LEADING THE MOBILITY TRANSFORMATION

Fast Facts

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Looking for fact-based, objective insights about autonomous vehicles and the future of mobility? Consider Mcity your source. Based on our work and areas of expertise, here are answers to some frequently asked questions.

1. What is the difference between connected, automated, and driverless vehicles?

Connected Vehicles (CVs)

  • Are connected to each other and the traffic infrastructure to provide benefits related to safety and traffic flow
  • Can communicate position, speed, and direction
  • Allow drivers to be warned of emerging situations of danger or traffic volume
  • Communicate wirelessly via vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) communications systems

Note that it is important to distinguish the definition of CVs from the term “connected cars” which is often used in reference to cars that are simply connected to the internet to communicate with other online devices or various apps, software, and plugins to enhance the driving and travel experience (e.g. navigation maps, vehicle service).

Automated Vehicles (AVs)

  • Support drivers through the technology-activated response systems built into the vehicle (e.g. automatic braking, steering assist, adaptive cruise control)
  • Have varying levels of sensors and data processing to assist the driver and make the vehicle safer, but not to the degree that a fully-automated or autonomous vehicle has

Connected and Automated Vehicles (CAVs)

  • Are fully-automated or partially-automated vehicles that communicate with other vehicles and to the infrastructure via connected technologies
  • Combine the attributes of connected vehicles (CVs) and automated vehicles (AVs)
  • Are connected to each other and the traffic infrastructure to provide benefits related to safety and traffic flow
  • Can communicate position, speed, and direction
  • Allow drivers to be warned of emerging situations of danger or traffic volume
  • Communicate wirelessly via vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) communications systems
  • Support drivers through the technology-activated response systems built into the vehicle (e.g. automatic braking, steering assist, adaptive cruise control)
  • Do not have the level of sensors and data processing that a fully-automated or autonomous vehicle has

Autonomous, Driverless, or Fully-Automated Vehicles

  • Feature all of the necessary sensors, software, and control features to “see” the environment and respond to what it “senses,” just as a human driver would
  • Use information from sensors, cameras, radar, and/or lidar to gain an awareness of their surroundings and make driving or reaction decisions
  • Are sometimes referred to as “self-driving” but this term is not as accurate as “driverless” (since no vehicle can actually drive itself)

2. What are the potential benefits of connected and automated vehicles?

At Mcity, we believe emerging vehicle and infrastructure technologies will provide societal benefits in transportation and mobility ranging from improved safety and energy efficiency to ensuring greater access to mobility and promoting transportation equity.

The transformation to connected and automated vehicles (CAVs) has the potential to:

  • Provide accessibility to reliable transportation for all individuals
  • Foster transportation equity in underserved communities
  • Provide access to resources and basic needs like jobs, health care, food, and education
  • Reduce vehicle-related injuries and fatalities
  • Improve vehicle energy efficiency
  • Decrease carbon emissions
  • Lower freight transportation costs
  • Reduce land use for transportation and mobility, including parking
  • Improve the movement of people and goods

3. How do connected vehicles “talk” to each other and to the infrastructure?

Connected vehicles exchange data via wireless communication. Technologies such as Bluetooth, LTE, and 5G (including cellular-V2X) make it possible to link vehicles with infrastructure, enabling coordination and cooperation that can reduce congestion and improve traffic flow. Pedestrians and bicyclists can be linked in through portable devices.

The Mcity Test Facility features a 5G Ultra Wideband network provided by Leadership Circle partner Verizon.

Another technology that can support connected vehicle communications is known as Dedicated Short Range Communication or DSRC. DSRC transmits messages via a special kind of Wi-Fi that is similar to Wi-Fi technologies used at home. The messages can be transmitted over a longer range than onboard sensors, and through barriers such as heavy snow or fog, providing more accurate information at a lower cost than more expensive sensors.

4. What are the levels of automation in 2022?

The auto industry has agreed to definitions for six levels of automation, as established by SAE International. The key difference between levels is determined by what role the human driver or the driving automation system have in operating the vehicle. Attaining each level of automation requires additional sensors and data processing as vehicles increasingly perform functions previously controlled by a human driver.

In April 2021, the SAE updated its language to clarify that technologies on vehicles at Levels 0 to 2 are “driver support features” as the driver performs all or part of the dynamic driving tasks, while technologies on vehicles at Levels 3 to 5 are “automated driving features” as the automated driving system may perform dynamic driving tasks (when engaged) rather than the driver. While there are some gray areas where features might overlap, the following provides a summary of the levels of driving automation:

LEVEL 0:  No Driving Automation

At this level, all aspects of driving are fully human and manually controlled.

  • The human driver is responsible for operating and controlling the vehicle safely at all times
  • The human driver performs the entire scope of dynamic driving tasks (DDT), even when the vehicle is enhanced by active safety systems
  • The driving automation system, if any, does not perform any part of DDT on a sustained basis, although other systems may provide warnings

LEVEL 1:  Driver Assistance

At this level, the driver is in control but automated systems may be used to assist.

