제 2 장 스마트 자동차의 기술 동향 -...
Transcript of 제 2 장 스마트 자동차의 기술 동향 -...
제 2 장 스마트 자동차의 기술 동향
2.1 자율 주행 자동차 (autonomous vehicle) 의 역사
1) 국외의 발전 과정
참고:
https://en.wikipedia.org/wiki/History_of_autonomous_cars
https://www.revolvy.com/topic/History%20of%20autonomous%20cars&uid=1575
자동차를 자동화하고자 하는 실험이 적어도 1920년대 이후에 계속되었으며, 1950년대에 유망한
시제품들이 나왔으며 그 이후로 계속 개발되었다.
첫 번째로 자체적으로 충분하고 진정으로 자동화된 차가 1980년대 등장하였다. 1984년의
Carnegie Mellon University's Navlab and ALV의 프로젝트와, 1987년의 Mercedes-Benz 와
Bundeswehr University Munich 의 Eureka Prometheus Project 이다. 그 후로 다음과 같은 많
은 기업과 연구기관들이 동작되는 자율주행 차의 원형들을 개발하였다.
Mercedes-Benz, General Motors, Continental Automotive Systems, Autoliv Inc., Bosch,
Nissan, Toyota, Audi, Volvo, Vislab from University of Parma, Oxford University, Google.
2013년 7월에 Vislab은 대중교통에 개방된 혼합된 교통상황에서 자율적으로 이동하는
BRAiVE를 시연하였다.
2013ㄴ녀 현재 미국의 4개 주 즉, Nevada, Florida, California, Michigan가 자율주행 자동차를
허용하는 법률을 통과시켰으며, 유럽에서는 베기에의 도시들, 프랑스, 이태리, 영국이 운전자가
없는 자동차를 위한 운송시스템을 운영할 것을 계획하였으며, 독일, 네덜란드, 스페인이 교통상
황에서 로봇카를 시험하는 것을 허용하였다.
다음은 자율주행 자동차의 개발을 연대순으로 정리한 것이다.
- 1920년대
In 1925, Houdina Radio Control demonstrated the radio-controlled driverless car "linrrican
Wonder" on New York City streets, traveling up Broadway and down Fifth Avenue
through the thick of the traffic jam. The linrrican Wonder was a 1926 Chandler that was
equipped with a transmitting antennae on the tonneau and was operated by a second car
that followed it and sent out radio impulses which were caught by the transmitting
antennae. The antennae introduced the signals to circuit-breakers which operated small
electric motors that directed every movement of the car.
Achen Motor, a distributor of cars in Milwaukee and surrounding territory, used Francis'
invention under the name "Phantom Auto" and demonstrated it in December 1926 on the
streets of Milwaukee. It was demonstrated again in June 1932 on the streets of
Fredericksburg as a feature attraction of Bigger Bargain Day in which most of the
merchants of the city were participating.
- 1930년대
An early representation of an automated guided car was Norman Bel Geddes's Futurama
exhibit sponsored by General Motors at the 1939 World's Fair, which depicted
radio-controlled electric cars that were propelled via electromagnetic fields provided by
circuits embedded in the roadway.
Bel Geddes later outlined his vision in his book, Magic Motorways (1940), promoting
advances in highway design and transportation, foreshadowing the Interstate Highway
System, and arguing that humans should be removed from the process of driving. Bel
Geddes forecasted these advances to be a reality in 1960.
- 1950년대
In 1953, RCA Labs successfully built a miniature car that was guided and controlled by
wires that were laid in a pattern on a laboratory floor. The system sparked the
imagination of Leland M. Hancock, traffic engineer in the Nebraska Department of Roads,
and of his director, L. N. Ress, state engineer. The decision was made to experiment with
the system in actual highway installations.
