Justin M Owens PhD Senior Research Associate Center for Vulnerable Road User Safety Virginia Tech Transportation Institute TRB Workshop ANF103 Pedestrian and Autonomous Vehicle Interactions Subcommittee ID: 757197
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Overview/Review of AV/Pedestrian Interactions
Justin M. Owens, Ph.D.Senior Research AssociateCenter for Vulnerable Road User SafetyVirginia Tech Transportation Institute
TRB Workshop ANF10(3)
Pedestrian and Autonomous Vehicle Interactions SubcommitteeSlide2
Introduction
Brief review of relevant automation topics to generate discussionDefinitions, levels of automationNHTSA guidance: Highly Automated VehiclesTechnology considerations
Human factors/behavioral considerationsInfrastructure considerations
Legal/Ethical considerations
2/3/2017
Advancing Transportation Through Innovation
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NHTSA Definition of Automation
An automated vehicle system is a combination of hardware and software (both remote and on-board) that performs a driving function, with or without a human actively monitoring the driving environment. (NHTSA, 2016, pg 10)
2/3/2017Advancing Transportation Through Innovation
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Highly Automated Vehicles (HAVs)
NHTSA term HAV (Highly Automated Vehicle)Distinction: Who is primarily responsible for monitoring the driving environment?HAVs: SAE Levels 3-5 vehicles with automated systems that are responsible for monitoring the driving environment. More precise than “automated” or “autonomous”
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Advancing Transportation Through Innovation
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SAE Levels of Automation (From NHTSA 2016)
Level 0: Human driver does everythingLevel 1: An automated system on the vehicle can sometimes assist the human driver
to conduct some parts of the driving task Level 2: An automated system on the vehicle can actually conduct
some parts of the driving task
, while the
human continues to monitor the driving environment
and performs the rest of the driving task
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Advancing Transportation Through Innovation
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Levels of Automation - HAVs
Level 3: Automated system can both actually conduct some parts of the driving task and monitor the driving environment in some instances, but the human driver must be ready to take back control when the automated system requestsLevel 4: Automated system can conduct the driving task and monitor the driving environment
, and the human need not take back control, but the automated system can operate only in certain environments and under certain conditionsLevel 5: Automated system can perform all driving tasks, under all conditions
that a human driver could perform them
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Advancing Transportation Through Innovation
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NHTSA Guidance Regarding AVs & Pedestrians
“[M]anufacturers and other entities should consider how HAVs will signal intentions to the environment around the vehicle, including pedestrians, bicyclists, and other vehicles…[as well as] regarding the HAV’s state of operation relevant to the circumstance (e.g., whether the HAV system identified a pedestrian at an intersection and is yielding)
. “ NHTSA 2016, pg 22
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Model State-Level Guidance
“Other stakeholders should be consulted as appropriate, such as transportation research centers located in the State, the vehicle manufacturing industry, and groups representing pedestrians, bicyclists, consumers and other interested parties.” (pg 40)
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Advancing Transportation Through Innovation
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Technology Considerations
Detection/RecognitionHow to detect pedestrians as pedestrians?PredictionOnce detected, how to determine intent?Timing issuesHow to predict conflict or safe travel btw vehicle and pedestrians once intent is determined?
Model pedestrian movement?2/3/2017
Advancing Transportation Through Innovation
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And of course…
Crowds make this all more difficult!2/3/2017
Advancing Transportation Through Innovation
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HF & Behavioral Considerations
How to inform vehicle driver/occupant(s) AND pedestrians/cyclists of vehicle intention?How to communicate with a variety of pedestrians in a crowded situationHow to accommodate peds with disabilities?How to deal with unexpected behavior (e.g. pedestrian suddenly appearing)
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Advancing Transportation Through Innovation
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Evolving Current Behavior
How to simulate or move beyond current “give & take” interactions between drivers & peds?2/3/2017
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Infrastructure Considerations
Intersections of the futureDo crosswalks continue to exist?What about walk signals?Integration with V2I?
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Legal/Ethical Considerations
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Choice among possible conflicts
One
ped
vs. group
Old vs. young, etc.
Driver vs. pedestrian
Etc.
?
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Legal/Ethical Considerations
When can an AV ethically break the law?Crossing a double-yellow to avoid a crash (NHTSA, 2016, pg 26)Who is liable in a crash?Vehicle owner? Manufacturer? Programmer?NHTSA (2016) pg 45
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Summary
Numerous & significant issues to be addressed over the coming years & decadesNHTSA has laid out a roadmap & guidelinesMentions but does not focus on pedsMore research and communication among researchers investigating all aspects of AV/Ped/Bike interactions is needed
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Advancing Transportation Through Innovation
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AVS 2017
Breakout Session: AVs & Vulnerable Road User2016 Breakout Topics:Ensuring safe interactions (Habibovic)HF of current ped/vehicle interactions (Owens)V2I, apps, modifying signal timing (Head)
IDIADA Prospect European Project (Aparicio)Looking for people interested in 2017!Contact me and/or Laura Sandt
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Advancing Transportation Through Innovation
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NameSlide19
Vehicle Performance Guideline Framework
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