Driverless Operation Research Articles

Towards a standardized workflow for creating high-definition maps for highly automated shuttles

ABSTRACT During the last decade, connected and automated driving (CAD) has gained considerable attention. For example, automated shuttles, a specific category of automated vehicles (AVs), intend driverless operation for passenger or goods transport in constrained operational design domains (ODDs). So far, these shuttles predominately follow a static driving path, but for reaching higher automation levels, a more comprehensive digital representation of the driving environment, a so-called high-definition (HD) map is needed. However, when it comes to the definition of the scope as well as the composition workflow, a common method is missing. The current work proposes and evaluates a 4-steps workflow including sub-workflows for creating a HD map for AVs in constrained ODDs. The workflow includes sub-workflows for (1) definition of the scope based on use cases, (2) mapping and semi-automatic extraction of objects from a LIDAR point cloud, (3) HD map composition with OpenDRIVE® and Lanelet2 as target formats and (4) testing and iterative refinement with respect to the intended use cases. The workflows are evaluated by applying them on a 2-km-long test track. The resulting HD map is evaluated with two different case studies. Results may serve as guidelines for creating HD maps for AV trials.

Safe Operations at Roadway Junctions - Design Principles from Automated Guideway Transit

<div class="section abstract"><div class="htmlview paragraph">This paper describes a system-level view of a fully automated transit system comprising a fleet of automated vehicles (AVs) in driverless operation, each with an SAE level 4 Automated Driving System, along with its related safety infrastructure and other system equipment. This AV system-level control is compared to the automatic train control system used in automated guideway transit technology, particularly that of communications-based train control (CBTC). Drawing from the safety principles, analysis methods, and risk assessments of CBTC systems, comparable functional subsystem definitions are proposed for AV fleets in driverless operation. With the prospect of multiple AV fleets operating within a single automated mobility district, the criticality of protecting roadway junctions requires an approach like that of automated fixed-guideway transit systems, in which a guideway switch zone “interlocking” at each junction location deconflicts railway traffic, affirming safe passage. The analogous AV protection safety subsystem is defined as fail-safe equipment that monitors roadway intersections and junctions, communicates traffic signal status, perceives and communicates alerts and signals to AV connected vehicles concerning potential unsafe conditions, and performs related primary safety functions. Conclusions are drawn that the AV protection roadway intersection functions must be performed by local roadside equipment dedicated to protecting each roadway intersection and junction. Further, it is concluded that the communications technology connecting the infrastructure with the vehicle to perform this vital, fail-safe protection should meet specific functional and performance criteria.</div></div>

Digibus\xa9: results from the first self-driving shuttle trial on a public road in Austria

From April to November 2017, the non-profit research organisation Salzburg Research conducted the “Digibus© 2017” trial, the first trial of a self-driving shuttle on a public road in Austria. The shuttle from the French company Navya Tech has been tested on a 1.4-km long track in the village of Koppl, which is situated approximately ten kilometres east from the City of Salzburg. The trial in Koppl was one of the first trials worldwide on public roads with mixed traffic in a rural area. The focus of this trial was on the real-world evaluation of a self-driving shuttle for bridging the first/last mile in public transport. From April to November 2017, 240 test drives with 874 passengers covering 341 test kilometres have been conducted. Results show that the technology is ready for testing, but there is still a long way to go for driverless operation, especially in mixed traffic scenarios. The work describes the trial setting, the test route, the process of deploying the shuttle, experiences collected during the trial as well as results from a passenger survey. The accompanying passenger survey with 294 participants revealed high acceptance and a good feeling of safety.

The new line crossing U2/U5 of the Vienna subway

AbstractVienna is not only a growing city but also one with a high quality of life. One reason for this is the availability of good public transport services, the heart of which is the subway system, which has been steadily extended for 40 years. In order to relieve Line U6 and provide better conditions for changing trains, an underground route will be constructed for Line 2 in the next few years through the densely built‐up 19th century part of the city starting from Rathaus station and running to Matzleinsdorfer Platz. Most of the running tunnels will be bored with an EPB machine while the station tunnels, crossovers and cross passages will be excavated conventionally using the New Austrian Tunnelling Method. Most of the tunnels pass through Miocene silt. In addition, a section with driverless operation and platform doors is planned for the construction of the U5 in order to gain experience for future extensions.

도시철도와 일반·고속철도의 운영방식에 관한 비교 분석

일반적으로 도시철도는 단거리를 짧은 운전시격으로 운행하는 특징을 가진 도시내 교통수단으로 요즘의 도시철도는 운영자의 요구에 따라 기관사가 없는 무인운전을 채택하는 추세이다. 이에 비해 일반 고속철도는 장거리 운행을 위하여 고속으로 운행하는 철도를 말한다. 일반 고속철도에는 도시철도와는 다르게 화물열차의 운행이라는 특수한 운행조건이 존재하며, 운영방식이 매우 다른 특성을 보이고 있다. 본 논문에서는 도시철도와 일반 고속철도의 운영방식을 비교하고 무선기반 열차제어시스템을 일반 고속철도에 적용하기 위한 조건을 제시하였다. Generally, Urban railway have special characteristics with short distance journey and minimum headway intercity transportation. These days, urban railway operators choose the driverless operation system without driver. On the contrary, Conventional & high speed railway utilize for long distance and high speed running. Because of special conditions of freight railway operation compared with urban railway, operation of conventional & high speed railway is showed very different characteristics. In this paper, We compares different operation scheme of urban railway and conventional & high speed railway and then present condition for train control system based on radio.

The Google Car: Driving Toward A Better Future?

