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New Custom Chassis in the Works for Autonomous Driving Vehicles

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Autonomous driving is dominating headlines in the trucking world, as more and more fleets turn to the innovative technology to boost potential safety numbers and mitigate traditional trucking challenges.

Some of the latest efforts in autonomous trucking come from Daimler Trucks North America, which is working to create a custom Class 8 chassis that will integrate SAE Level 4 driving support. This innovation is a collaboration with Waymo, a major autonomous technology company.

SAE Level 4 tech is a system of automated driving allowing a truck to self-drive without a driver needed in the cab as backup. Typically, automated driving systems allow for a truck to follow strict, specific safety protocol to avoid critical incidents and risks, without any input from a human.

More than 1,500 updates from Waymo Via (Waymo’s autonomous goods delivery unit) will be integrated into the Freightliner Cascadia Model, which will also obtain back up systems for its low-voltage power net, communication network, steering, and braking.

Daimler’s efforts come as a continuation of ideas discussed years ago, according to Bishop Consulting’s principal, Richard Bishop.

“While the specifics of Daimler’s announcement will surprise no one developing automated trucks, the timing shows the continuing momentum of this market,” he said. “Across the board, automated vehicle system developers agree that redundancy of key elements in the host truck platform are essential for safe deployment of automated trucking.”

This innovation also comes after Volvo Autonomous Solutions’ announcement regarding efforts being made around the North America autonomous Volvo VNL model–a collaboration with Aurora Innovation Inc. Aurora Driver autonomous technology was implemented into a Volvo Trucks long haul VNL model prototype.

A truck like this “can significantly contribute to enhancing safety in traffic, thanks to its redundancy of systems and a multitude of sensors,” said head of Daimler’s autonomous technology group, Peter Vaughan Schmidt. “It brings us much closer to our vision of accident-free driving.”

Daimler has also set forth an Autonomous Technology Group as an international organization for automated driving, a group that will work toward an overarching automated driving strategy and set of guidelines. To do so in a timely manner, the group will dive into operations network and infrastructure implementation, as well as the testing, research, development, and manufacturing of all necessary operations and technology needed to progress the AV movement forward.

The Freightliner chassis will include systems such as an additional, cybersecurity-protected communication network for certain devices; two electronic control units in both a primary and secondary system that will allow for peak brake performance in addition to system minimal risk maneuver execution abilities; and two servo motors within the steering system to allow for the backup servo motor to obtain the needed steering angle from the AV software and take action as necessary in the case of a hydraulic or electronic failure.

Additionally, the autonomous truck will require a low-voltage power net fit to meet the demands of ECU and sensor power usage–the power net developed at DTNA allows for regular critical system energy flow. Daimler will work also with Torc Robotics, a subsidiary of the company, in addition to Waymo, in order to allow for commercialization of this tech to be utilized along multiple routes.

Daimler believes that these innovations could not be coming at a more pressing time as the trucking industry continues to face a record-breaking truck driver shortage, worsened by so many drivers deciding to leave the industry due to poor work-life balance and a lack of benefits, comfort, and ease. The hope here is that automated technology will allow for a more intuitive commercial truck driving experience for operators, possibly incentivizing more–and younger–drivers to enter the industry.

The need for trucks in general is also on a steep incline, as the U.S. Bureau of Transportation Statistics recently reported that the consumer demand for goods hauled by commercial trucks rose by 56% over the last 10 years–a number likely to double over the next two or three decades.

Tesla’s Lack of Recall Sparks AV Safety Discussion

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“Any manufacturer issuing an over-the-air update that mitigates a defect that poses an unreasonable risk to motor vehicle safety is required to timely finalize an accompanying recall notice to NHTSA,” said the National Highway Traffic Safety Administration in a recent letter to Tesla’s field quality director, Eddie Gates.

Tesla, according to the agency, failed to file recall documents when the company updated its Autopilot software to expand its ability to identify and avoid parked emergency vehicles. If an over-the-internet update addresses any particular safety issue, the company must promptly issue a vehicle recall notice, NHTSA said.

Tesla must also provide “Full Self-Driving” software information as the technology is undergoing public road testing, a mandate which comes shortly after NHTSA opened a formal investigation into the company’s Autopilot software.

