1. Autonomy for Long
Haul Trucking
DOT Class 3 and 4 Opportunities for Autonomy, Remote
Monitoring & Intervention
Jonathan Hujsak
2. Autonomous Long Haul Trucking is
Coming
Daimler Class 3 Truck Licensed in Nevada (2016)
◦ 10,000 - miles of testing completed in Europe
Human Drivers Have Limits
◦ Fatigue, Lack of Sleep, Colds, Flu
◦ FMCA 11-hour driving limit1
◦ Limited visual acuity/situational awareness
◦ Slow reaction times
◦ Illegal drug use, Alcahol consumption
More than 100,000 people injured per year in truck related
crashes
Decline in new truck driving applicants
In 2012 trucks carried 70% of US freight tonnage (9.4 B
tons) – projected to triple by 2050.
3. NHTSA Autonomus Truck Definitions2
Level 0: No Automation
Level 1: Function-Spacific-Automation: Automation at this level involves one or more specific
control functions. Examples include electronic stability control or pre-charged brakes,
where the vehicle automatically assists with braking to enable the driver to regain
control of the vehicle or stop faster than possible by acting alone.
Level 2: Combined Function Automation: This level involves automation of at least two
primary control functions designed to work in unison to relieve the driver of control of
those functions. An example of combined functions enabling a Level 2 system is
adaptive cruise control in combination with lane centering.
Level 3: Limited Self-Driving Automation: Vehicles at this level of automation enable the
driver to cede full control of all safety-critical functions under certain traffic or
environmental conditions and in those conditions to rely heavily on the vehicle to
monitor for changes in those conditions requiring transition back to driver control. The
driver is expected to be available for occasional control, but with sufficiently
comfortable transition time. The Google car is an example of limited self-driving
automation.
Level 4: Full Self-Driving Automation: The vehicle is designed to perform all safety-critical
driving functions and monitor roadway conditions for an entire trip. Such a design
anticipates that the driver will provide destination or navigation input, but is not
expected to be available for control at any time during the trip. This includes both
occupied and unoccupied vehicles.
6. Daimler Freightliner Inspiration
Truck
• Approved for public roads
• “Highway Pilot” automation system
• Lowers Total Cost of Ownership (TCO)
• Level 3 Automation
• Human required but free to do other things
• Forward looking stereoscopic cameras
• Radar
• Maintains safe following distance
• Steers between lane markers
• Braking control
12. Teleoperation for Remote Truck
Management
Ku, Ka, or X-Band
Earth Station
SATCOM
Bent-Pipe
Level 3-4 Autonomous Truck
Basic Satellite Bent-Pipe
Command and Control
Telemetry
& Video/Sensor
Data
Central Operations
Center
LAN/
MAN
< 2 sec latency (round trip)
15. Developing Reliable Autonomous
Software
Learn From Established Safety Critical
Software Standards and Practices
◦ Safety Critical Equipment
IEC 615084
◦ Functional Safety of Electrical/Electronic/Programmable
Electronic Safety-related Systems (E/E/PE, or E/E/PES)
◦ Airworthiness Practices
DO-178c
◦ Software Considerations in Airborne Systems and Equipment
Certification
16. References
1. FMCSA (2016). Summary of Hours of Service Regulations, Federal
Motor CarrierSafety Administration (FMCSA), US DOT), 2016.
2. NHTSA (2013). U.S. Department of Transportation Releases Policy on
Automated Vehicle Development. National Highway Traffic Safety
Administration (NHTSA), 2013.
3. Berge, R. (2016). Automated Trucks – The Next Big Move in the
Automotive Industry?Roland Berger Study, Chicago, April 2016.
4. IEC 61508 Edition 2.0 (2010). Functional Safety. International
Electrotechnical Commission, Geneva, Switzerland.
