49

Abstract High-performance driver assistance systems are already helping drivers reach their destinations more safely and comfortably. In the future, these systems will be able to analyze ever more complex traffic situations and act either independently or by supporting the driver. With each innovation, we move a step closer to the goal of accident-free and fully-automated driving. Future systems will evolve from “driver assistance” to fully automated driving, completely piloting a vehicle through highways and urban environments. With an increasing level of automation, automated functions will reduce the driver’s burden more and more, thereby creating space for productivity, communication or entertainment while driving. Bosch is developing technologies for an intelligent forward thinking vehicle—making the vision of injury and accident-free driving a reality. Automated driving will synchronize traffic flow, reducing travel times and fuel consumption. It reduces the driver’s burden by taking over dedicated driving tasks—in line with each individual’s needs—allowing all age ranges to be mobile and safe. Automated driving will allow the vehicle to become a part of the driver’s inter-connected home and work life, making time spent on the road more productive and eventful. Bosch is developing holistic mobility concepts and services, paving the way for personalized environmentally friendly travel.

Keywords  Automated  driving  •  Driver  assistance  •  Autonomous  driving  • Radar  •  Video  •  Bosch

Bosch’s Vision and Roadmap Toward Fully Autonomous Driving

Jan Becker, Maria-Belen Aranda Colas, Stefan Nordbruch and Michael Fausten

G. Meyer and S. Beiker (eds.), Road Vehicle Automation, Lecture Notes in Mobility, DOI: 10.1007/978-3-319-05990-7_5, © Springer International Publishing Switzerland 2014

J. Becker (*) Robert Bosch LLC, 4005 Miranda Ave, Suite 200, Palo Alto, CA 94304, USAe-mail: jan.becker@us.bosch.com

M.-B. A. Colas · S. Nordbruch · M. Fausten Robert Bosch GmbH, Robert-Bosch-Allee 1, 74232 Abstatt, Germanye-mail: mariabelen.arandacolas@de.bosch.com

S. Nordbruch e-mail: stefan.nordbruch@de.bosch.com

M. Fausten e-mail: michael.fausten@de.bosch.com

50 J. Becker et al.

1 Introduction

Capable driver assistance systems are already helping drivers to reach their des-tination more safely and comfortably. In the future, these systems will be able to recognize ever more complex traffic situations and to help drivers even more—or act independently. Bosch is developing a variety of pioneering driver assistance systems, and each innovation is bringing accident-free, automated driving a step closer. Reaching this goal will change the very nature of mobility itself. There will be fewer traffic jams, lower emissions, and fewer accidents. Instead of steering the vehicle ourselves, we will be able to relax and flip through a newspaper, prepare for a meeting, or read our emails. The dream of the driverless car is soon set to become a reality—the technical basis for it is very much in place.

1.1 Distinction Between Driver Assistance and Automated Driving

Automated driving is distinguished from driver assistance primarily through the role of the driver, and more specifically, through the involvement of the driver. Driver  assistance  systems  including  partially  automated  systems  require  the driver to constantly monitor the environment and to be instantaneously available to take back control from the vehicle. Automated driving systems will allow the driver to be completely out of the loop. If the driver is out of the loop, a signifi-cant amount of time may be required to return vehicle control  to the driver. This challenge leads to relevant implications on the design of the automated driving system:  the automated system has  to make decisions  in all situations and cannot rely on the driver to take back responsibility instantly. The shift from minimizing false interventions (i.e. false positives) to optimizing overall system performance, redundancy and reliability, constitutes a paradigm change for vehicle systems development.

1.2 The History of Automated Driving

The idea of self-driving cars is almost as old as the car itself. GM’s vision for the future  of  transportation  at  the  1939 World’s  Fair  in New York  already  included driverless cars. The idea remained popular in research, media, fiction and adver-tisement. Arguably, the first real automated vehicle was built in 1977 by Tsukuba Mechanical Engineering Lab in Japan, which was able to track white street mark-ers  and  maintain  velocity  to  achieve  speeds  up  to  30  kph.  In  the  1980s,  Prof. Dickmanns’s  group  at  the UniBW Munich developed one  of  the first  automated vehicles travelling at highway speeds by controlling steering wheel, throttle,

51Bosch’s Vision and Roadmap Toward Fully Autonomous Driving

and brakes through computer commands based on real-time evaluation of image sequences.  The  Eureka  PROMETHEUS  Project  (PROgraMme  for  a  European Traffic of Highest Efficiency and Unprecedented Safety, 1987–1995) was the larg-est R&D project so far in the field of driverless cars and several cars demonstrated automated  driving  during  the  final  presentation  in  October  1994  on Autoroute 1  near  the  Charles-de-Gaulle  airport  in  Paris.  Since  1984,  Carnegie  Mellon University’s  Navlab  program  developed  a  total  of  eleven  automated  research vehicles, with a highlight of the program being the “No Hands Across America” drive  in  1995,  in  which  two  researchers  drove  3,000 miles  across  the  US  with the vehicle steering  itself 98 % of  the  time. In 1991,  the United States Congress passed the ISTEA Transportation Authorization bill, which instructed USDOT to “demonstrate  an  automated vehicle  and highway  system by 1997.” The  research culminated  in a final demonstration  in 1997 on I-15  in San Diego, California,  in which about 20 automated vehicles, including cars, buses, and trucks, were dem-onstrated to thousands of onlookers, attracting extensive media coverage. In the 2000s, DARPA organized a total of 3 challenges for autonomous and completely driverless  vehicles. While  no  vehicles  finished  the  first  race  in  2004,  Stanford University’s Stanley won the 2005 DARPA Grand Challenge, which lasted 212 km across  the Nevada  desert.  The  2007 DARPA Urban  Challenge moved  the  com-petition into an urban environment with intersections and other moving vehicles, and was won by Carnegie Mellon University’s autonomous vehicle. The series of challenges was able to show that advances in enabling technologies such as com-puting, sensing, networking and connectivity finally enabled automated street vehicles. This marked a milestone at which the focus moved from academic research to industrial research. Bosch, as the leading automotive supplier, is at the spearhead of this development.