This investigation came as the agency received many vehicle crash reports involving Autopilot-equipped Teslas colliding with emergency vehicles that were stopped on highways and had warning lights flashing. The investigation itself analyzed around 765,000 vehicles–nearly the total number of Tesla vehicles sold in the United States since the 2014 model year. 17 people were injured and one died out of the crash incidents investigated.

In September, Tesla issued an over-the-internet software update explaining its intent to boost emergency vehicle light detection in low-light conditions–an update about which NHTSA requested more information when the update was sent to particular Tesla vehicles “with the stated purpose of detecting flashing emergency vehicle lights in low light conditions and then responding to said detection with driver alerts and changes to the vehicle speed while Autopilot is engaged.”

Vehicle manufacturers must alert NHTSA within five days of finding a safety defect, and they must also issue a public recall to ensure owners ample time to get the necessary repairs and so that potential buyers are well aware of any possible safety issues. Recalls are then monitored to make sure all applicable vehicles are covered and that all owners are contacted efficiently.

Because of this, industry safety advocates are wanting to help consumers understand the reality behind these new vehicle technologies becoming more commonplace–and to assume that autonomous driving is the overarching solution for roadway safety.

“It’s exciting for all of us to use technology that can help us with autonomous driving so that we can have vehicles where we don’t have to do what we’ve been doing traditionally behind the wheel–it’s wonderful, in a lot of ways,” said Levinson and Stefani’s Ken Levinson. “However, with the technology that’s out there now, there are so many challenges and safety issues that we have to address first. We can’t let the shiny object that is technology distract us from the most important thing, which is making sure our roads and highways are safe and that we’re protected. We need to make sure our friends, family, and neighbors stay alive and healthy.”

In order to achieve the safety we all want, Levinson noted that manufacturer transparency is key.

“We call on all the manufacturers and advocates for autonomous vehicles to make sure that they’re open and honest with their information, their testing, and their technology to ensure that despite the pressure to get these vehicles out on the road, they’re prioritizing the safety aspects necessary to do so,” he said. “They can’t jump the gun on this. The consequences are too extreme.”

Releasing these recall notices quickly and remaining as open as possible when it comes to safety issues with any advanced vehicle technology can be the difference between life and death–it’s not something to be lenient about, Levinson added.

“When companies hold back information on testing and aren’t forthright and open and honest, it creates a situation where we don’t know what we don’t know because companies are hiding potentially important information that deals directly with the safety of these autonomous vehicles,” he explained. “A responsible, safe company steps up and says, ‘Hey, here’s what we’re testing, here’s what we’re doing, here’s why, here’s what needs to be done to make it safer,’ instead of hiding behind the information they’re not disclosing.”

Aurora, FedEx, Paccar Begin Autonomous Trucking Initiative

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A new autonomous commercial trucking pilot is in the works at the hands of FedEx Corp., Paccar Inc., and Aurora Innovation Inc.

A self driving tech-equipped Paccar tractor hauling FedEx loads between Dallas and Houston has been the initial journey of the pilot–making for a 500-mile round trip interstate drive. Now, the testing program will continue with self-driving efforts, although a safety driver will remain in the cab for the time being in case a takeover is needed. 

Still, Aurora Innovation claims that its primary autonomous driving system, Aurora Driver, will not need backup drivers in the cab for much longer.

“At the end of 2021, we will launch our trucking business and haul loads autonomously between terminals without a safety driver,” said the company. “Developing our trucking service and driver-as-a-service business model alongside a trusted network that understands how to safely optimize logistics through efficiency and speed primes us to build a more deeply integrated service with the Aurora Driver for fleets safely and quickly.”

Earlier this year, Paccar and Aurora decided to collaborate on the development of two autonomous Class 8 trucks–new models of the already-popular Kenworth T680 and Peterbilt 579.

“The speed and quality of progress we’re making with Aurora to develop self-driving trucks is impressive,” said chief technology officer for Paccar, John Rich. “This industry collaboration is an important step toward delivering these trucks at scale.”

Autonomous trucking is the next step in addressing “the exponential growth of e-commerce,” added FedEx Corp., which believes this pilot initiative will be a monumental step forward for the companies in their efforts to look toward the future of technology in the industry.

