Today, the state’s Office of Administrative Law approved the regulations that would permit fully driverless testing. A public notice will go up on the DMV’s website on March 2nd, which starts a 30-day clock before the first permits can be issued on April 2nd. Companies can apply for three types of permits: testing with a safety driver, driverless testing, and deployment.

Key points:

• Waymo and GM’s Cruise race for the introduction of the first L4 mobility service. Google’s Waymo approved to begin self-driving ride-share across Arizona
• GM petitioned NHTSA regarding a Cruise L4 design without steering controls.

Read more insights

• USA’s updated guidance on Autonomous Vehicles fails to address the key issues
• Regulatory impact of deployment of Highly-automated driving

For an in-depth analysis of the Autonomous Driving regulation in major car markets and how it will affect the AD roadmap of leading carmakers read our report Regulatory guide to Autonomous Driving, Automotive Cyber Security & V2X.

For more information on this report, including sample pages and full Table of Contents, please contact us on (+44) (0)20 3286 4562 or using Contact us form

New car registrations in Europe’s largest car market achieved the highest volume since 2009 amounting to 3,441,262, up 2.7% from the year before.

Data from German KBA showed that growth in Mercedes-Benz (+15,000 units) and volume brands, led by Peugeot (+14,000) and Dacia, compensated for the losses in premium brands, especially VW Group’s Audi, Porsche and Volkswagen.

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Drivers will be able to experience Conditional automation (SAE Level 3) for the first time in 2018. But validation requirements and safety regulation will restrict customer availability- at least for the first half of 2018.

SAE Level 3 systems combine enhanced levels of sensor redundancy and robustness to be able to control steering, braking and accelerating under their operational domain, thus allowing drivers to turn their attention away from the road, i.e. “eyes-off the road”. However, a handover of control is required between the driver and the system so the driver must be available to takeover.

At the same time, more carmakers are launching Level 2 driving and parking features. More importantly, these features will not be the exclusive privilege of premium cars anymore as more and more Volume OEMs launch assistance systems to meet consumer demand and safety ratings.

Let’s look at some of the most important automated technology coming in new cars in 2018. We concentrate on driving features used in traffic jam situations and parking.

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1. AI Traffic Jam Pilot (SAE Level 3-Driving) & AI Remote Parking (Level 2-Parking) in the 2018 Audi A8

Functionality: Audi states that “On highways and multi-lane motorways with a physical barrier separating the two directions of traffic, the Audi AI traffic jam pilot takes over the driving task in slow-moving traffic up to 60 km/h (37.3 mph). The system handles starting from a stop, accelerating, steering and braking in its lane. If the driver has activated the traffic jam pilot at the AI button on the center console, they can take their foot off the accelerator and their hands off the steering wheel for longer periods.

Unlike at level 2, they no longer need to monitor the car permanently and, depending on current national regulations, can turn to other activities supported by the on-board infotainment system. The driver must remain alert and capable of taking over the task of driving when the system prompts them to do so.”

Why it is important: It is the first-ever Level 3 in series production. To achieve the levels of redundancy and robustness the vehicle is also equipped with a laser scanner as an additional forward-looking sensor to the long-range radar and camera.

We expect other major carmakers introducing L3 to utilise an additional forward-looking sensor for redundancy, apart from Tesla, but not everybody believes that it should be a lidar- with ther carmakers might use a high-resolution radar. So far the high cost of lidar has been an obstacle to deployment but Audi’s strategy to enter series production and achieve economies of scale shows positive signs for higher sensor penetration. 

The new A8 also has a redesigned central driver assistance controller called zFAS, which generates an image of the surroundings while driving by fusing sensor data. At the same time, a second data fusion takes place in the radar control unit.

Availability: Incrementally from early 2018 depending on the legal situation in the respective country. Even though deliveries of the first-ever Level 3-equipped car have just started, drivers won’t be able to experience “eyes-of-the-road” just yet because the AI Traffic Jam Pilot in Audi’s flagship A8 will be activated when it collects enough data for validation purposes. We expect that activation will occur by mid-2018.

Audi says that “Introduction of the Audi AI traffic jam pilot requires both clarity regarding the legal parameters for each country and specific adaptation and testing of the system”.

Introduction of the Audi AI traffic jam pilot requires both clarity regarding the legal parameters for each country and specific adaptation and testing of the system. Moreover, varying worldwide homologation procedures and their deadlines must be observed. Audi

Automated Driving System (ADS) name & level of automation: AI Remote Parking, SAE Level 2-Parking

Functionality: The Audi AI remote parking pilot and the Audi AI remote garage pilot autonomously steer the A8 into and out of a parking space or a garage, while the maneuver is monitored by the driver. The driver need not be sitting in the car. They start the appropriate system from their smartphone using the new myAudi app. To monitor the parking maneuver, they hold the Audi AI button pressed to watch a live display from the car’s 360 degree cameras on their device.

