IFAC-AAC 2013

 

He is now Project General Manager of Future Project Division and of R&D Management Division. He developed various vehicle control technologies and made a lot of effort to diffuse them to the market, especially active safety systems, such as, ABS, TCS, VSC (ESC), ECB (brake-by-wire system), VDIM (Vehicle Dynamics Integrated Management) , PCS (Pre-Crash Safety system) in Toyota until 2003. Since 2004 he was engaged in integrated system developments of driver assistance, integrated safety, energy management, ITS, etc. Since 2008 he was engaged in overall planning for cutting edge and advanced technologies in R&D Management Division. Recently, he is also a Project Manager of JST (Japan Science and Technology Agency) S-innovation Project "Autonomous Driving System to Enhance Safe and Secured Traffic Society for Elderly Drivers".

He will talk about systematic approach concept of chassis integrated control, active safety, driver assistance systems, autonomous driving, etc.

ABSTRACT: Most of conventional driver assistance systems have been developed to enhance the individual performance in the context of safety, comfort and traffic efficiency issues. However, in future, those driver assistance systems are required to be an integrated technology to further enhance total performances in all context including driving, traffic and mobility. To realize such system, a simple automatic driving system is not enough but a so-called “driving intelligence” system which cooperates with individual drivers should be developed with adaptation to each driving environment. Furthermore, connecting the vehicle with society and information, the intelligent vehicle can potentially realize efficient transportation systems without traffic congestion.
This lecture will introduce the “driving intelligence” technology behaving as an intelligent horse, and some of newly developed driving assistance system like the advanced ACC system to optimize total performance of traffic and driving ability.

 

 

Lars Nielsen was born in Sweden in 1955. He received his M.Sc. in engineering physics in 1979
and his Ph.D. degree in automatic control in 1985, both from Lund Institute of Technology. Since 1992 he is professor of Vehicular Systems holding the Sten Gustafsson chair at Linköping University. His main research interests are in automotive modeling, control, and diagnosis at department of Electrical Engineering. He will talk about "new and renewed developments in automotive control".

ABSTRACT: An exposé of some current trends is structured going from inside cylinder to infrastructure of society. There is renewed interest in interpretation of in-cylinder phenomena, and for engines the approach of mean value modeling is maturing so that established modeling blocks can be combined in many new configurations like e.g. multiple turbo systems. For the vehicle as a whole there has been a dramatic development in experimental possibilities, since there now exist cost effective vehicle dynamometers and sensors for vehicle dynamics behavior. This has increased activities in realistic driving cycles and in optimal maneuvers. A final aspect is the integration with transportation and smart houses, which leads to overall city planning.

 

 

Professor Gerdes' research centers on the application of dynamic modeling to problems in
nonlinear control, estimation and diagnostics. Specific areas of interest include the development of driver assistance systems for lane keeping and collision avoidance, modeling and control of novel combustion processes for Internal Combustion engines and diagnostics for automotive drive-by-wire systems. Prior to joining Stanford, Professor Gerdes was the project leader for vehicle dynamics at the Vehicle Systems Technology Center of Daimler-Benz Research and Technology North America. His work at Daimler focused on safety analysis and simulation-based design of heavy trucks for the Freightliner Corporation. He will talk about autonomous driving, intelligent vehicle control, racing car, etc.

 

 

Bryant Walker Smith is a fellow at the Center for Internet and Society at Stanford Law School and the Center for Automotive Research at Stanford (CARS) whose current research focuses on the law and policy of self-driving vehicles. Prior to joining Stanford, he clerked for the Honorable Evan J. Wallach at the United States Court of International Trade. Bryant is also a member of the New York Bar and a former transportation engineer who has worked on infrastructure issues in the United States and throughout Europe. He holds an LL.M. in international legal studies and a J.D. (cum laude) from New York University School of Law as well as a B.S. in civil engineering from the University of Wisconsin. He will talk about legal aspects of autonomous driving and related topics.

ABSTRACT: Human drivers and human designers each face decisions that can lead to unreasonable risk. By shifting many of these decisions from reactive drivers to proactive designers, automation expands the scope and increases the importance of both technical design standards and product liability principles. These two realms—the technical and the legal—confront many of the same issues, including reasonable risk, foreseeability, and the process-product distinction. In combination, however, they may not necessarily produce expected or even desirable outcomes. The realities of automotive litigation, for example, may lead to the polarization of ISO 26262’s ASILs based almost entirely on the severity element. And the lifecycle approach embodied by this functional safety standard may encourage new kinds of automotive liability claims. Resolving these conflicts may ultimately require a common answer to one of the fundamental questions facing developers and regulators of automated technologies: How safe is safe enough?