{"id":13645,"date":"2022-05-07T10:08:51","date_gmt":"2022-05-07T08:08:51","guid":{"rendered":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/?p=13645"},"modified":"2022-05-07T10:08:51","modified_gmt":"2022-05-07T08:08:51","slug":"autonomous-vehicles-11","status":"publish","type":"post","link":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/2022\/05\/07\/autonomous-vehicles-11\/","title":{"rendered":"Autonomous Vehicles Limitations of ADAS, V2V and V2X Communications"},"content":{"rendered":"

At the end of 2021, Dan Loop, vice-president and general manager of Automotive Edge Processing at NXP Semiconductors, wrote an article in All About Circuits entitled, Understanding ADAS Limitations and V2X Communication Technology<\/em>.<\/span><\/p>\n

He claims that ADAS in general increase road safety for the driver. However, he finds that they are mostly isolated from their surroundings. Quite of this is because they don\u2019t communicate with other vehicles, roadways or with other kinds of smart city infrastructure. He adds: \u201cOverall, the main limitations of driver-assistance systems are their cost and limited availability beyond higher-end models. ADAS is costly, and so entry-level vehicles don\u2019t tend to have it to ensure because carmakers have an eye on remaining competitive. Yet there is a need for ADAS to proliferate because ADAS and indeed V2X communication work better when there are more participants. The challenge for OEMs is to therefore develop and offer more cost-effective ADAS to the lower end of the market \u201cto increase the safety and comfort of all road users.\u201d<\/span><\/p>\n

In response to some questions from TU-Automotive about the limitations of ADAS, Vehicle-to-Vehicle (V2V), and Vehicle-to-Everything (V2X) communications, Loop commented: \u201cToday, V2X systems have limited interactions with ADAS systems.\u00a0 ADAS relies on vision and radar\/lidar and ultrasonics to determine obstacles and path planning, while V2X relies on messages sent from other entities, including vehicles or infrastructure.\u00a0 This means the V2X system is essentially limited by a network effect that relies on the adoption of the technology to reach a critical mass in order to become useful.\u00a0 ADAS is limited by the cost of implementation of the technologies in vehicles.\u201d<\/span><\/p>\n

Uptake of ADAS<\/strong><\/span><\/p>\n

Matthew Avery, chief research strategy Officer at Thatcham Research nevertheless comments that his organization has been very impressed with the uptake of ADAS over the last decade. \u201cWe have got to the point where it used to be a high-end option but now it\u2019s becoming a standard, even on mass market vehicles like Fiesta\u2019s and Clios.\u201d He explains that this shift is being driven by Euro NCAP\u2019s five-star requirements: \u201cWhile ADAS fitment to car and vans will be mandated by the European General Safety Regulation 2 rules. The benefits of ADAS in terms of crash-avoidance and Vulnerable Road User protection are clear. However, ADAS is not without its limitations.\u201d<\/span><\/p>\n

These weaknesses include the fact that radars can often struggle with identifying objects. \u201cIf there is too much reflectivity, there is no recognizable radar return and the system can\u2019t identify what it is,\u201d he reveals.\u00a0 So, for example, if a car is hidden behind a metal pillar, or if a wheelie bin is obscuring a parked car, the system will find it difficult to \u2018see\u2019 that vehicle.<\/span><\/p>\n

He adds: \u201cCameras have limitations too; they can be susceptible to \u2018atmospheric distortion\u2019, in other words, if the driver can\u2019t see clearly, nor can the system.\u201d This issue is often caused by bad weather such as fog, snow, mist, or heavy rain. Automotive manufacturers, he says, have been finding ways to work around this issue by using sensors. So, the camera identified the object, the radar works out where that object is in order to calculate the vehicle\u2019s path to avoid it.<\/span><\/p>\n

Avery also points out that: \u201cNew sensors are being introduced for automated driving, such as Lidar sensors which are quite expensive, but very accurate in terms of Near Field Discrimination. At close quarters they can accurately tell where objects are.\u201d<\/span><\/p>\n

Resolving limitations<\/strong><\/span><\/p>\n

So, how concerning are the limitations and what is being done to resolve them? Loop comments: \u201cLegislation in multiple regions is driving V2X adoption.\u00a0 For ADAS, cost pressure and innovation are taking cost out of the systems and some OEMs are narrowing their focus to use only specific technologies for their ADAS platforms. With automation, you are going to need all three sensors and, even then, that combination of sensors can still struggle in conditions affected by snow or fog, especially when it comes to identifying white lines.\u201d<\/span><\/p>\n