Why it is important: Audi’s first self-parking feature brings the brand in parity with Tesla, BMW and Mercedes-Benz in terms of Level 2 self-parking features.

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2. Active Distance Assist DISTRONIC & Active Steering Assist (Level 2-Driving) in the Mercedes-Benz S-Class

The updated S-Class, with the redesigned multi-function steering wheel providing direct access to the driver assistance systems, launched in autumn 2017 but we include it here because we expect an upgrade to Level 3 within 2018.

Functionality: The Active Distance Assist DISTRONIC and Active Steering Assist now provide even more comfortable support for the driver to keep a safe distance and steer. The speed is now adjusted automatically ahead of bends or junctions.

Why it is important: Mercedes-Benz describes the updated S-Class as a “Level 2 Plus” car, to showcase the improvements made in the L2 Drive Pilot firstly-introduced in the E-Class.

Mercedes-Benz’s decision to “restrict” the S-Class to Level 2 was primarily driven to the uncertainty of the regulatory framework. Once the amendment of international regulation progresses, allowing the approval of Level 3, we expect that Mercedes-Benz will “unlock” the full potential of its flagship.

Read more about how the regulatory framework for Autonomous Driving evolves here.

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3. Super Cruise (Level 2-Driving) in 2018 CT6 prestige

Functionality: It’s a highway driving automation technology that will enable hands-free driving even in stop-and-go traffic in lidar-mapped highways.

Cadillac’s system is a more conservative approach than Autopilot  and other L2-Driving features in that hands-free is confined to pre-lidar USA and Canada mapped motorways, so no city driving.

What it is important: It’s GM’s first-ever Level 2 system for highways. To keep drivers in the loop, Cadillac will feature a driver attention system which uses a small camera located on the top of the steering column and works with infrared lights to determine where the driver is looking whenever Super Cruise™ is in operation.

Availability: Firstly in the USA and Canada in 2018 and later in China.

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4. Connected Pilot (Level 2-Driving) in DS7 Crossback

Functionality: The Connected Pilot will be capable of maintaining lane and positioning itself to the left or right of the lane to allow cycles or motorcycles to pass.

What it is important: PSA’s first model to offer Level 2-Driving & Level 2-Parking. The L2 systems present on the DS 7 Crossback will spread across the PSA Group onto Peugeot and Citroen models not long after it hits UK showrooms in 2018.

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5. ProPilot Assist (Level 2-Driving) and ProPark (Level 2-Parking) in new Nissan Leaf

 

What it is important: Nissan launched the feature first in Japan in 2016. The 2^nd gen Leaf will be the 1^st Nissan in Europe to feature a Level 2-Driving system following its release in Japan in 2016.

Nissan will gradually roll-out more advanced autonomous drive technologies until 2020. By 2018, an updated version of the ProPilot (2.0) will be introduced with multiple-lane capabilities, followed by intersection capabilities for urban scenarios by 2020 (ProPilot 3.0).

Read more insights

• Regulatory impact on deployment of Highly-automated driving
• Highly-Automated Driving (Level 3) in 1 out of 6 cars in Europe in 2021
• Germany legalises Level 3 automated driving technology that allows “eyes-off” the road
• Volvo to skip Level 3 autonomous mode
• Drivers to legally take their “eyes-off” the road from 2017-Autonomous Driving Roadmap report

For more information about Autonomous driving contact us on: (+44) (0)20 3286 4562, info@auto2xtech.com or visit auto2xtech.com.

• Deployment of higher levels of autonomy, SAE Level 3-5, is subject to national regulatory approval with inherent differences in the way regulation works in the USA versus Europe and China;
• USA’s approach to Autonomous Driving is key for harmonisation of safe and secure ADS testing and deployment but USA seems to follow a standalone policy to give domestic stakeholders an advantage;
• Although USA’s non-binding guidelines do not impede deployment of L3-4, which promises to reduce road deaths and road stress, they raise concerns over enforcement of safety standards and harmonisation across states;
• New Trump administration has delayed progress in key cybersecurity and V2V bills while creating further uncertainty on their final implementation.

