Standard Fleet’s Partner MisterGreen Shares their Expertise on the State of Self-Driving Vehicles and Regulations
Sections of the blog post below are translated and shared with permission from MisterGreen’s article linked here.
Redefining the ‘driver’
Since 2015 we have seen the rise of different Advanced Driver Assistance Systems (ADAS) where this undefined concept of the driver became more apparent. From the year 2021 onward, there has been a proposal to redefine automated driving systems in Article 1 of the Convention on Road Traffic. According to this proposed definition, an automated driving system is described as a vehicle system utilizing both hardware and software to consistently exercise dynamic control over a vehicle.
Dynamic control, in turn, is clarified as the execution of all real-time operational and tactical functions necessary for the vehicle's movement. This encompasses managing the vehicle's lateral and longitudinal motion, monitoring the road environment, responding to traffic events, and planning and signaling for various maneuvers. This proposed redefinition reflects a paradigm shift in acknowledging the evolving landscape of vehicle operation and the integration of advanced technologies into the driving experience.
The Buzz around UN Regulation No. 157 and No. 79
The spotlight of the recent GRVA meeting was on DCAS and UN Regulation No. 157 & 79, crucial pieces of legislation governing Advanced Driver Assistance Systems (ADAS). Picture your car with a helpful co-pilot—this regulation is the rulebook for Level 2 automation, as defined by the SAE's J3016 taxonomy.
The J3016 taxonomy from the Society of Automotive Engineers (SAE) is essentially a way to classify levels of driving automation in vehicles. It breaks down automation into different levels, from Level 0 (no automation) to Level 5 (full automation). Each level represents a different degree of automation and driver involvement. It's like a roadmap for understanding how much control a vehicle can take over from the driver. For example, at Level 2, your car might handle some tasks like steering and acceleration, but you still need to keep an eye on things. At Level 5, you could theoretically take a nap, and the car does everything.
UN Regulation No. 157 focuses on Automated Lane Keeping Systems where all ADAS are classified as Level 2 systems, where your car assists with tasks like steering and acceleration. There are however some ODD’s where ADAS is classified as Level 3 where the driver is not responsible. This for instance is Mercedes-Benz’s DrivePilot which fully complies with UN Regulation No. 157. The ODD in which it’s L3 is quite limited so in essence it is nothing more than a traffic jam assist. UN Regulation No. 79 focuses on the Automatically Commanded Steering Function. This is for ADAS which can also perform lane changes and highway exits for instance. Some argue it's a bit too restrictive for systems capable of much more than just navigating through traffic jams.
As ADAS got more advanced and equipped with more capabilities, think of [Tesla’s] Enhanced Autopilot and Full Self-Driving (FSD), the UN Regulation No. 159 and 79 became too restrictive and multiple laws and guidelines started to conflict with one another. This resulted in the downgrading of software that worked perfectly fine. Think of Enhanced Autopilot where the car and software could automatically merge on and off highways, could take corners a lot better than it does lately. This called for a new set of rules and regulations.
The Promise of DCAS
While the final draft of the DCAS legislation wasn't ready for submission during the recent GRVA meeting, there's hope that it could still hit the desks before the end of October. If accepted, this legislation might become active from 2024 onwards, paving the regulatory way for advanced autonomous capabilities.
The main benefit of DCAS is that it allows vehicles which are or can be equipped with software with capabilities belonging to Level 4 and Level 5 autonomy, but the driver is still responsible. In that scenario the technology can be set free and drive around and make mistakes, just like any new student driver would, and learn from its mistakes. With every human intervention the data from the car gets sent back and fed into a data training center and then the system can and will improve. The key to improving and developing this technology is data. The more the better, and guess which company has the data high ground in this?
Road Ahead: Potential Voting and Future Implications
The anticipation is high, as stakeholders hope for a swift submission and subsequent voting on the DCAS legislation. If all goes well, we could see this regulatory framework shaping the landscape of automated driving from 2024. However, there's also a chance of postponement, with the World Forum potentially making the decisive vote in the coming year. This means that the proposal will be voted on, accepted, ratified, and will go into effect from January 2025.
Conclusion from MisterGreen’s Kees Roelandschap
In a nutshell, these discussions and regulations are not just bureaucratic jargon. However slow it might seem, they are the compass guiding the integration of cutting-edge technology into our everyday commute, ensuring safety, efficiency, and a standardized global driving experience. For some and arguably most people, legislation goes painstakingly slow. But bear in mind that the UNECE legislation covers around 80 nations across the globe, so it will have a severe impact if this is not done correctly.
I do however acknowledge that making legislation for each different driver assistance system makes no sense and seriously impedes the development of self-driving technology. Besides that it is practically impossible in my opinion to make definitive legislation for technology that moves at an incredible pace. It’s a lot more beneficial to make general guidelines and let technology further develop and steer where necessary.
The coming into effect of DCAS will serve as a major catalyst for self-driving cars and technology in UNECE member states and puts an end, for now, to liability issues and promotes human agency and responsibility to achieve a common goal, as set forward in the 1958 agreement, making the roads safer for everybody and in doing so rising productivity output of all human beings normally stuck in traffic. I will continue to keep an eye on these developments—they are steering us into the future of transportation.
Read more about the developments within the UNECE and the GRVA and how they affect the future of self-driving cars and autonomous vehicle regulations in MisterGreen’s article here.