In 1958, a full size system was successfully demonstrated by RCA Labs and the State of
Nebraska on a 400-foot strip of public highway just outside Lincoln, Neb. A series of
experimental detector circuits buried in the pavement were a series of lights along the
edge of the road. The detector circuits were able to send impulses to guide the car and
determine the presence and velocity of any metallic vehicle on its surface. It was developed
in collaboration with General Motors, who paired two standard models with equipment
consisting of special radio receivers and audible and visual warning devices that were able
to simulate automatic steering, accelerating and brake control.
It was further demonstrated on 5 June 1960, at RCA Lab's headquarter in Princeton, New
Jersey, where reporters were allowed to "drive" on the cars. Commercialization of the
system was expected to happen by 1975.
Also during the 1950s throughout the 1960s, General Motors showcased the Firebirds, a
series of experimental cars that were described to have an "electronic guide system that
can rush it over an automatic highway while the driver relaxes".
1958년 General Motors에서 electronic brain을 갖춘 Firebird III 발표
General Motors exhibit at Century 21 Exposition (World's Fair), Seattle, Washington, USA,
1962.
This M-1 vehicle detector was used at the first automatic driving demonstration in the
United States, which took place in Lincoln in 1957.
- 1960년대
In 1960, Ohio State University's Communication and Control Systems Laboratory launched
a project to develop driverless cars which were activated by electronic devices imbedded in
the roadway. Head of the project, Dr. Robert L. Cosgriff, claimed in 1966 that the system
could be ready for installation on a public road in 15 years.
In the early 1960s, the Bureau of Public Roads considered the construction of an
experimental electronically controlled highway. Four states - Ohio, Massachusetts, New
York and California - were bidding for the construction. In August 1961, Popular Science
reported on the Aeromobile 35B, an air-cushion vehicle (ACV) that was invented by
William Bertelsen and was envisioned to revolutionize the transportation system, with
personal self-driving hovering cars that could speed up to 1,500MPH.
During the 1960s, the United Kingdom's Transport and Road Research Laboratory tested a
driverless Citroen DS that interacted with magnetic cables that were embedded in the road.
It went through a test track at 80 miles per hour (130 km/h) without deviation of speed or
direction in any weather conditions, and in a far more effective way than by human
control. Research continued in the '70s with cruise control devices activated by signals in
the cabling beneath the tracks. According to cost benefit analyses that were made, adoption
of system on the British motorways would be repaid by end of the century, increase the
road capacity by at least 50% and prevent around 40% of the accidents. Funding for these
experiments was withdrawn by the mid-1970s.
Also during the 1960s and the 1970s, Bendix Corporation developed and tested driverless
cars that were powered and controlled by buried cables, with wayside communicators
relaying computer messages. Stanford demonstrated its Artificial Intelligence Laboratory
Cart, a small wheeled robot that once accidentally navigated onto a nearby road.
Preliminary research into the intelligent automated logic needed for autonomous cars was
conducted at the Coordinated Science Laboratory of the University of Illinois in the early
to mid 1970s.
- 1980년대
In the 1980s, a vision-guided Mercedes-Benz robotic van, designed by Ernst Dickmanns
and his team at the Bundeswehr University Munich in Munich, Germany, achieved a speed
of 39 miles per hour (63 km/h) on streets without traffic.[5] Subsequently, EUREKA
conducted the €749,000,000 Prometheus Project on autonomous vehicles from 1987 to 1995.
In the same decade, the DARPA-funded Autonomous Land Vehicle (ALV) project in the
United States made use of new technologies developed by the University of Maryland,
Carnegie Mellon University, the Environmental Research Institute of Michigan, Martin
Marietta and SRI International. The ALV project achieved the first road-following
demonstration that used lidar, computer vision and autonomous robotic control to direct a
robotic vehicle at speeds of up to 19 miles per hour (31 km/h). In 1987, HRL Laboratories
(formerly Hughes Research Labs) demonstrated the first off-road map and sensor-based
autonomous navigation on the ALV. The vehicle traveled over 2,000 feet (610 m) at 1.9
miles per hour (3.1 km/h) on complex terrain with steep slopes, ravines, large rocks, and
vegetation. By 1989, Carnegie Mellon University had pioneered the use of neural networks
to steer and otherwise control autonomous vehicles, forming the basis of contemporary
control strategies.
