scholarly journals Vehicle Automation and the Duty to Act

2020 ◽  
Author(s):  
Noah J. Goodall
Keyword(s):  
Cumulative Risk ◽  
Automated Vehicle ◽  
Road Users ◽  
Small Risk ◽  
Legal Literature ◽  
Legal Responsibilities ◽  
Vehicle Automation ◽  
Level Of Risk

The act of driving always carries some level of risk. With the introduction of vehicle automation, it is probable that computer-driven vehicles will assess this changing level of risk while driving, and make decisions as to the allowable risk for itself and other road users. In certain situations, an automated vehicle may be forced to select whether to expose itself and its passengers to a small risk in order to protect other road users from an equal or greater amount of cumulative risk. In legal literature, this is known as the duty to act. The moral and legal responsibilities of an automated vehicle to act on the behalf of other road users are explored.

scholarly journals Impact of External Human–Machine Interface Communication Strategies of Automated Vehicles on Pedestrians’ Crossing Decisions and Behaviors in an Urban Environment

2021 ◽  
Vol 13 (15) ◽  
pp. 8396
Author(s):  
Marc Wilbrink ◽  
Merle Lau ◽  
Johannes Illgner ◽  
Anna Schieben ◽  
Michael Oehl
Keyword(s):  
Urban Traffic ◽  
Automated Vehicles ◽  
Negative Effects ◽  
Communication Tools ◽  
Automated Vehicle ◽  
Additional Information ◽  
Road Users ◽  
Vulnerable Road Users ◽  
And Behaviors ◽  
Vehicle Automation

The development of automated vehicles (AVs) and their integration into traffic are seen by many vehicle manufacturers and stakeholders such as cities or transportation companies as a revolution in mobility. In future urban traffic, it is more likely that AVs will operate not in separated traffic spaces but in so-called mixed traffic environments where different types of traffic participants interact. Therefore, AVs must be able to communicate with other traffic participants, e.g., pedestrians as vulnerable road users (VRUs), to solve ambiguous traffic situations. To achieve well-working communication and thereby safe interaction between AVs and other traffic participants, the latest research discusses external human–machine interfaces (eHMIs) as promising communication tools. Therefore, this study examines the potential positive and negative effects of AVs equipped with static (only displaying the current vehicle automation status (VAS)) and dynamic (communicating an AV’s perception and intention) eHMIs on the interaction with pedestrians by taking subjective and objective measurements into account. In a Virtual Reality (VR) simulator study, 62 participants were instructed to cross a street while interacting with non-automated (without eHMI) and automated vehicles (equipped with static eHMI or dynamic eHMI). The results reveal that a static eHMI had no effect on pedestrians’ crossing decisions and behaviors compared to a non-automated vehicle without any eHMI. However, participants benefit from the additional information of a dynamic eHMI by making earlier decisions to cross the street and higher certainties regarding their decisions when interacting with an AV with a dynamic eHMI compared to an AV with a static eHMI or a non-automated vehicle. Implications for a holistic evaluation of eHMIs as AV communication tools and their safe introduction into traffic are discussed based on the results.

Proxemics and Kinesics in Automated Vehicle–Pedestrian Communication: Representing Ethnographic Observations

2019 ◽  
Vol 2673 (10) ◽  
pp. 70-81 ◽  
Author(s):  
Joshua Domeyer ◽  
Azadeh Dinparastdjadid ◽  
John D. Lee ◽  
Grace Douglas ◽  
Areen Alsaid ◽  
...  
Keyword(s):  
Transportation System ◽  
Communication Tool ◽  
Spatial Cues ◽  
Communication Signals ◽  
Automated Vehicle ◽  
Slowing Down ◽  
Use Of Time ◽  
Road Users ◽  
Similar Information ◽  
Vehicle Automation