“This is an exciting, industry-first collaboration that will work toward enhancing the logistics industry through safer, more efficient transportation of goods and we are pleased to collaborate with other industry leaders–Aurora and Paccar–on this endeavor,” said FedEx Corp.’s vice president of advanced technology and innovation, Rebecca Yeung.

Autonomous driving is clearly progressing steadily, added automotive and smart mobility analyst at Gartner Inc., Mike Ramsey. This program will help demonstrate that progression to the public.

“It’s exciting to see the new pilots being announced, but I expect we are still a few years away from taking people out of the seat,” he said. “The stakes are high, with 80,000-pound vehicles going 60 mph. The regulations between different states are uneven, and clarity about legality and safety will need to be codified in some way.”

Logistics companies will continue operating and owning the vehicles, but Ramsey predicts that companies will provide their own automated driver tech and software as the business model for autonomous trucking solidifies.

“You can imagine buying a truck fitted with a Via or Aurora driver, and the logistics firms or big consumer goods fleets will pay Aurora or Via to make sure the software and hardware are working on the truck,” he explained.

The collaborative effort of these companies allows for autonomous driving to be tested with groups operating at scale, added co-founder and chief product officer at Aurora, Sterling Anderson.  Deployment capabilities will also be boosted with FedEx bringing its logistics knowledge, as well.

Now, industry powerhouses like American Trucking Associations are calling for federal autonomous trucking guidelines–specifically, for Secretary Pete Buttigieg to set forth a development and deployment framework for automated vehicle operation throughout the United States.

“ATA believes there is great promise in automated vehicle technology to improve highway safety, the efficiency of our supply chain, and our environment,” said ATA President, Chris Spear. “But, we need a national framework that fosters innovation, not a patchwork of potentially conflicting state and federal regulations, to deliver on that promise.”

ATA, along with other stakeholder groups, requested said framework in a letter written to Buttigieg last month.

“Implementing a federal AV framework that fosters the safe deployment of AVs,” the groups wrote, “can help the Biden administration to shepherd in a safer, more environmentally friendly and accessible transportation future.”

AV Makers Must Report All Crashes, NHTSA Mandates

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Automakers must report all crashes that involve either partially automated driver-assist systems or fully autonomous vehicles, as recently ordered by the National Highway Traffic Safety Administration.

The American government’s highway safety agency has made it clear it will be cracking down in regards to overall automated vehicle safety–more than it has in the past. Until recently, the agency had still not issued any automated tech-related regulations due to hesitancy about interfering with the adoption of these innovative safety systems.

The mandate, which was released at the end of June, will require that companies operating vehicles equipped with driver-assist systems or operating completely autonomous vehicles, as well as the vehicle and equipment manufacturers themselves, must immediately report autonomous vehicle-involved crashes that occur on public roads. If a driver-assist system was being utilized immediately before or during a crash on a public road, that crash must also be reported.

“By mandating crash reporting, the agency will have access to critical data that will help quickly identify safety issues that could emerge in these automated systems,” said Steven Cliff, Acting Administrator for NHTSA.

Through these reports, NHTSA will be able to identify safety defects and issue a defect investigation or even deploy a crash investigation team when needed. The agency has already dispatched investigation teams to analyze 31 crashes that involved partially automated driver-assist systems over the last six years. Out of those crashes, 25 in particular were using Tesla’s autopilot system and reported 10 deaths, according to the agency’s data.

These kinds of driver-assist systems are meant to help keep a vehicle at a safe distance from any vehicles in front of it as well as keep the vehicle centered in its designated lane. Still, though, most manufacturers, and Tesla itself, make sure drivers know that although the system may be operating on autopilot, they must still be alert and ready at all times to intervene when necessary. In fact, there have been instances of Teslas using the company’s autopilot system and hitting a roadway barrier, crashing into semi trucks crossing in front of them, and getting in the way of emergency vehicles.

The National Transportation Safety Board has been investigating these crashes and has recommended that Tesla, along with the NHTSA, only allow Tesla’s autopilot system to be operated in the areas where it is known to be able to safely do so. NHTSA should also mandate that Tesla develop an improved system that ensures drivers must be paying attention, the NTSB recommended. As of now, there have been no changes made by NHTSA.