- 1990
In 1991, the United States Congress passed the ISTFEA Transportation Authorization bill,
which instructed USDOT to "demonstrate an automated vehicle and highway system by
1997." The Federal Highway Administration took on this task, first with a series of
Precursor Systems Analsyes and then by establishing the National Automated Highway
System Consortium (NAHSC). This cost-shared project was led by FHWA and General
Motors, with Caltrans, Delco, Parsons Brinkerhoff, Bechtel, UC-Berkeley, Carnegie Mellon
University, and Lockheed Martin as additional partners. Extensive systems engineering
work and research culminated in Demo '97 on I-15 in San Diego, California, in which
about 20 automated vehicles, including cars, buses, and trucks, were demonstrated to
thousands of onlookers, attracting extensive media coverage. The demonstrations involved
close-headway platooning intended to operate in segregated traffic, as well as "free agent"
vehicles intended to operate in mixed traffic. Other carmakers were invited to demonstrate
their systems, such that Toyota and Honda also participated. While the subsequent aim
was to produce a system design to aid commercialization, the program was cancelled in
the late 1990s due to tightening research budgets at USDOT. Overall funding for the
program was in the range of $90 million.
In 1994, the twin robot vehicles VaMP and Vita-2 of Daimler-Benz and Ernst Dickmanns
of UniBwM drove more than 620 miles (1,000 km) on a Paris three-lane highway in
standard heavy traffic at speeds up to 81 miles per hour (130 km/h), albeit
semi-autonomously with human interventions. They demonstrated autonomous driving in
free lanes, convoy driving, and lane changes with autonomous passing of other
cars.[citation needed] That same year, Lucas Industries developed parts for a
semi-autonomous car in a project that was funded by Jaguar Cars, Lucas, and the UK
Department of Trade and Industry.
In 1995, Carnegie Mellon University's Navlab project completed a 3,100 miles (5,000 km)
cross-country journey, of which 98.2% was autonomously controlled, dubbed "No Hands
Across America". This car, however, was semi-autonomous by nature: it used neural
networks to control the steering wheel, but throttle and brakes were human-controlled,
chiefly for safety reasons. Also in 1995, Dickmanns' re-engineered autonomous S-Class
Mercedes-Benz undertook a 990 miles (1,590 km) journey from Munich in Bavaria,
Germany to Copenhagen, Denmark and back, using saccadic computer vision and
transputers to react in real time. The robot achieved speeds exceeding 109 miles per hour
(175 km/h) on the German Autobahn, with a mean time between human interventions of
5.6 miles (9.0 km), or 95% autonomous driving. It drove in traffic, executing manoeuvres to
pass other cars. Despite being a research system without emphasis on long distance
reliability, it drove up to 98 miles (158 km) without human intervention.
In 1996, Professor Alberto Broggi of the University of Parma launched the ARGO Project,
which worked on enabling a modified Lancia Thema to follow the normal (painted) lane
marks in an unmodified highway. The culmination of the project was a journey of 1,200
miles (1,900 km) over six days on the motorways of northern Italy dubbed Mille Miglia in
Automatico ("One thousand automatic miles"), with an average speed of 56 miles per hour
(90 km/h). The car operated in fully automatic mode for 94% of its journey, with the
longest automatic stretch being 34 miles (55 km). The vehicle had only two
black-and-white low-cost video cameras on board and used stereoscopic vision algorithms
to understand its environment.
- 2000년대
The US Government funded three military efforts known as Demo I (US Army), Demo II
(DARPA), and Demo III (US Army). Demo III (2001) demonstrated the ability of unmanned
ground vehicles to navigate miles of difficult off-road terrain, avoiding obstacles such as
rocks and trees. James Albus at the National Institute of Standards and Technology
provided the Real-Time Control System which is a hierarchical control system. Not only
were individual vehicles controlled (e.g. throttle, steering, and brake), but groups of vehicles
had their movements automatically coordinated in response to high level goals.
