm.”
Indeed, the Mayor of Cambridgeshire and Peterborough, James Palmer, said: “The CAM will bring the world-leading, innovative and transformational public transport network that this region needs to continue to thrive.
“This challenge is a test to the very best brains in the market to help pioneer what the CAM will look like and how it can best be delivered. I’m clear that we want the CAM to offer our region the kind of high-quality public transport normally reserved for the biggest cities.”
Zenzic CAM Scale-Up winners
NK: Then, earlier this month, you were chosen for the Zenzic CAM Scale-Up Programme
MD: “Yes, another great achievement. As a German, it is incredibly encouraging that the UK is currently best placed to become a world leader in the safe adoption of autonomous travel.
“Britain is more willing to experiment and has a clear vision of what needs to be done – The Zenzic Roadmap to 2030. You’ve got a world class testing environment – including the Smart Mobility Living Lab in London – the legal infrastructure is coming, and there’s support from government via the Centre for Connected and Autonomous Vehicles (CCAV). The package is complete, and ready to go; more so than the German government can offer today.
“As a result, following excellent discussions with the CCAV, we have shared data with them and moved a lot of our attention and our value chain to the UK. The environment here is best suited to us from a homologation point of view. It will enable us to build up to our first live installation right here in the UK.
“We were also able to invite several of our suppliers to do their testing in the UK, so that process is also on track now. We are in discussion with other authorities here – Manchester, the Ministry for Transport in Scotland and others. With a dedicated infrastructure, delivering safe and reliable transport is easy for us.”
NBC in New York has reported on a recent self-driving trial using Navya Autonom shuttles to take passengers to and from the long-term parking lot at John F. Kennedy Airport.
Self-driving news from NBC New York, October 2022
The Port Authority of New York and New Jersey is a bi-state agency that builds, operates and maintains many of the most important transportation assets in the country, including the region’s three major airports – LaGuardia, Newark Liberty and JFK.
Self-driving comment
“If you have a bus running every 10 or 20 minutes, and we replaced that with four or five autonomous vehicles, maybe you’re only waiting two minutes,” said Seth Wainer, of The Port Authority.
Platooning on a predetermined route, the trial included the shuttle stopping “on a dime” when a pedestrian stepped out in front of it.
Johnathan Balon, MD of Navya, explained: “It’s changing the future. It’s fully electric, fully autonomous. It’s lowering their carbon footprint and it’s allowing people to understand the new technology that’s coming.”
Maintenance of Navya self-driving vehicle
Navya CEO, Sophie Desormière, added: “Navya’s shuttles are adapted to a large number of uses, and airports represent a good case in point. Not only do our shuttles offer a solution for the transportation of people, but our Tract also offers the same for the transportation of goods.
“The trial will also provide an opportunity to demonstrate once again the strength of our hypervision technology. Our mastery of remote and platooning fleet management is already established in France, and we will be taking a further step forward by introducing it in the US.”
Navya is listed on the Euronext regulated market in Paris. For more on EV and self-driving stocks, see our recent finance feature. For further info, visit the Navya website.
Oxbotica founder and CTO, Professor Paul Newman, addresses MPs on the Transport Committee about self-driving, October 2022.
Last week, Oxbotica founder and CTO, Professor Paul Newman, addressed MPs on the Transport Committee to explain how self-driving technologies will deliver value to people, businesses and the planet.
In relation to commercialisation, he said: “I think there’s an ordering of these technologies, and there’s an ordering of the operational design domain. Burdens are rightly different in some domains – it’s different in a mine to Kensington High Street.
“I’ve never come across a city that asks for more single occupancy vehicles, ever. They’ve always said: fewer please. So, I don’t think personal, private transports are the future, because cities want to change the way transport works. They want to make it more accessible. The number of bus trips that Londoners take is absolutely extraordinary. Let’s support that.