These agencies are also looking into a myriad of non-fatal partially automated system-involved crashes in vehicles like a Volvo XC-90, a Lexus RX450H, and two Cadillac CT6s. Some investigative teams have also been deployed to look into a crash involving an Uber-operated Volvo XC-90 (during which a pedestrian was struck and killed), as well as a crash involving an automated Navya Arma low-speed shuttle bus.

“Collecting crash data, and hopefully data from crashes which were avoided, can help serve a variety of purposes from enforcing current laws to ensuring the safety of customers, as well as paving the way for reasonable regulations to encourage the deployment of safe advanced vehicle technology,” explained executive director for the Center for Auto Safety, Jason Levin. The Center for Auto Safety is an advocacy group and nonprofit and has been urging the NHTSA for years to implement strict oversight onto automated vehicle usage.

According to this order, companies will need to report all crashes involving partially automated vehicles or fully autonomous vehicles within one day, as long as they were serious enough to require a tow-away or involve a death, air bag deployment, hospital-treated injury, or any pedestrians or bicyclists.

Additionally, the requirement will not apply to consumers owning autonomous or partially autonomous vehicles or to the auto dealers selling these vehicles. All other crashes involving these kinds of vehicles that involve property damage or injury must be reported once a month.

GM Adds More Driverless and Hands-Free Vehicle Options to Country’s Growing List

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Driverless cars and hands-free driving technology are coming to the forefront of the transportation industry, and one major manufacturer is now at play.

In San Francisco, driverless cars are being deployed by General Motors’ self-driving car company, which is working toward creating an automated, robotic ride-hailing service–one that would compete with the likes of Uber and Lyft.

Announced December 9th, Cruise will be deploying self-driving cars without the safety of any human behind the wheel. The vehicles will still be closely monitored, however, by employees at remote locations.

This announcement comes two months after GM’s beginning to operate driverless cars–with a person behind the wheel in case of emergency–on California public streets, a state in which many other technology companies have been testing their AV capabilities.

“We believe self-driving has the potential to upend transportation,” said Dan Ammann, CEO of Cruise.

Still, Cruise has yet to deploy ride-hailing service vehicles to pick up passengers on their own, although California regulators have already approved rules to do so.

However, Cruise will be dispatching up to five driverless cars throughout San Francisco, with passengers consisting solely of Cruise employees, initially. When the vehicles were being tested with someone behind the wheel, the only passengers at that time were other employees, as well.

Although there is no clear launch date for Cruise’s driverless ride-hailing service, Ammann assures that Cruise is progressing toward “a commercial product that everyone can use.”

Although Cruise has been working on this driverless technology throughout the last decade, Waymo, of Google, has yet to announce when it would deploy any driverless cars, although it has a permit to do so and has been progressing steadily. Waymo launched its service initially in the Phoenix area in 2018.

Cruise has tested its technology throughout over 2 million miles of self-driving over the last five years to get to where it is today.

Also on the list of recent tech innovations is the GMC Sierra’s hands-free driver assistance feature, Super Cruise. The Sierra pickup is now the highest-volume GM product to be equipped with the award-winning technology, and is now one of many semi-autonomous trucks hitting the market soon, joining the ranks of the Tesla Cybertruck, Ford F-150, and Rivian R1T.

“We’re putting Super Cruise on a Sierra. [It’s] the world’s first true, hands-free, driver-assistance tech available pretty much across the United States,” said Phil Brook, marketing executive for GMC. It won’t “just be in the big cities, [but] in every state because…it’s such a popular vehicle.”

Similar to Super Cruise is Ford’s Active Drive Assist, a hands-free option made available for GMorder on the 2021 Ford F-150, which is scheduled to enter dealer lots in 2021’s third quarter. Super Cruise will be released first on Sierra’s premium Denali trim and can function while towing.

Right now, the market’s leading semi-autonomous systems are those of both Super Cruise and the hands-free Autopilot of Tesla. Super Cruise can only function on divided highways because GM deems that the safest way to utilize it properly.