Status of AV law in the U.S, Q3-2017 / Source: ncsl.org

NHTSA’s updated guidance does not impede deployment by choosing non-binding guidelines instead of a mandate

12th September, saw the USDOT updating its voluntary guidelines for Autonomous Driving Systems, defined as SAE Level 3-5 systems, by releasing the “AUTOMATED DRIVING SYSTEMS- A Vision for Safety version 2”. The new guidance is an update of the voluntary guidelines for HAVS based on comments received on the Federal Autonomous Vehicle Policy’s (Sep’2016).

The first section of the guidance, titled “Voluntary Guidance” contains 12 priority safety design elements which entities are encouraged to consider when designing ADSs. These elements comprise:

1. System safety
2. Operational Design Domain
3. Object and event detection response
4. Fall back (minimal risk condition)
5. Validation methods 
6. HMI
7. Vehicle cybersecurity
8. crashworthiness
9. Post-crash behaviour
10. Data recording
11. Consumer education and training
12. Federal, State and Local laws

Additionally, the agency recommends that entities have a self-documented process for assessment, testing, and validation of the various elements.

A key point is that NHTSA still encourages manufacturers to submit “Voluntary Safety Self-Assessments” (12-point list) demonstrating approaches for safe ADS testing and deployment, but it does not require them.

The purpose of this Voluntary Guidance is to help designers of ADSs analyse, identify, and resolve safety considerations prior to deployment using their own, industry, and other best practices

USDOT, ADSv2 (Sep’17)

Source: Audi

The second section of the guidance, the “Technical Assistance to States” clarifies the role of the Federal government and also includes best practices for Legislatures and State Highway Safety Officials.

USA’s updated guidance removes certain obstacles for carmakers

Here are the most significant changes between the new guidance (ADSv2) and the old one (FAVP)

1. Most of the Auto Alliance’s recommendations/comments on the FAVP made it to the ADSv2. In detail, 3 items were removed from the FAVP’s 15-point Vehicle Performance Guidance: Privacy and data sharing, Registration & Certification and Ethical Considerations;
2. Another key point removed is the FAVP’s willingness to shift from its current regulatory regime of “self-certification post-fitment” to a ‘’Pre-market approval of HAVs” which has caused significant concern;
3. The new guidance’s second section incorporates common safety-related components and significant elements regarding ADSs that States should consider incorporating in legislation. NHTSA’s authority remains on design, construction and performance of ADSs;
4. Finally, “NHTSA strongly encourages States not to codify this Voluntary Guidance as a legal requirement for any phases of development, testing, or deployment of ADSs. Allowing NHTSA alone to regulate the safety design and performance aspects of ADS technology will help avoid conflicting Federal and State laws and regulations that could impede deployment”.

But it fails to address the key concerns

1. Guidelines have immediate effect against what might be a lengthy rulemaking process but NHTSA’s guidance raises concerns over enforcement of safety and security standards. Enforcement of voluntary guidelines for safe testing and deployment is weaker than a rulemaking procedure and without the latter’s objectivity, such as notice and comment, due process or judicial review. 
2. It lacks clear legal guidance for ADS manufacturers on performance metrics, potential mandate and updatability. NHTSA’s own FAPV noted that “the absence of established metrics could make it more difficult for OEMs to anticipate the Agency’s evaluation and conclusions regarding the safety of their vehicles’ performance. Another key issue is whether the ODD’s data truly represent real-world conditions.
3. Harmonisation across states is a key challenge for the USA. It requires state collaboration which has been proven difficult. The SELF DRIVE Act and the LEAD’R Act are positive steps in this direction but both are in early stages.
4. The Trump’s administration creates uncertainty. This has been demonstrated by the slow progress with Cyber security regulation, i.e. SPY Act as well as FMVSS 150: V2V communication.

Cadillac’s SuperCruise is a SAE Level 2 feature enabling hands-off-the-steering wheel in highways but requires constant monitoring / Source: Cadillac

Still significant opportunities exist in the USA from its regulatory approach

While European carmakers, mostly German, lead the SAE level 2 in terms of deployment and sales volume, L3 deployment in Europe is currently restricted by the regulatory and legal framework.

The USA presents a favourable environment for testing whereas deployment is subject to both federal and state rules, which are less restrictive than in Europe, Japan and China. USA’s progressive regulatory stance on deployment of higher levels of technology, coupled with significant investment from tech giants which focus on AD platforms, software and AI can give them an edge provided that the key issues of harmonisation and cybersecurity are adequately addressed.

Read more

For an in-depth analysis of the Autonomous Driving regulation in major car markets and how it will affect the AD roadmap of leading carmakers read our report Regulatory guide to Autonomous Driving, Automotive Cyber Security & V2X.

For more information on this report, including sample pages and full Table of Contents, please contact us on (+44) (0)20 3286 4562 or using Contact us form