Since the introduction of automobiles in the early 1900s, communication among elements of the transportation system has been critical for efficiency, safety, and fairness. Communication mechanisms such as signs, lights, and roadway markings were developed to send signals about affordances (i.e., where and when can I go?) and constraints (i.e., where and when can I not go?). In addition, signals among road users such as the hand wave have emerged to communicate similar information. With the introduction of highly automated vehicles, it may be necessary to understand communication signals and apply them to vehicle automation design. However, the question remains: how do we identify the most important interactions that need to be considered for vehicle automation? We propose a method by which we examine the timing of existing vehicle–pedestrian interactions to make conclusions about how the use of time and space can be used as a communication tool. Videos were recorded at representative intersections and crossings in a mid-sized, Midwestern U.S. town. The intersections were chosen based on their potential to elicit interactions with pedestrians and their ubiquity (e.g., four-way stop). Videos were then coded to describe the interactions between vehicles and pedestrians. A focus of this coding was the short stop—stopping before a crosswalk to communicate yielding intent to a pedestrian—which was defined as the time from when the vehicle began to accelerate, after slowing down, to when it reached the crosswalk. Results revealed evidence that vehicle kinematic and spatial cues signal the driver’s intent to other road users.

scholarly journals Drivers’ Perceptions of Functionality Implied by Terms Used to Describe Automation in Vehicles

2018 ◽  
Vol 62 (1) ◽  
pp. 1893-1897 ◽  
Author(s):  
Michael A. Nees
Keyword(s):  
Future Research ◽  
Automated Vehicle ◽  
Human Driver ◽  
Trust In Automation ◽  
Vehicle Automation ◽  
First Time

The expectations induced by the labels used to describe vehicle automation are important to understand, because research has shown that expectations can affect trust in automation even before a person uses the system for the first time. An online sample of drivers rated the perceived division of driving responsibilities implied by common terms used to describe automation. Ratings of 13 terms were made on a scale from 1 (“human driver is entirely responsible”) to 7 (“vehicle is entirely responsible”) for three driving tasks (steering, accelerating/braking, and monitoring). In several instances, the functionality implied by automation terms did not match the technical definitions of the terms and/or the actual capabilities of the automated vehicle functions currently described by the terms. These exploratory findings may spur and guide future research on this under-examined topic.

Who Wants an Automated Vehicle?

2019 ◽  
pp. 171-196
Author(s):  
David A. Thurlow ◽  
Ben D. Sawyer
Keyword(s):  
Energy Use ◽  
Community Level ◽  
Environmental Costs ◽  
Public Interests ◽  
Social Inequity ◽  
Automated Vehicle ◽  
Digital Methods ◽  
Vehicle Automation

New advancements in vehicle automation, electrification, data connectivity, and digital methods of sharing—known collectively as New Mobility—are poised to revolutionize transportation as it is known today. Exactly what results this disruption will lead to, however, remains unknown, as indeed the technologies and their uses are still taking shape amidst myriad interests. The impacts of this shift to New Mobility could be enormous, shaping economies, cities, and the lives of people in them. It is therefore vitally important for public interests to play a strong role in the development and deployment of these technologies. With the current trajectory of these technologies warning of the potential for increased energy use, environmental costs, and social inequity, interests at the community level need to be included and influential as soon as possible.

A Human Factors Perspective on Ethical Concerns of Vehicle Automation

2016 ◽  
Vol 60 (1) ◽  
pp. 1844-1848 ◽  
Author(s):  
Wesley J. Kumfer ◽  
Samuel J. Levulis ◽  
Megan D. Olson ◽  
Richard A. Burgess
Keyword(s):  
Human Factors ◽  
Knowledge Synthesis ◽  
Respect For Persons ◽  
Automated Vehicle ◽  
Ethical Concerns ◽  
Starting Point ◽  
Levels Of Automation ◽  
Low Levels ◽  
Vehicle Automation ◽  
Different Levels