The sensors are both costly to git and even costlier to repair. \u201cManufacturers do try to reduce the costs of these systems. However, in some cases this can impair efficiency,\u201d he says. Much of this could be improved if V2V and V2X were to have common standards. At present, they don\u2019t. Another issue is network latency, and so the systems don\u2019t gain \u201ca very accurate understanding of where objects are in relation to each other.\u201d He nevertheless thinks that a combination of these sensors will improve and enable automated driving in the future.<\/span><\/p>\n

Sensors: \u201cconstantly improving\u201d<\/strong><\/span><\/p>\n

In fact, Avery says the sensors are constantly improving. They include solid-state high-resolution radar sensors, and new camera sensors that have three cameras together to give a wide-angle view. He elaborates: \u201cYou can then see what\u2019s next to the car, and a telephoto optic to look at long distances in front of the car. The distance the sensor can see restricts the speed of the vehicle as the faster your vehicle, the longer the range required, to be able to react in time. So, we are starting to see radars with longer ranges and better resolutions.<\/span><\/p>\n

\u201cMore complicated sensors will inevitably cost more. The solution is the combination of sensors in terms of their efficiency. Additionally, the issue of repair still needs to be addressed. For instance, we want self-aligning sensors that don\u2019t require unnecessary and expensive calibration, and we\u2019d like sensors placed in areas where they are not susceptible to parking knocks and low-speed shunts.\u201d<\/span><\/p>\n

Mostly isolated<\/strong><\/span><\/p>\n

To what extent are the sensors and systems really \u201cmostly isolated from their surroundings,\u201d and in why does this pose an issue?\u00a0 Well, there is an issue with ground-based sensors; they need to be able to communicate with the traffic from a protocol and communications language perspective to gain line of sight to pick up information.<\/span><\/p>\n

Avery reveals that sensors placed at the roadside are more limited than sensors placed high up on gantries, and that wholesome solutions are cloud-based. \u201cYou have to ensure that you have a good signal which is critical for ADAS and automated driving,\u201d he says. To ensure good communication, with V2X all vehicles on the highway have to speak a common language, and work any communications blackspots have to be removed.<\/span><\/p>\n

He also asks: \u201cWith V2X, can all cars speak in a common language? Can the sensor communicate with all vehicles, or are there blackspots? How timely is the signal and can the vehicle react to the message?\u201d Furthermore, vehicles that are close together will find that the information they need to be safe on the road is often coming too late. The sensors and the systems just can\u2019t work.<\/span><\/p>\n

Ongoing development<\/strong><\/span><\/p>\n

How will of ADAS, as well as of V2V and V2X communications, improve over the next 5 years. To what extent will the limitations be resolved? Loop believes that once critical mass with V2X has been achieved, the data will become useful enough to be fused with other ADAS data. This will impact on other ADAS technologies by reducing their requirements. This is because the position, the speed and the distance of all vehicles and infrastructure around them will be known. However, safety could be jeopardized when one vehicle is not broadcasting message \u2013 creating a data gap and requiring ADAS to recover by using other technologies.<\/span><\/p>\n

Avery concludes: \u201cWork is ongoing at the UN and at the EU on common V2V communications standards and protocols. One of the issues is that the car and truck manufacturers have two different systems, creating a need for harmonization and common standards for these systems to work. ADAS sensors are improving over time, becoming more complicated and capable.\u201d He also believes that it\u2019s important to reach critical mass \u2013 perhaps over the next 5 to 10 years. Mass market adoption will create economies of scale, reducing the price point of the technology to make it more accessible.<\/span><\/p>\n

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By Graham Jarvis<\/h3>\n

Source: https:\/\/www.tu-auto.com<\/a><\/span><\/p>\n

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At the end of 2021, Dan Loop, vice-president and general manager of Automotive Edge Processing at NXP Semiconductors, wrote an article in All About Circuits entitled, Understanding ADAS Limitations and V2X Communication Technology. He claims that ADAS in general increase road safety for the driver. However, he finds that they are mostly isolated from their…<\/p>\n","protected":false},"author":3,"featured_media":13646,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":[],"categories":[18],"tags":[55],"_links":{"self":[{"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/posts\/13645"}],"collection":[{"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/users\/3"}],"replies":[{"embeddable":true,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/comments?post=13645"}],"version-history":[{"count":1,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/posts\/13645\/revisions"}],"predecessor-version":[{"id":13647,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/posts\/13645\/revisions\/13647"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/media\/13646"}],"wp:attachment":[{"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/media?parent=13645"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/categories?post=13645"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/tags?post=13645"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}