“Technological complexity worries me far less than the regulatory complexity. That’s not just saying you should trust us. What’s great about some of the regulation that’s coming through is that there’s meaty technical requirements placed on the manufacturers of autonomy software. That allow the systems to be explainable, and explainability is the foundation of being trustworthy.”
For more on Oxbotica’s vision for universal autonomy, see this recent interview with its VP of Technology, Ben Upcroft.
Lidar sector thriving as established players and new start-ups push for safe self-driving.
Two new reports have highlighted assisted- and self-driving as key factors predicted to boost the global automotive light detection and ranging (lidar) market.
According to Polaris Market Research, it will reach US$4.14bn by 2026, increasing at a Compound Annual Growth Rate (CAGR) of more than 35%.
The report summary noted: “The solid-state/flash lidar market is expected to grow at a very high pace during the forecast period. Solid state sensor being low-cost, robust, as well as compact in size makes it ideal for potential large-scale production of level 3 and 4 cars in coming years. Further, mechanical sensors and other sensors also capture decent market share.”
A separate report, by Markets And Markets, largely concurs, projecting a CAGR of 21.6% to reach US$3.4bn by 2026. However, it focuses more on unmanned aerial vehicles (UAVs) – drones – and 4D lidar, with the prospect of new entrants making a big impact.
Lidar in self-driving
In March, Aeva announced that its Aeries 4D lidar sensors are now supported on the Nvidia Drive autonomous vehicle platform. As well as measuring distance and plotting the position of objects in x, y and z, 4D plots velocity as a fourth dimension.
Aeva CEO Soroush Salehian on self-driving
Both CEO Soroush Salehian and co-founder Mina Rezk previously worked on Apple’s Special Projects Group. “Bringing Aeva’s next generation 4D lidar to the Nvidia Drive platform is a leap forward for OEMs building the next generation of level 3 and 4 autonomous vehicles,” said Salehian.
“We believe Aeva’s sensors deliver superior capabilities that allow for autonomy in a broader operational design domain (ODD), and our unique features like Ultra Resolution surpass the sensing and perception capabilities of legacy sensors to help accelerate the realization of safe autonomous driving.”
You can always tell when a sector is thriving because dedicated events spring up. The fifth annual Automotive Lidar conference took place in September, while Lidar Magazine has documented the increasing crossover from surveying into car tech.
Its recent interview with Luis Dussan, founder of California-based AEye is well worth a read. “While at Northrop Grumman and Lockheed Martin, I was designing mission-critical targeting systems for our fighter jets and special ops units that searched for, identified and tracked incoming threats,” he said.
“I realized that a self-driving vehicle faces a similar challenge: it must be able to see, classify, and respond to an object – whether it’s a parked car or a child crossing the street – in real time and before it’s too late.”
Of course, the established players are also pouring money at lidar, and making huge strides. Polaris highlighted Bosch, Continental, Delphi, Denso and Velodyne, among others, with Bosch boasting “the first long-range lidar suitable for the automotive mass market”. It has a detection range of over 200m.
Dr. Mustafa Kamil of Bosch on self-driving
Dr. Mustafa Kamil, Bosch’s project manager for automated driving sensors, explained: “For automated driving to become a reality, the vehicle must perceive its surroundings more effectively than humans can, at all times. Alongside cameras, radar and ultrasonic, a further sensor principle is required in order to achieve this goal.
“For example, when the ambient light changes from bright to dark upon entering a tunnel, it can briefly pose a challenge for the camera. Meanwhile the lidar sensor remains majorly unimpeded by the change in light conditions, and can reliably recognize objects at the entrance to the tunnel in these critical milliseconds.”
He continued: “A former supervisor once told me that a lidar sensor is like a plate of spaghetti: As soon as you try to grab one piece, the others move as well. If you want to make the sensor smaller, this affects properties such as the visual field-of-view or detection range. Optimizing all components in such a way that they do not impede other variables is technically challenging.”
Please note: a version of this article was first published by the Institute of the Motor Industry’s MotorPro magazine.