In the first Grand Challenge held in March 2004, DARPA (the Defense Advanced Research
Projects Agency) offered a $1 million prize to any team of robotic engineers which could
create an autonomous car capable of finishing a 150-mile course in the Mojave Desert. No
team was successful in completing the course.
In October 2005, the second DARPA Grand Challenge was again held in a desert
environment. GPS points were placed and obstacle types were located in advance. This
year, five vehicles completed the course.
In November 2007, DARPA again sponsored Grand Challenge III, but this time the
Challenge was held in an urban environment. In this race, a 2007 Chevy Tahoe
autonomous car from Carnegie Mellon University earned the 1st place. Prize competitions
as DARPA Grand Challenges gave students and researchers an opportunity to research a
project on autonomous cars to reduce the burden of transportation problems such as traffic
congestion and traffic accidents that increasingly exist on many urban residents.
* The ParkShuttle at the Netherlands in August 2005.
The ParkShuttle, a driverless public road transport system, became operational in the
Netherlands in the early 2000s. In January 2006, the United Kingdom's 'Foresight'
think-tank revealed a report which predicts RFID-tagged driverless cars on UK's roads by
2056 and the Royal Academy of Engineering claimed that driverless trucks could be on
Britain's motorways by 2019.
In 1998, Willie Jones states that many automakers consider autonomous technology as part
of their research yearly. He notes "In May 1998, Toyota became the first to introduce an
Adaptive Cruise Control (ACC) system on a production vehicle when it unveiled a
laser-based system for its Progres compact luxury sedan, which it sold in Japan".
Autonomous vehicles have also been used in mining. In December 2008, Rio Tinto Alcan
began testing the Komatsu Autonomous Haulage System – the world's first commercial
autonomous mining haulage system – in the Pilbara iron ore mine in Western Australia.
Rio Tinto has reported benefits in health, safety, and productivity. In November 2011, Rio
Tinto signed a deal to greatly expand its fleet of driverless trucks.
Google began developing its self-driving cars in 2009, but did so privately, avoiding public
announcement of the program until a later time.
- 2010년대
Many major automotive manufacturers, including General Motors, Ford, Mercedes Benz,
Volkswagen, Audi, Nissan, Toyota, BMW, and Volvo, are testing driverless car systems as
of 2013. BMW has been testing driverless systems since around 2005, while in 2010, Audi
sent a driverless Audi TTS to the top of Pike’s Peak at close to race speeds. In 2011, GM
created the EN-V (short for Electric Networked Vehicle), an autonomous electric urban
vehicle. In 2012, Volkswagen began testing a "Temporary Auto Pilot" (TAP) system that
will allow a car to drive itself at speeds of up to 80 miles per hour (130 km/h) on the
highway. Ford has conducted extensive research into driverless systems and vehicular
communication systems. In January 2013, Toyota demonstrated a partially self-driving car
with numerous sensors and communication systems.[9] Other programs in the field include
the 2GetThere passenger vehicles from the Netherlands and the DARPA Grand Challenge
in the USA; some plans for bimodal public transport systems include autonomous cars as a
component.
* MadeInGermany at Berlin, Germany in 2012.
In 2010, Italy's VisLab from the University of Parma, led by Professor Alberto Broggi, ran
the VisLab Intercontinental Autonomous Challenge (VIAC), a 9,900-mile (15,900 km) test
run which marked the first intercontinental land journey completed by autonomous vehicles.
Four driverless electric vans successfully completed the 100-day journey, leaving Parma,
Italy, on 20 July 2010, and arriving at the Shanghai Expo in China on 28 October. The
research project is co-funded by the European Union CORDIS program.
In 2010, the Institute of Control Engineering of the Technische Universität Braunschweig
demonstrated the first autonomous driving on public streets in Germany with the research
vehicle Leonie. It was the first car licensed for autonomous driving on the streets and
highways in Germany.
