The motor industry is notoriously fond of an acronym and here’s a new one which might just catch on: CASE.
In this case, C stands for connected, A for autonomous and E for electric, but there’s disagreement about what the S should stand for.
Vehicle manufacturer Daimler goes for connected, autonomous, shared and electric, although if you dig a bit deeper into their website they keep their options open with “shared and services”.
“Each of these has the power to turn our entire industry upside down,” said Dr Dieter Zetsche, chairman of the board of Daimler AG. “But the true revolution is in combining them in a comprehensive, seamless package.”
Over at car parts maker ZF, Andy Whydell, vice president of systems product planning for active and passive safety, goes for connected, autonomous, safe and electric.
Ford Europe has posted a new video highlighting an innovative approach to autonomous vehicle testing:
Drivers frequently use hand gestures (!), head nods and eye contact to communicate with other road users. For example, to establish that a pedestrian is crossing, that a cyclist has seen them or that they’re letting another car go first.
But how will self-driving vehicles achieve a similar degree of interaction? One idea is to use flashing lights of different colours.
To test the theory without spending a fortune on autonomous tech, Ford created the “Human Car Seat” – camouflaging a driver so the vehicle, at first glance at least, looks driverless.
This homespun method allows observers to more effectively gauge real-world responses.
Having made its name in gaming graphics, it should come as no surprise that Nvidia has created an autonomous vehicle (AV) simulator – a computer platform which enables developers to design a near-infinite variety of conditions and scenarios for driverless cars.
The US tech giant (which already has links with manufacturers including Audi, Mercedes, Tesla, Toyota, Volvo and VW) says its new Drive Constellation will help the global automotive industry to drive billions of test miles safely in virtual reality.
In another notable move, Nvidia recently announced a joint initiative with the government of Luxembourg to create a national artificial intelligence (AI) laboratory.
“Luxembourg is nurturing a pan-European innovation ecosystem,” said Prime Minister Xavier Bettel. “This cooperation is big news for our local innovators, and our country is proud to be the first European country to create an AI partnership with Nvidia.”
Automotive Minister, Richard Harrington, said: “We need to ensure we take the public with us as we move towards having self-driving cars on our roads by 2021. The update to the code of practice will provide clearer guidance to those looking to carry out trials on public roads.”
It states that: “The Government acknowledges the desire to conduct advanced trials on public roads. Such trials may not readily fit within current UK legislation, so the Department for Transport’s motoring agencies will introduce and operate a process to support those looking to safely conduct advanced trials.”
The DfT emphasised that the Centre for Connected and Autonomous Vehicles (CCAV) must be informed in advance and trials would not be supported unless they pass rigorous safety assessments.
So, what have we learnt? That “advanced trials” in this context is broadly a euphemism for road tests without a safety driver, and that the timetable for implementation is ambitious: “for self-driving cars on our roads by 2021”.
Recycling company First Mile has released this striking image of how London’s Oxford Street could look if we fail to tackle air pollution.
Two technologies being championed to avoid such a dystopian fate are electric powertrains and route optimisation programmes – both popular concepts in connected and autonomous vehicle (CAV) design.
However, new research by Adam Millard-Ball, associate professor of environmental studies at the University of California, suggests that, rather than solving the issue of congestion in city centres, self-driving cars could exacerbate the problem, creating gridlock.
“Parking prices are what get people out of their cars and on to public transit, but autonomous vehicles have no need to park at all,” he said. “They can get around paying for parking by cruising. They will have every incentive to create havoc.”
Telematics combined with smart congestion charging could conceivably negate this undesirable impact, but the study is grist to the mill for those advising stricter regulation of driverless cars.
We profiled various “other driverless vehicles” in our recent bikes, trucks, bots and planes article, well here’s another one… and it has a great name: the roboat.
So far, only small prototypes have been deployed but a bigger model with a 6x13ft hull is in development, featuring GPS, water quality testers, cameras and LIDAR.
The robotic boat is the result of a five-year research project – a collaboration between the Massachusetts Institute of Technology (MIT) and the Amsterdam Institute for Advanced Metropolitan Solutions (AMS).
Carlo Ratti, of MIT’s senseable city lab, envisages a new kind of on-demand infrastructure – autonomous platforms joining together to form floating bridges or stages, as well as individual roboats being able to deliver goods, transport people or collect waste.