Googles dramatic ascent and subsequent domination in the past fifteen years of the technology and information industries has financially enabled Google to explore seemingly unrelated projects ranging from Google Mail to the Google Car. In particular, Google has invested a significant amount of resources in the Google Car, an integrated system that allows for the driverless operation of a vehicle. While initial reports indicate that the Google Car driverless automobile will be more safe and efficient than current vehicles, the Google Car is not without its critics. In particular, the existential threat that the car presents to several large industries, including the insurance, health care and construction industries, creates an additional challenge to the success of the Google Car well beyond the standard competitive threats from other established car manufacturers in the automobile industry, which begs the question, Can the Google Car be successful? With so many challenges above and beyond the competitive forces typically threatening long-term profitability, will the Google Car be able to create and sustain a competitive advantage for Google in the driverless car space?

IEC 62267 안전요구사항을 적용한 무인경량전철 차량(K-AGT)의 시스템엔지니어링 프로세스에 관한 연구

In this study, unattended Light Rail Transit System (K-AGT) is a general-purpose standards safety requirements of IEC 62267 based System Engineering Process (SEP) was used. Functional analysis and physical architecting for each requirements through the vehicle was classified into sub-systems, design was analyzed in terms of SE. The analysis of the proposed system engineering process, unattended train operation (UTO), driverless train operation(DTO) design of the safety measures to be used as the basis is studied.

Independent Safety Assessment - Benefits and Methodology

To date, the railway application standards EN 50126 ff series - being transferred to international IEC level - have reached a mature state and are implemented in practically every new rail technology project. These standards do not only apply to heavy rail systems - as their heading ‘Railway applications’ may imply, but also to light rail and urban mass transportation including metro and people mover systems. The standard 50126 requires a “Safety Plan”, covering – beyond others – planning for Independent Safety Assessment.The Independent Safety Assessor's role is to verify, that the required level of safety and quality is achieved by all actors concerned to ensure a safe implementation of the project to the required safety standards. It is the goal of an Independent Safety Assessment to put the Safety Authority into a position to grant the allowance for operations (licensing) after the finalisation of all necessary evaluations, examinations, analyses, inspections, tests, etc. The license can be issued for single modes or sub-modes of operation.Independent Safety Assessment is to the clear benefit of all parties involved. Manufacturers and System Suppliers can take credit of the third party opinion on their supply and of the application of cross-acceptance (with the re-use of assessor generic product/generic application certificates), Operators are given increased confidence independent from potential supplier constraints and the responsible Safety Authorities can limit their resources and activities to the legal responsibility.A description of proven assessment processes and methodologies and selected examples of complex railway systems – including driverless operation and new technologies – underline these benefits.

무선통신기반 열차제어에 의한 무인운전기술에 대한 연구

본 논문에서는 기존의 궤도회로(Track Circuit)를 이용하는 FBS의 설비측면에서 단락감도 및 선로변 설비(지상설비)의 규모에 따른 유지보수의 증가 등의 문제점을 극복하고, 차량간 간격을 근접시키기 위한 열차제어 개념인 MBS의 구현에 따른 무인운전기술의 가능성을 검증하였다. MBS에 의한 열차 운전은 중앙국에서 열차의 위치를 실시간으로 알 수 있어 선행열차의 정보를 후속열차에 직접 전달할 수 있으므로 시격(Headway)단축이 가능해지고 그에 따라 수송수요 증대와 불필요한 가.감속을 방지할 수 있다. 이와 더불어 지상설비를 대폭적으로 감소시킬 수 있으며, 승객서비스 향상 및 승차감 향상 등의 이점을 제공한다. In this paper, we verify the driverless operation possibility of MBS, which could overcome the defects of conventional track-circuit-based FBS, such as additional needs of maintenance and others problems according to short-circuit sensibility and, and which could allow the minimal interval between trains. With MBS, we can expect the reduction of headway, then the increase of transportation demand, and the protection of unnecessary speed variation because it allows the real time detection of train position from central office, and direct transmission of data between preceding trains and the following ones. In addition, it is possible to reduce the number of wayside-equipment substantially, to improve the passenger service, and to the achieve the positive economic effects by comfortable ride.

Maintaining Inter-Vehicle Spacing -Using Synergetic Effects between Rail and Road Traffic!

Now as ever, transportation services are a decisive criterion of an economy. This constitutes the background for dealing with the various routing and protection principles for the two important land-based traffic systems: namely, road and rail transport. The objective is to determine how the two systems could benefit from the respectively chosen approaches to a solution and which future operating concepts this makes possible. Whether in rail or road traffic, inter-vehicle spacing directly effects several quality criteria of the transport process, and vehicle throughput. The various theoretically possible and practically applied principles for maintaining inter-vehicle spacing will be described and assessed with regard to occupied time, safety, and throughput. Today, various principles are used in both system which is attributable in part to the historical development of the system but also to the possibility of supporting the system through technical assistance systems. For both systems the possible maximum traffic throughput is considered depending on maintaining inter-vehicle spacing. Synergy potential can be used through an interdisciplinary approach to detection and classification of traffic scenarios. In the future, vehicle electronics will be developed with the same objectives and similar outline conditions. Rail traffic then can profit from the series effect of road traffic and thus reinforce its market position through affordable solutions. Identical concepts in the field of vehicle-based route information (digital map) will permit joint solutions. In the field of convoy formation and automatic, driverless operation, joint studies make sense when it comes to longitudinal guidance and vehicle protection.

VAL automated guided transit characteristics and evolutions

AbstractVAL (Light Automated Vehicle) is a medium capacity driverless automated guideway transit system. It has demonstrated both technical feasibility and economical performance of driverless operation applied to a metro line.It includes several advanced well proven technologies. Since the first line design, the product has been adapted to various operating requirements and enhanced by application of further technological evolutions in several areas: Automatic Train Control, Rolling Stock, Track.