In 2011, the Freie Universität Berlin developed two autonomous cars to drive in the
innercity traffic of Berlin in Germany. Led by the AutoNOMOS group, the two vehicles
Spirit of Berlin and MadeInGermany handled intercity traffic, traffic lights and roundabouts
between International Congress Centrum and Brandenburg Gate. It was financed by the
German Federal Ministry of Education and Research.
On May 1, 2012, a 22 km (14 mi) driving test was administered to a Google self-driving
car by Nevada motor vehicle examiners in a test route in the city of Las Vegas, Nevada.
The autonomous car passed the test, but was not tested at roundabouts, no-signal railroad
crossings, or school zones.
In 2013, on July 12, VisLab conducted another pioneering test of autonomous vehicles,
during which a robotic vehicle drove in downtown Parma with no human control,
successfully navigating roundabouts, traffic lights, pedestrian crossings and other common
hazards.
In August 2013, Daimler R&D with Karlsruhe Institute of Technology/FZI, made a
Mercedes-Benz S-class vehicle with close-to-production stereo cameras and radars drive
completely autonomously for about 100 km from Mannheim to Pforzheim, Germany,
following the historic Bertha Benz Memorial Route.
Nissan autonomous prototype technology was fitted on a Nissan Leaf all-electric car.
In August 2013 Nissan announced its plans to launch several driverless cars by 2020. The
company is building in Japan a dedicated autonomous driving proving ground, to be
completed in 2014. Nissan installed its autonomous car technology in a Nissan Leaf electric
car for demonstration purposes. The car was demonstrated at Nissan 360 test drive event
held in California in August 2013. In September 2013, the Leaf fitted the prototype
Advanced Driver Assistance System was granted a license plate that allows to drive it on
Japanese public roads. The testing car will be used by Nissan engineers to evaluate how
its in-house autonomous driving software performs in the real world. Time spent on public
roads will help refine the car’s software for fully automated driving. The autonomous Leaf
was demonstrated on public roads for the first time at a media event held in Japan in
November 2013. The Leaf drove on the Sagami Expressway in Kanagawa prefecture, near
Tokyo. Nissan vice chairman Toshiyuki Shiga and the prefecture’s Governor, Yuji Kuroiwa,
rode in the car during the test.
Available in 2013, the 2014 Mercedes S-Class has options for autonomous steering, lane
keeping, acceleration/braking, parking, accident avoidance, and driver fatigue detection, in
both city traffic and highway speeds of up to 124 miles (200 km) per hour.
Released in 2013, the 2014 Infiniti Q50 uses cameras, radar and other technology to deliver
various lane-keeping, collision avoidance and cruise control features. One reviewer
remarked, "With the Q50 managing its own speed and adjusting course, I could sit back
and simply watch, even on mildly curving highways, for three or more miles at a stretch,"
adding that he wasn't touching the steering wheel or pedals.
Although as of 2013, fully autonomous vehicles are not yet available to the public, many
contemporary car models have features offering limited autonomous functionality. These
include adaptive cruise control, a system that monitors distances to adjacent vehicles in the
same lane, adjusting the speed with the flow of traffic; lane assist, which monitors the
vehicle's position in the lane, and either warns the driver when the vehicle is leaving its
lane, or, less commonly, takes corrective actions; and parking assist, which assists the
driver in the task of parallel parking.
In January 2014, Induct Technology's Navia shuttle became the first self-driving vehicle to
be available for commercial sale. Limited to 12.5 miles per hour (20.1 km/h), the open-air
electric vehicle resembles a golf cart and seats up to eight people. It is intended to shuttle
people around "pedestrianized city centers, large industrial sites, airports, theme parks,
university campuses or hospital complexes."
On May 27, 2014, Google announced plans to unveil 100 autonomous car prototypes built
from scratch inside Google's secret X lab, as manifestations of years of work that began
by modifying existing vehicles, along with, "in the next couple of years" according to
Google in the above blog post, a pilot program similar to that which was used for the
Cr-48 Chromebook back in 2010.