Super Cruise and Ford’s Active Drive Assist both use infrared lights along with a camera system to make sure a driver is paying adequate attention to the road, and can allow a vehicle to be operated hands-free on divided highways, thanks to its radar sensors and GPS mapping capabilities.

Super Cruise will only intervene and offer consistent alerts if it finds a driver’s eyes are not paying attention to the road ahead.

The Super Cruise option will be also available on higher-trim Cadillac models in 2021, costing around $2,500 on the Cadillac but less on the Sierra. Ford’s system will cost around $1,600 on the F-150 and Mach E. All brands typically charge monthly subscription rates in addition to initial costs.

According to industry analysts, the take-rate of Super Cruise on the Cadillac CT6 was around 30%, and if that number remains consistent with the technology on the Sierra, nearly 70,000 vehicles with hands-free Super Cruise should be present on the road by 2022.

Transportation Secretary Looks to Industry Partnerships For Progress Throughout 2021

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Stakeholders are to thank for helping regulators to continue progressing the trucking industry, said Transportation Secretary Elaine Chao. The industry as a whole has been leaning on innovative automated technology as a look ahead to the future of trucking, but the unprecedented challenges brought about by the coronavirus pandemic have made those forward-thinking mindsets tricky to keep steady.

During her time as Transportation Secretary, Chao said that the partnerships and collaborations she has been able to create and maintain have made her the most proud during her three years in the position.

These partnerships with the agency include those with technology experts, shipping groups, and state and local government officials who have all had their own guidance and knowledge to offer.

“We understand that they know what they’re doing and their government is not this all-knowing command and control entity,” said Chao, noting that making plans for COVID-19 vaccine transportation has been a huge collaborative effort between the agency and shipping groups, airline companies, and other government agencies.

“We want to be a problem-solver,” she stated.

Chao considers one of these problem-solving efforts to be that of the revised hours-of-service regulations, which were announced by Chao and former Federal Motor Carrier Safety Administration acting Administrator Jim Mullen in May.

The revision came after the FMCSA reviewed around 8,000 public comments and made a decision to grant truckers more flexibility in regards to their on-duty driving time restrictions, sleeper berth and rest-time requirements, and adverse driving condition rules.

FMCSA also announced that it would extend hours-of-service regulation flexibility for truckers working to haul necessary supplies and goods to hospitals, stores, and individuals during the pandemic, as well as those transporting COVID-19 vaccines.

“We believe that the operators of commercial vehicles know the conditions under which they work, and that they know best what are common sense solutions,” explained Chao. “The federal government’s not in the cabin, on the roads. The truck drivers are. They know how difficult their job is. We know how difficult their jobs can be.”

Looking forward, automated vehicle technology is believed to bring major change and innovation to the trucking industry. Chao explained that the Department of Transportation needs to work on both innovative transportation systems and on boosting overall road safety and security.

DOT launched the Automated Vehicle Transparency and Engagement for Safe Testing Initiative–AV TEST–in June, in an effort to boost public knowledge in regards to upcoming automated vehicle tech.

AV TEST, according to Chao, will help increase transparency about the technology for those currently concerned and hesitant about it. She hopes it will work to both ease fears regarding new technology and soothe worries that AV may cost people their jobs.

“I also say to the innovators that they need to share their enthusiasm with the rest of the country, because there are people who are hesitant, anxious, [and] afraid of this new technology,” she said. “Consumer acceptance will be the constraint to growth.”

Chao is also working to help rural communities, with an allocation of federal resources divided evenly between rural and urban areas through specific grant programs. DOT has given around $300 billion in funding since January 2017, with $43.3 billion of that coming through 7,933 discretionary grants.

Rural area investments are vital, Chao explained, as rural Americans suffer disproportionately high road accident and death rates. More than 36,000 rural bridges are in poor condition, and 90% of load-posted bridges are located in rural regions, making detours in these areas especially difficult for trucks.

“I come from rural America, and I know that rural America does not want a handout,” said Chao. “They just want equity in the distribution of federal resources. It’s an issue of equity, as well as safety.”

DOT released an online tool in July for those interested in the Rural Opportunities to Use Transportation for Economic Success program, which is meant to bring equal opportunity to those interested in grant programs. The tool makes applicant requirements clear and organizes programs by project and applicant eligibility.