This paper presents a knowledge synthesis of ethical questions for the application of rational ethics theories to human factors in vehicle automation. First, a brief summary of ethical concerns related to transportation automation and human factors is presented. A series of theoretical questions are then posed for different levels of vehicle automation. Particular concerns relating to the Principle of Utility and the Principle of Respect for Persons are highlighted for low levels of automation, high levels of automation, and full automation through the use of theoretical scenarios. Although some recommendations are drawn from these scenarios, the primary purpose of this paper is to serve as a starting point to encourage discussion and collaboration between human factors professionals, engineers, policymakers, transportation officials, software programmers, manufacturers, and the driving public regarding realistic goals for automated vehicle implementation.

scholarly journals Anticipating Automated Vehicle Presence and the Effects on Interactions with Conventional Traffic and Infrastructure

10.29007/s6m7 ◽  
2019 ◽  
Author(s):  
Gerald Richter ◽  
Lukas Grohmann ◽  
Philippe Nitsche ◽  
Gernot Lenz
Keyword(s):  
New Technologies ◽  
Human Perception ◽  
Vehicle Speed ◽  
Traffic Efficiency ◽  
Road Users ◽  
Safety Risks ◽  
Potential Safety ◽  
Simulation Scenario ◽  
Vehicle Automation ◽  
Traffic Measurements

Expectations are that automated and connected mobility will increase road safety and traffic efficiency. However, due to possible shortcomings of new technologies , road users may be confronted with disturbances and potential safety risks. The mitigation of such risks will bring necessary changes to road infrastructure, vehicles and road-users’ behavior. In a traffic environment that was built to fit the human perception, preemptive simulation of parametrized scenarios can provide guidelines for what changes and difficulties are to be expected. Utilizing SUMO in varied scenarios, this paper outlines the creation of virtual models that correspond to interaction hot spots on the Austrian road network - from digitizing the infrastructure, to calibrating a simulation scenario with congruent traffic measurements - while it concludes with the evaluation of scenario simulation results. The approach is demonstrated for a selected motorway ramp scenario, varying rates of automated vehicles and different infrastructure layouts. Performance indicators like vehicle speed distributions and traffic disruptions are defined and analyzed to investigate how adaptations can mitigate risks, influence traffic flow and hence support progressing vehicle automation.

scholarly journals From HMI to HMIs: Towards an HMI Framework for Automated Driving

Information ◽  
2020 ◽  
Vol 11 (2) ◽  
pp. 61 ◽  
Author(s):  
Klaus Bengler ◽  
Michael Rettenmaier ◽  
Nicole Fritz ◽  
Alexander Feierle
Keyword(s):  
Research And Development ◽  
Influencing Factors ◽  
Automated Driving ◽  
Research Gaps ◽  
Automated Vehicle ◽  
Road Users ◽  
Human Machine Interfaces ◽  
Factors Influencing ◽  
Different Types ◽  
The Relationship

During automated driving, there is a need for interaction between the automated vehicle (AV) and the passengers inside the vehicle and between the AV and the surrounding road users outside of the car. For this purpose, different types of human machine interfaces (HMIs) are implemented. This paper introduces an HMI framework and describes the different HMI types and the factors influencing their selection and content. The relationship between these HMI types and their influencing factors is also presented in the framework. Moreover, the interrelations of the HMI types are analyzed. Furthermore, we describe how the framework can be used in academia and industry to coordinate research and development activities. With the help of the HMI framework, we identify research gaps in the field of HMI for automated driving to be explored in the future.

scholarly journals The assessment of quantitative risk to road users from debris flow

2020 ◽  
Vol 7 (1) ◽  
Author(s):  
M. G. Winter ◽  
J. C. F. Wong
Keyword(s):  
Risk Assessment ◽  
Debris Flow ◽  
High Frequency ◽  
Low Frequency ◽  
Quantitative Risk Assessment ◽  
Road Users ◽  
High Magnitude ◽  
The Impact ◽  
Level Of Risk ◽  
Low Magnitude

