Executive Interview: Dr. Andrew Brown Jr., Delphi's VP And Chief Technologist To Talk About Autonomous Vehicles At ATC Fall Conference - aftermarketNews

Executive Interview: Dr. Andrew Brown Jr., Delphi’s VP And Chief Technologist To Talk About Autonomous Vehicles At ATC Fall Conference

Dr. Andrew Brown Jr., vice president and chief technologist at Delphi, will be the keynote speaker at the 2013 AASA Technology Council (ATC) Fall Conference, speaking on "The Autonomous Vehicle and its Impact on the Aftermarket." Today, we get a sneak preview of the topics Brown will discuss at the conference, which takes place Oct. 13-16 at the Marco Island Marriott in Marco Island, Fla.

Dr. Andrew Brown Jr., vice president and chief technologist at Delphi, will be the keynote speaker at the 2013 AASA Technology Council (ATC) Fall Conference, speaking on “The Autonomous Vehicle and its Impact on the Aftermarket.” Today, we get a sneak preview of the topics Brown will discuss at the conference, which takes place Oct. 13-16 at the Marco Island Marriott in Marco Island, Fla.

Let’s start with a definition of the autonomous vehicle. Is it a collision avoidance system, the so-called “self-driving” car, George Jetson’s “flying car” or some combination of all three?

In the simplest terms, the autonomous vehicle enhances the driver’s ability to execute manual operations. If the driver is not capable of executing the manual operations in timely manner, the autonomous vehicle is then able to execute these operations or activities on his or her behalf to enhance safety.

Further to the definition, the National Highway Traffic Safety Administration (NHTSA) defines vehicle automation as having five levels:

· No-Automation (Level 0): The driver is in complete and sole control of the primary vehicle controls – brake, steering, throttle and motive power – at all times.

· Function-specific Automation (Level 1): 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.

·  Combined Function Automation (Level 2): 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.

· Limited Self-Driving Automation (Level 3): 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 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.

· Full Self-Driving Automation (Level 4): 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.

It is important to note that today there are no commercially available, production-ready level four fully automated vehicles. We do, however, have variations of level zero to level three on the road today.

What advantages does the autonomous vehicle offer consumers? What disadvantages?

The most critical advantage autonomous vehicles can provide to the market is the potential for zero accidents and injuries during drive time. Second, autonomous vehicles also can provide the ability to cut fuel consumption by 50 percent in certain driving situations and shorten travel times by improving traffic flow. Additionally, they can free up time drivers would otherwise be expending in the operation of the vehicle.

The disadvantages to autonomous vehicles are really challenges. First, there is a driver’s willingness and comfort in giving up control to an electronic device. Interestingly enough, consumers should recognize their vehicles today already have some measure of autonomy or auto driving. Functions and features that are on the vehicle today could include:

·      ESC – electronic stability control
·      ACC – adaptive cruise control
·      Lane centering assist

These all represent a form of automated systems that would also be on a fully automated vehicle.

Second, as we know it today, there are additional expenses associated with the autonomous vehicle. The technology would prohibit the average consumer from purchasing such a vehicle.

What changes will our nation’s transportation infrastructure require to accommodate the autonomous vehicle?

First, we need critical mass. One of the keys to making the autonomous vehicle successful is the fact that you have to have critical mass with vehicles equipped with the appropriate sensors and control mechanisms, providing the ability for vehicles to communicate with one another and to the transportation infrastructure. As it is today, the dominant number of vehicles on the road will not be able to interact with automated vehicles, nor the infrastructure.

Second, we need the technology to be able to communicate between vehicles and to the infrastructure quickly. This dual form of communication is collectively known as V2X that is primarily implemented as V2V (Vehicle to Vehicle) and V2I (Vehicle to Infrastructure). Based on different studies primarily led by DOT and the automotive industry over the past decade or so, the Dedicated Short Range Communications (DSRC) technology is poised to become the preferred solution for V2V given the low latency required for safety. As far as V2I, DSRC could also be used. However, to implement DSRC on all of our nation’s roads would be very expensive and take a few years to do this. Thus, alternative or complementary solutions based on cellular phone technologies such as 3G, 4G LTE, and future generations are also being investigated as the related infrastructure is either in existence or could be conveniently deployed by the telecommunication industry. Eventually, DSRC and cellular will merge to provide a cost-effective solution for V2X and for autonomous driving.

Third, while relative positioning can be achieved by means of dedicated sensors such as radar and lidar, GPS is generally used for absolute positioning. However, its accuracy (up to 15 meters) along with its sensitivity to weather conditions and urban canyon effects (loss of signal in high-rise building areas) could be improved by means of local GPS correction infrastructure similar to the Wide Area Augmentation System (WAAS) used by the aviation industry. Here again, the telecommunication industry could help because the GPS correction factors could be ushered through the local cell infrastructure.

Finally, we have to have a consistent set of standards and communication protocols. We cannot have different standards in different states. For example, my car in Michigan must be able to operate in California as well. Different protocols will be prohibitive to the successful operation of autonomous vehicles.

When do you foresee the autonomous vehicle becoming a reality on our roads, and in what manner?

We believe it will be several years before we see a commercially available, production-ready, autonomous vehicle or NHTSA’s level four definition. We are forecasting between 2020 and 2025.

As advanced technologies are fully developed and proven through robust prototype development and demonstration, vehicles will move down the NHTSA defined levels; moving closer to level four.

What potential impact do you foresee for the independent aftermarket?

I believe the aftermarket opportunities are tremendous with autonomous vehicles. First, there will always be consumers who want to upgrade their existing vehicle with the latest features and functionality. These traditional first adopters are willing to innovate in the market. Additionally, there are wider opportunities with the repair and service of these existing vehicles. This is where I see the biggest opportunity for the aftermarket.

In addition, I believe you will see automated vehicle features and functions on commercial vehicles (CVs) before you will see them on commercially available passenger vehicles. The governments are seeing the benefit of implementing automated features on vehicles for safety reasons, such as the use of vision systems to look 360 degrees around the CV as a means of improving safety and operation, as well as avoiding accidents. Take for example, automatic braking on CVs. This will be a requirement in Europe by the end of this year.

What technologies or components will Delphi provide for these vehicles? Will these be supplied as OE and replacement parts?

Delphi will provide the sub-system and component technologies associated with automated driving. Because of our unique vehicle integration capabilities and experience, we are well-positioned to offer value to our OE customers as they architect the autonomous vehicle of the future.

With this OE expertise and view of the market, we are also well-positioned to deliver autonomous vehicle components to the aftermarket, as well as assist technicians in diagnosing, servicing and repairing those components.

How do you see autonomous vehicles impacting our nation’s “car culture” – our love for our vehicles?

Autonomous vehicles will have the ability to enhance the driving experience; enhance our nation’s “car culture” by making the operation safer, more pleasant and less costly. Operation of the vehicle can be enhanced by making drivers aware of situations, such as a pedestrian or motorcycle; alerting them to a possible accident before they even realize such a situation might be developing.

For more information about the ATC Fall Conference, “Convergence: Business and Technology,” visit www.aasatechnology.org.

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