  • The human driver performs all dynamic driving tasks (DDT) whenever required or desired and is responsible for operating and controlling the vehicle safely at all times
  • The driver determines whether/when use of driving automation systems is appropriate
  • The vehicle’s automation system can assist with one vital function – either the lateral or longitudinal vehicle motion control subtask of the DDT, but not both simultaneously (e.g. steering or speed control)
  • The driver supervises the driving automation system and intervenes as necessary
  • The driving automation system may assist the driver by performing part of the DDT by executing vehicle motion control subtasks (e.g. adaptive cruise control or lane departure warnings, parking assist)
  • The driving automation system disengages upon driver request

LEVEL 2:  Partial Driving Automation

At this level, the driver is in control but automated systems are able to detect the environment and can perform more complex functions and control multiple tasks, and therefore may take on a partial driving role.

  • The human driver still performs all dynamic driving tasks (DDT) whenever required or desired and is responsible for operating and controlling the vehicle safely at all times
  • The vehicle’s automation system can assist with both the lateral or longitudinal vehicle motion control subtask of the DDT (e.g. adaptive cruise control and lane departure warnings operating at the same time)
  • The driving automation system may assist the driver by performing part of the DDT by executing vehicle motion control subtasks (e.g. automatic emergency braking where a vehicle stops for an obstruction)
  • The driver supervises the driving automation system and completes any Object and Event Detection Response (OEDR) subtask when necessary

LEVEL 3:  Conditional Driving Automation

At this level, automated driving systems have the capability to take over the vehicle, while engaged, and can make informed decisions, but the human driver is an essential fallback-ready user.

  • The human driver determines whether to engage the automated driving system (ADS) and becomes the fallback-ready user to intervene and perform dynamic driving tasks (DDT) when necessary
  • The vehicle’s ADS may perform dynamic driving tasks within its operational design domain (ODD) and therefore provides conditional driving automation
  • The ADS can process complex data and make informed decisions (i.e. traffic jam navigation, overtaking slower moving vehicles)
  • The vehicle’s ADS permits operation only within its ODD and determines if ODD limits are about to be exceeded – if so, it requests the human driver to intervene
  • The ADS determines any system failures and issues a timely request for the human driver to intervene if necessary

LEVEL 4: High Driving Automation

At this level, the vehicle is capable of handling all elements of driving in limited conditions. Because Level 4 is considered fully autonomous/high driving automation, a human driver is not required. A driverless taxi or shuttle, like the Mcity Driverless Shuttle, is an example of this level of automation.

  • The driver or dispatcher determines whether to engage the ADS and becomes a passenger if present in the vehicle
  • The ADS performs the entirety of DDT and DDT fallback without any expectation that a human user will need to intervene
  • The vehicle ADS performs all driving tasks within its specific, limited ODD (the design limited conditions can include environmental, geographical and time-of-day restrictions and/or the requisite presence or absence of certain traffic or roadway characteristics)
  • The human driver/dispatcher may request that the ADS disengage and may become the driver
  • The ADS disengages if appropriate or may delay user-requested disengagement

LEVEL 5:  Full Driving Automation

At this level, the vehicle is capable of full driving automation without limitations.  Because at Level 5 the automated driving features can function in all conditions anywhere, a human driver is not necessary and there is no need for conventional human controls like brake pedals or a steering wheel.

  • The ADS is capable of delivering sustained and unconditional performance (not ODD-specific)
  • The ADS performs all driving functions and DDT fallback without any expectation that a human user will need to intervene
  • The human driver or dispatcher becomes a passenger if present in the vehicle
  • The human driver/dispatcher may request that the ADS disengage and may become the driver; the ADS disengages if appropriate or may delay user-requested disengagement

 

Learn more: https://www.sae.org/blog/sae-j3016-update

 

5. How do automated vehicles work?

An automated vehicle uses a variety of sensors to collect data about the surrounding environment. Maps and GPS help to localize the vehicle. Onboard computers analyze the data collected by the sensors, as well as the mapping data, to determine the best course and drive the vehicle.

Automated vehicle sensors include:

  • Radar: Detects objects by using radio waves to measure the distance between the host vehicle and nearby obstacles
  • Lidar (Light Detection and Radar): Creates a 360-degree image of the surrounding environment using laser beams. (Some lidars are not 360-degrees. Solid state lidars, for example, can have a limited field of view.)
  • Cameras: Help determine the distance between a vehicle and other objects. They also “see” traffic signals, pedestrians, bicycles and other obstacles.

6. Why is it important that driverless vehicles also communicate with each other?

Onboard vehicle sensors in automated and driverless vehicles, while sophisticated, have limitations. Much like humans, cameras, radar, and lidar only see what is in their line of sight. Poor lighting or bad weather conditions can hinder their performance. They also have a short range of operation, limited accuracy in sensing the position and speed of other vehicles, and the images they capture are relatively low resolution. These shortcomings make it difficult to ensure the safety and reliability of automated vehicles that do not also communicate with each other, or with the infrastructure.

 

7. When will we see driverless vehicles on the road?

Generally speaking, we expect to see fully automated vehicles deployed gradually, beginning with commercial fleets, such as freight trucks, shuttle services on defined routes, such as at amusement parks, airports, and on university campuses. It will likely be some time before fully automated, driverless vehicles are sold on the mass market to the average consumer.