In October 2014 Tesla Motors announced its first version of AutoPilot. Model S cars
equipped with this system are capable of lane control with autonomous steering, braking
and speed limit adjustment based on signals image recognition. The system also provide
autonomous parking and is able to receive software updates to improve skills over time.
As of March 2015, Tesla has been testing the autopilot system on the highway between
San Francisco and Seattle with a driver but letting the car to drive the car almost
unassisted.
In February 2015, the UK Government announced it would oversee public trials of the
LUTZ Pathfinder driverless pod in Milton Keynes.
Tesla Model S Autopilot system is suitable only on limited-access highways not for urban
driving. Among other limitations, Autopilot can not detect pedestrians or cyclists.
In March 2015 Tesla Motors announced that it will introduce its Autopilot technology by
mid 2015 through a software update for the cars equipped with the systems that allow
autonomous driving. Some industry experts have raised questions about the legal status of
autonomous driving in the U.S. and whether Model S owner would violate current state
regulations when using the autopilot function. The few states that have passed laws
allowing autonomous cars on the road limit their use for testing purposes, not the use by
the general public. Also, there are questions about the liability for autonomous cars in case
there is a mistake. A Tesla spokesman said there is "nothing in our autopilot system that
is in conflict with current regulations." "We are not getting rid of the pilot. This is about
releasing the driver from tedious tasks so they can focus and provide better input."
Google's director of self-driving cars at the company said he does not think there is a
regulatory block as far as the self-driving vehicle met crash-test and other safety
standards. A spokesman for the National Highway Traffic Safety Administration (NHTSA)
said that "any autonomous vehicle would need to meet applicable federal motor vehicle
safety standards" and the NHTSA "will have the appropriate policies and regulations in
place to ensure the safety of this type of vehicles.“
In August 2016 Singapore launched the first self-driving taxi service, provided by
nuTonomy.
Starting October 2016, all Tesla cars are built with the necessary hardware to allow full
self-driving capability at a safety level (SAE Level 5). The hardware includes eight
surround cameras and twelve ultrasonic sensors, in addition to the forward-facing radar
with enhanced processing capabilities. The system will operate in "shadow mode"
(processing without taking action) and send data back to Tesla to improve its abilities
until the software is ready for deployment via over-the-air upgrades. Full autonomy is
only likely after millions of miles of testing, and approval by authorities. Tesla Motors
says it expects to enable full self-driving by the end of 2017.
Lexus RX450h retrofitted as a Google driverless car
The Volvo S60 Drive Me autonomous test vehicle is considered Level 3 autonomous
driving.
* 미국 캘리포니아주
자울주행 자동차 시험 규정
https://www.dmv.ca.gov/portal/dmv/detail/vr/autonomous/testing
2) 국내의 발전과정
국토부는 2016년 3월 7일에 현대자동차의 제네시스 모델을 기반으로 한 자율주행차에 국내 최
초로 '자율주행 허가증'을 발급하였다.
국토부는 현대차의 자율주행차가 교통안전공단 자동차안전연구원에서 시험운행에 필요한 안전
운행요건을 확인 받았다고 설명했다.
국토부는 자율주행차의 도로 주행을 허가받기 위해선 안전운행요건을 충족해야 한다고 밝혔다.
안전운행요건에는 자율주행 중이더라도 운전석에 앉은 사람이 핸들이나 브레이크 등을 조작하
면 자율주행기능이 자동으로 해제되는 '운전자우선모드' 기능을 비롯, 주요 장치 고장을 자동
감지해 경고하는 고장 자동감지 기능, 충돌 위험 시 자동 제동하는 전방충돌방지 기능 등이 포
함된다.
또, 사고를 대비해 운행기록장치와 영상기록장치 등이 장착돼야 하며, 주행 시에는 2인 이상이
탑승하도록 규정했다. 여기에 뒷차가 알 수 있도록 자율주행차 시험운행 표식도 부착하도록 했
다.