This 1min 43sec video gives an overview of the project to date:
Looking ahead, the team will concentrate on finding ways to account for waves, currents, more passengers and heavier cargos.
Addressing the vital question of what driverless cars should do in no-win crash situations, an AA survey of 21,000 UK drivers found that 59% would rather put themselves in harm’s way than risk more lives.
That seems highly magnanimous, but other results were far from clear-cut. 40% of respondents “preferred not to say” when faced with unpalatable options like running over children or the elderly.
AA president, Edmund King, said: “Of those who could make a choice, a clear majority decided to put themselves in danger, perhaps indicating they accept the risks and potential fallibilities of the technology.
“The driverless dilemma is a common question for programmers of autonomous vehicles, but the number of people who avoided giving a definitive answer shows this is a difficult ‘live or let die’ dilemma.”
1) Humans should be saved over animals. 2) The lives of many should outweigh the few. 3) The young should have priority over the old.
But it isn’t that simple. The waters get murky when people are asked if they would rather purchase a car programmed to protect them.
Azim Shariff, of the University of Oregon, asks: “Would you really want to be among the minority shouldering the duties of safety, when everyone else is free-riding, so to speak, on your equitability?”
Will all manufacturers apply the same default settings? Should owners be able to change them?
Being able to have a beverage and leave the car in charge of the journey home is often cited (mainly by people in the pub) as one of the key benefits of driverless tech.
The reason? Being drunk in charge of a vehicle, even if not driving, is an offence. There’s also a concern about override functions.
The system will compare the driver’s expressions, gestures and speech with archive footage, as well as checking for suspicious items such as open bottles.
Opinion will presumably be divided as to whether this is a clever safety innovation or an unnecessary invasion of privacy.
In another alcohol-related development, Makr Shakr – the company famous for using robotic arms to make cocktails – has combined this concept with an autonomous driving pod.
Digital Trends describes the result as a self-driving robot bartender, basically a mobile bar which you could summon via a smartphone app. Mojitos all round!
Here at Cars of the Future we focus mainly on, er, cars… but when predicting how mobility might look by mid-century there are other driverless vehicles to consider.
Driverless bikes
Sky News reported last year on what it billed as the first self-driving motorbike, developed by British engineer Torquil Ross-Martin of AutoRd.
“A computer can do a better job than a human can because it is always concentrating,” he said. “When commuting you’re not necessarily completely focussed on what you are doing. You’re thinking about what you are going to do when you get to the office or whether you’re running late. That’s where the bike will improve the safety for commuters.”
Then, at CES 2019, Tech 360 posted this incredible video of BMW’s self-driving R1200GS:
“Safety is one of the main things that stops people riding motorcycles. If we look at the last 20 years, deaths in cars have gone down by 73%, while deaths on bikes only gone down by 38%. Cars now can intervene before something dangerous happens and we need to learn more about motorcycles to help riders avoid getting in a critical situation.”
So, self-driving bikes are getting there, but many still tip the commercial vehicle (CV) sector to lead the way in driverless motoring.
Driverless trucks
For example, Daimler Trucks North America (DTNA) recently introduced the new Freightliner Cascadia with level 2 automation.
“Automating acceleration, deceleration, and steering reduces the chance for human error, mitigates collisions, and can potentially save lives,” said a Daimler statement.
Driverless delivery bots
Perhaps surprisingly, given the attention lavished on driverless cars and platooning trucks, they could all get beaten to the punch by self-driving delivery robots.
These are already pootling about in the real-world. For instance, in collaboration with Robby Technologies, PepsiCo’s Hello Goodness ‘snackbots’ serve hungry college students in Stockton, California.
Amazon is also getting in on the act, using a compact self-driving vehicle called the Scout to make deliveries in Washington’s Snohomish County. The retail giant created this video to show its new walking-pace ‘delivery solution’ in action:
Driverless planes
With the ground getting crowded it might be quicker to take to the sky, so Boeing is working on an on-demand autonomous flying taxi.
Its test plane recently completed a controlled takeoff, hover and landing in Manassas, Virginia.
“In one year, we have progressed from a conceptual design to a flying prototype,” said Boeing’s chief technology officer, Greg Hyslop.