In the meantime, driver-assist technologies are already available to help drivers parallel park, stay in the correct lane, keep a safe distance from the lead vehicle,  and see what’s in their blind spot, among other things. More and more automated features are being tested and made available in new vehicles.

8. Can driverless cars be driven on public roads?

For consumers, it is not yet possible to buy a fully-automated vehicle for your personal use.

Fully-automated vehicles are on the road today (Level 4 and above) typically as part of pilot transportation services in cities around the world. These fleet vehicles generally require human safety drivers onboard even if they are designed to be Level 4 and above.

Multiple states have introduced bills related to autonomous vehicles. According to the National Conference of State Legislatures (NCSL), 29 states have passed laws. Additionally, 11 states have executive orders made by their governors related to autonomous vehicles. NCSL has a new autonomous vehicle legislative database providing real-time information.

In Michigan, as early as December 2016, former Gov. Rick Snyder signed a package of bills that are considered among the most permissive in the country. The state now allows, among other things, the operation of fully-automated, or autonomous, vehicles on public roads where previously only testing was permitted.

In (2018–2019) Mcity launched the Mcity Driverless Shuttle on University of Michigan campus roads. The shuttle operated along a prescribed route. It was speed-limited and inclement-weather limited, and operated without a human being at the controls. A safety conductor was on board at all times to monitor the operation of the shuttle, and to stop the shuttle if necessary for safety reasons, throughout the duration of the Mcity Driverless Shuttle research project. The shuttle traveled on a round-trip route at the North Campus Research Complex (NCRC) near Plymouth Road. The route was about one mile round-trip, and ran roughly every 10 minutes when the two shuttles were in operation.

In September of 2021, May Mobility, Mcity and Ann Arbor SPARK launched A2GO, a new free autonomous vehicle (AV) shuttle service serving the Ann Arbor community. May Mobility operates the fleet of five autonomous, shared, on-demand vehicles. Four hybrid-electric Lexus RX 450h vehicles (with three passenger capacity) and one Polaris GEM fully electric vehicle (with capacity for one wheelchair passenger) operate in a 2.64 square-mile service area connecting Kerrytown with Downtown, the University of Michigan’s Central and South campuses, Pulse Campus and the State Street corridor. The free service is available Monday through Friday from 8 am–8 pm and riders access the service via the May Mobility app, which is available through the Apple App store and Google Play.

9. How many companies have used the Mcity Test Facility?

We don’t disclose specific information about who is using Mcity because, like most automotive proving grounds, it is a closed facility and any work done there is confidential. But since its opening in 2015, Mcity has been in demand for testing and research as well as for informational visits by government officials and media. At least 15 of Mcity’s industry partners have conducted testing at the facility.

10. What are the barriers to progress in creating a viable mobility system?

A host of advances in such areas as connected and automated vehicle systems, multi-modal transportation, traffic performance management, shared vehicle use, as well as in new fuels, novel engine design, alternative energy sources, and advanced materials, offer great promise to address the challenges and, in the process, to truly revolutionize mobility in societies worldwide. Individually, none of these advances will have the impact needed; we must look at our mobility system as a whole.

To date, there has been little work on how to integrate the technical, economic, social, and policy considerations to create a viable mobility “system” that meets the dynamic needs of a changing society. While the technology is compelling, this new “mobility package” needs to be highly attractive to users throughout society and needs to be commercially successful, creating many new business partnerships and opportunities. We’ll also need to consider robust cybersecurity models and possibly a new legal, liability and insurance framework.

In 2014, the University of Michigan announced plans to launch an advanced mobility research center. Mcity was created to cultivate the diverse expertise and resources required to realize the potential of emerging mobility technologies, and their commercial and economic viability. Today, Mcity has established itself as a leading voice in future mobility technologies.

 

11. How is artificial intelligence used in connected and automated vehicles?

Artificial intelligence is being used in research to improve driverless vehicle safety through cutting-edge AI algorithms and advanced simulation techniques to generate sensor data for CAV testing that simulates various conditions and virtual objects, such as pedestrians, cars, and bicycles. Additionally, AI can be used to simulate various scenarios, such as testing winter conditions in summer.

AI is leading the development of Level 4 and Level 5 automated vehicles by analyzing and processing vast amounts of data available to think logically and perform human actions –enabling vehicles to be fully automated yet drive like human drivers do.

The many sensors providing data for the central computer of the vehicle need AI, smart algorithms and machine learning, to process the data for tasks that will result in benefits such as safer and more fuel-efficient vehicles.

Vehicles are also being equipped with AI-based functional systems that enhance driver safety and convenience/user-experiences, such as driving monitoring systems, navigation, mapping, voice and speech recognition, and virtual assistance.

12. Beyond cars, how can automation technologies solve mobility challenges?

Mcity’s vision of the future of mobility includes a range of solutions for moving people and goods – from drone deliveries to first mile/last mile transportation services and smart infrastructure that gathers traffic data to maximize vehicle efficiency.