국토부가 정한 기준을 만족한 제네시스 자율주행차는 지정한 시험운행 구간에서 도로를 주행
할 수 있게 됐다. 해당 구간은 경부고속도로 서울요금소~신갈분기점을 비롯해 영동고속도로 신
갈분기점~호법분기점 등 고속도로 41km와 일반국도 5개 구간 319km다.
* 자율주행 자동차 사고
The first known fatal accident involving a vehicle being driven by itself took place in
Williston, Florida on 7 May 2016 while a Tesla Model S electric car was engaged in
Autopilot mode. The driver was killed in a crash with a large 18-wheel tractor-trailer. On
28 June 2016 the National Highway Traffic Safety Administration (NHTSA) opened a
formal investigation into the accident working with the Florida Highway Patrol. According
to the NHTSA, preliminary reports indicate the crash occurred when the tractor-trailer
made a left turn in front of the Tesla at an intersection on a non-controlled access
highway, and the car failed to apply the brakes. The car continued to travel after passing
under the truck’s trailer. The NHTSA's preliminary evaluation was opened to examine the
design and performance of any automated driving systems in use at the time of the crash,
which involves a population of an estimated 25,000 Model S cars.
2.2 자율 주행 자동차의 구분
1) 자율적인 (Autonomous)와 자동화된 (automated) 차의 비교
Autonomous means having the power for self-governance. Many historical projects related
to vehicle autonomy have in fact only been automated (made to be automatic) due to a
heavy reliance on artificial hints in their environment, such as magnetic strips. Autonomous
control implies good performance under significant uncertainties in the environment for
extended periods of time and the ability to compensate for system failures without external
intervention. As can be seen from many projects mentioned, it is often suggested to extend
the capabilities of an autonomous car by implementing communication networks both in the
immediate vicinity (for collision avoidance) and far away (for congestion management). By
bringing in these outside influences in the decision process, some would no longer regard
the car's behavior or capabilities as autonomous; for example Wood et al. (2012) writes
"This Article generally uses the term 'autonomous,' instead of the term 'automated.'" The
term "autonomous" was chosen "because it is the term that is currently in more
widespread use (and thus is more familiar to the general public). However, the latter term
is arguably more accurate. 'Automated' connotes control or operation by a machine, while
'autonomous' connotes acting alone or independently. Most of the vehicle concepts (that we
are currently aware of) have a person in the driver’s seat, utilize a communication
connection to the Cloud or other vehicles, and do not independently select either
destinations or routes for reaching them. Thus, the term 'automated' would more
accurately describe these vehicle concepts.
2) 자율주행 자동차의 수준 분류
A classification system based on six different levels (ranging from driver assistance to
fully automated systems) was published in 2014 by SAE International, (former Society of
Automotive Engineers) (SAE), an automotive standardisation body. This classification
system is based on the amount of driver intervention and attentiveness required, rather
than the vehicle capabilities, although these are very closely related. In the United States,
the National Highway Traffic Safety Administration (NHTSA) released in 2013 a formal
classification system. The NHTSA abandoned this system when it adopted the SAE
standard in September 2016.
SAE automated vehicle classifications:
- Level 0: Automated system has no vehicle control, but may issue warnings.
- Level 1: Driver must be ready to take control at any time. Automated system may
include features such as Adaptive Cruise Control (ACC), Parking Assistance with
automated steering, and Lane Keeping Assistance (LKA) Type II in any combination.
- Level 2: The driver is obliged to detect objects and events and respond if the automated
system fails to respond properly. The automated system executes accelerating, braking, and
steering. The automated system can deactivate immediately upon takeover by the driver.
- Level 3: Within known, limited environments (such as freeways), the driver can safely
turn their attention away from driving tasks, but must still be prepared to take control
when needed.
- Level 4: The automated system can control the vehicle in all but a few environments
such as severe weather. The driver must enable the automated system only when it is
safe to do so. When enabled, driver attention is not required.
- Level 5: Other than setting the destination and starting the system, no human
intervention is required. The automatic system can drive to any location where it is legal
to drive and make its own decision.