Abstract Background A methodology for the quantitative risk assessment (QRA) of the impact of debris flow in a road environment has been developed and applied to two sites that are typically subject to high frequency-low magnitude and low frequency-high magnitude events. The methodology considers the probability of an event of a typical size, and the conditional probabilities of a vehicle being affected, given an event, and of damage (fatality) occurring given that the vehicle is affected. Scenarios covering a vehicle being hit by a debris flow and of a vehicle hitting a debris flow are considered. The computed Personal Individual Risk (PIR) is used to calculate worst case fatality probabilities for commuters and logistics truck drivers. The overall risk to society is expressed both by the annual probability of fatality amongst all road users, the Potential Loss of Life (PLL), and using the F-N diagram and is used to demonstrate the effect of a programme of management and mitigation works on the societal risk at one of the sites. The authors believe that this is the first full, formal quantitative risk assessment for debris flow risk to road users. Results The PIR for a single trip through the sites ranges between 1.147E-10 for the low frequency-high magnitude site and 1.583E-09 for the high frequency-low magnitude site. These figures increase to 1.248E-07 and 1.922E-06, respectively, when more frequent travellers are considered. The PLL for the two sites ranges between 2.616E-04 for the low frequency-high magnitude site and 4.083E-03 for the high frequency-low magnitude site. The F-N diagrams illustrate the Broadly Acceptable level of risk at the low frequency-high magnitude site and the partially Unacceptable level of risk at the high frequency-low magnitude site. The risk at the high frequency-low magnitude site is reduced to ALARP levels when management and mitigation measures extant as of October 2014 are considered. Conclusions The QRA proves an effective technique for understanding, comparing and articulating the differences in levels of risk and the temporal changes in risk at a given site as a result of landslide risk reduction activities.

Secondary Task Engagement During Automated Drives: Friend and Foe?

2020 ◽  
Vol 64 (1) ◽  
pp. 1926-1930
Author(s):  
Taylor Shupsky ◽  
Kevin Morales ◽  
Carryl Baldwin ◽  
Peter Hancock ◽  
Eric T. Greenlee ◽  
...  
Keyword(s):  
Secondary Task ◽  
Potential Benefit ◽  
Task Engagement ◽  
Vehicle Safety ◽  
Secondary Tasks ◽  
Automated Vehicle ◽  
Vehicle Automation

Engaging in non-driving related tasks while driving (secondary tasks) can impair driving. Conversely, on monotonous or long drives secondary tasks may help fatigued drivers maintain alertness and vigilance. This potential benefit of secondary task engagement has received considerably less attention relative to the potential negative safety consequences. Vehicles are increasingly equipped with advanced infotainment centers and in-vehicle displays – increasing opportunities for secondary task engagement. Concurrently, vehicle automation can take over many of the driver’s tasks potentially resulting in underload and passive fatigue, while also potentially allowing for engagement in secondary tasks. Clarifying the distinctions between situations of unsafe versus acceptable or even potentially beneficial secondary task engagement is critical for automated vehicle safety. This panel will bring together experts in the diverse fields of driving, attention, and vehicle automation to discuss this important issue.

scholarly journals Drivers’ Perceptions of Functionality Implied by Terms Used to Describe Automation in Vehicles

2018 ◽  
Author(s):  
Michael Nees
Keyword(s):  
Future Research ◽  
Automated Vehicle ◽  
Human Driver ◽  
Trust In Automation ◽  
Vehicle Automation ◽  
First Time

The expectations induced by the labels used to describe vehicle automation are important to understand, because research has shown that expectations can affect trust in automation even before a person uses the system for the first time. An online sample of drivers rated the perceived division of driving responsibilities implied by common terms used to describe automation. Ratings of 13 terms were made on a scale from 1 (“human driver is entirely responsible”) to 7 (“vehicle is entirely responsible”) for three driving tasks (steering, accelerating/braking, and monitoring). In several instances, the functionality implied by automation terms did not match the technical definitions of the terms and/or the actual capabilities of the automated vehicle functions currently described by the terms. These exploratory findings may spur and guide future research on this under-examined topic.

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