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Overview/Review of AV/Pedestrian Interactions Overview/Review of AV/Pedestrian Interactions

Overview/Review of AV/Pedestrian Interactions - PowerPoint Presentation

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Overview/Review of AV/Pedestrian Interactions - PPT Presentation

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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Slide1

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

2Slide3

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

3Slide4

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

4Slide5

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

5Slide6

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

6Slide7

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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Advancing Transportation Through Innovation

7Slide8

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

8Slide9

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

9Slide10

And of course…

Crowds make this all more difficult!2/3/2017

Advancing Transportation Through Innovation

10Slide11

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

11Slide12

Evolving Current Behavior

How to simulate or move beyond current “give & take” interactions between drivers & peds?2/3/2017

Advancing Transportation Through Innovation

12Slide13

Infrastructure Considerations

Intersections of the futureDo crosswalks continue to exist?What about walk signals?Integration with V2I?

2/3/2017Advancing Transportation Through Innovation

13Slide14

Legal/Ethical Considerations

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Choice among possible conflicts

One

ped

vs. group

Old vs. young, etc.

Driver vs. pedestrian

Etc.

?

?Slide15

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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Advancing Transportation Through Innovation

15Slide16

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

16Slide17

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

17Slide18

NameSlide19

Vehicle Performance Guideline Framework

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