Autonomy for Long Haul Trucking

DOT Class 3 and 4 Opportunities for Autonomy, Remote Monitoring & Intervention

Jonathan Hujsak

Autonomous Long Haul Trucking is Coming

Daimler Class 3 Truck Licensed in Nevada (2016) ◦ 10,000 - miles of testing completed in Europe

Human Drivers Have Limits ◦ Fatigue, Lack of Sleep, Colds, Flu ◦ FMCA 11-hour driving limit1

◦ Limited visual acuity/situational awareness ◦ Slow reaction times ◦ Illegal drug use, Alcahol consumption

More than 100,000 people injured per year in truck related crashes

Decline in new truck driving applicants

In 2012 trucks carried 70% of US freight tonnage (9.4 B tons) – projected to triple by 2050.

NHTSA Autonomus Truck Definitions2

Level 0: No Automation

Level 1: Function-Spacific-Automation: Automation at this level involves one or more specific control functions. Examples include electronic stability control or pre-charged brakes, where the vehicle automatically assists with braking to enable the driver to regain control of the vehicle or stop faster than possible by acting alone.

Level 2: Combined Function Automation: This level involves automation of at least two primary control functions designed to work in unison to relieve the driver of control of those functions. An example of combined functions enabling a Level 2 system is adaptive cruise control in combination with lane centering.

Level 3: Limited Self-Driving Automation: Vehicles at this level of automation enable the driver to cede full control of all safety-critical functions under certain traffic or environmental conditions and in those conditions to rely heavily on the vehicle to monitor for changes in those conditions requiring transition back to driver control. The driver is expected to be available for occasional control, but with sufficiently comfortable transition time. The Google car is an example of limited self-driving automation.

Level 4: Full Self-Driving Automation: The vehicle is designed to perform all safety-critical driving functions and monitor roadway conditions for an entire trip. Such a design anticipates that the driver will provide destination or navigation input, but is not expected to be available for control at any time during the trip. This includes both occupied and unoccupied vehicles.

Required Features for Automation3

Incremental Cost of Automation3

Daimler Freightliner Inspiration Truck

• Approved for public roads • “Highway Pilot” automation system • Lowers Total Cost of Ownership (TCO) • Level 3 Automation • Human required but free to do other things

• Forward looking stereoscopic cameras • Radar • Maintains safe following distance • Steers between lane markers • Braking control

Typical Autonomous Vehicle Sensor Coverage

Freightliner Inspiration Truck Sensor Coverage

Key Daimler Autonomy Components

Level 3 HMI

Platooning of Autonomous Trucks

Teleoperation for Remote Truck Management

Ku, Ka, or X-Band Earth Station

SATCOM Bent-Pipe

Level 3-4 Autonomous Truck

Basic Satellite Bent-Pipe Command and Control

Telemetry & Video/Sensor Data

Central Operations Center

LAN/ MAN

< 2 sec latency (round trip)

Global Teleoperation Model

Teleport

Global Command Center

Level 3-4 Autonomous Long Haul Truck

Small Scale Command Center

Developing Reliable Autonomous Software

Learn From Established Safety Critical Software Standards and Practices

◦ Safety Critical Equipment

IEC 615084

◦ Functional Safety of Electrical/Electronic/Programmable Electronic Safety-related Systems (E/E/PE, or E/E/PES)

◦ Airworthiness Practices

DO-178c

◦ Software Considerations in Airborne Systems and Equipment Certification

References

1. FMCSA (2016). Summary of Hours of Service Regulations, Federal Motor CarrierSafety Administration (FMCSA), US DOT), 2016.

2. NHTSA (2013). U.S. Department of Transportation Releases Policy on Automated Vehicle Development. National Highway Traffic Safety Administration (NHTSA), 2013.

3. Berge, R. (2016). Automated Trucks – The Next Big Move in the Automotive Industry?Roland Berger Study, Chicago, April 2016.

4. IEC 61508 Edition 2.0 (2010). Functional Safety. International Electrotechnical Commission, Geneva, Switzerland.