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Issue link: https://adp.epubxp.com/i/517278
q Though pedestrian recognition is part of Automatic Emergency Braking, autonomous driving in urban settings is extremely complex. The addition of vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) communications will reduce the onboard computing load and provide more and better data, but that will take lots of time and money to implement. lot of time, but what do you do with that time?" Today there are vehicles that pre-condition themselves for an accident by using the restraints to pull passengers into position, and pre- load the brakes to reduce the stopping distance. However, by looking farther out, it may be possible to line the vehicle up so the forces are fed into the structure along the most efcient path. "There are some very interesting opportunities to buy yourself some more time, and put the vehicle in the best possible state for a crash," says Loh, "but they are far from ready to be put into production." Of course, it's not always necessary for the long-range sensor to be onboard as vehicle-to-vehicle (V2V) and vehicle- to-infrastructure (V2I) systems possess capabilities other sensors can't. "They have the ability to let your vehicle see around objects or around buildings," says Loh, "and there is very vital informa- tion that will come from these of-car sensors." However, it will take time for V2V systems to reach critical mass, and the cost of V2I sensors and integration is quite high. So while Loh believes "they are part of the solution," it is debatable as to when they will have a meaningful impact on autonomous safety. Lurking in the corner, however, is a topic that, until recently, had little support within the OEMs: cyber security. "There are a lot of diferent security modes, especially when you have communications protocols like V2V and V2I that are in the cloud," says Loh. "At a minimum," he states, "you have to be sure that you can authenticate and trust the data you're getting, as well as make certain that no one is able to access the vehicle's CAN bus or anything else through the onboard sensors." Related to this threat is what happens should components fail. "The frst goal," according to Loh, As with any safety system, autonomous driving is built from building blocks laid down over decades, but the advent of greater computing power, more robust software, and the introduction of intermediary technologies have created safety modules with greater bandwidth. AD&P; > June 2015 > FEATURE > Safety & Autonomy > Christopher A. Sawyer 26