1.3 Forecasts

Recently a number of technology and market forecast have dealt with the topic of automated driving. KPMG [6] expects reduction of crashes, reduced need for new road infrastructure, productivity improvement and improved energy efficiency, new business models as well as vehicle ownership models. IEEE members have selected autonomous vehicles as the most promising form of intelligent transportation, antici-pating that they will account for up to 75 % of cars on the road by the year 2040 [3]. ABI Research [1] predicts that fully autonomous, self-driving, robotic vehicles will start appearing between 10 and 15 years from now and that 10 million such new cars would be rolling out on to United States’ public highways every year by 2032. Wired Magazine forecasts that driver’s licenses will not be required anymore after 2040 [7]. PricewaterhouseCoopers forecasts a reduction of traffic accidents by a factor of 10, a reduction of wasted time/fuel in congestion also by a factor of 10, and it concludes that the fleet of vehicles in the US would collapse from 245 to 2.4 million with the complete introduction of autonomous vehicles [4].

52 J. Becker et al.

2 Bosch’s Vision for Automated Driving

Bosch has been active in the research programs for automated driving since the 1990s and has participated with Stanford University’s  team  in  the 2007 DARPA Urban Challenge.  Since  2011, Bosch  is  developing  technologies  specifically  for fully automated vehicles, and has since then showcased the technology at the 2013 IAA (Frankfurt Motor Show), the 2013 Transportation Research Board Workshop on Road Vehicle Automation at Stanford University, and in a video [8].

Bosch’s vision is an intelligent forward thinking vehicle—making the vision of injury and accident-free driving reality. Automated driving of the future will synchro-nize traffic flow to reduce travel times and fuel consumption. It diminishes the load on the driver by taking over dedicated driving tasks—in line with each individual’s needs—allowing all age ranges to be mobile and safe. Automated driving allows the vehicle to become a part of the driver’s interconnected home and work life, making time spent on the road more productive and eventful. Bosch is set to develop holistic mobility concepts and services, paving the way for personalized environmentally friendly travel.

3 Motivation

Automated Driving is a key enabling technology for increased efficiency, comfort and safety. More than 90 % of all accidents are at least partly caused by human error. The Texas Transportation  Institute estimates  that  in 2011, congestion  in 498 metropolitan areas caused urban Americans to travel 5.5 billion hours more and to purchase an extra 2.9 billion gallons of fuel for a total congestion cost of $121 billion [5].

Increased vehicle automation still leaves plenty of room for driving pleasure. Figure 1 shows situations where automation can assist overwhelmed or under-stimulated drivers through accident avoidance or assistance functions. In situations

Fig. 1 Focus of vehicle automation during different driving tasks

53Bosch’s Vision and Roadmap Toward Fully Autonomous Driving

where the driver enjoys active driving, systems may offer information to the driver. In situations where the driver would much rather sit back and be productive, com-municate or relax and consume media, vehicle automation can relieve the driver of tedious driving tasks and take over control.

4 Roadmap for Automated Driving

4.1 From Driver Assistance to Automated Driving

The introduction of automated driving will happen in several steps (Fig. 2). Adaptive Cruise Control (ACC) has been on the market for over a decade. Advanced  assistance  functions  such  as  Predictive  Emergency  Braking  Systems, Lane Departure Warning and Lane Keeping Support  (LKS) help  to prevent acci-dents or reduce their consequences. However,  these well-used assistance systems require permanent driver supervision. The architecture of today’s vehicle relies on the driver as a backup in case of system failure.

4.2 Partially Automated Driving

As a next step in driver assistance, Adaptive Cruise Control and Lane Keeping Support will be combined into Integrated Cruise Assist providing longitudinal and lateral guidance within one assistance system, see Fig. 3. This system will be based

Fig. 2 Bosch’s roadmap for automated driving

54 J. Becker et al.

on a radar sensor for longitudinal guidance and a monocular video camera for lateral guidance. Automated lane changes with driver confirmation will  require additional mid-range radar sensors for surround sensing. Speed may be adapted based on vis-ual road sign recognition. Partially Automated Systems will still require permanent supervision by the driver and the availability of the driver as a backup.

4.3 Highly and Fully Automated Driving

The step from partially automated to highly automated driving will be significant. The driver will be enabled to focus on other tasks while driving, and will be able to communicate, watch a movie or spend the time in the vehicle productively. We envision the introduction of these systems initially on highways. The Highway Pilot  (Fig.  4)  will  start  on  the  highway  upon  driver  request  and  system  confir-mation. The vehicle will center itself within the lane and will maintain complete awareness of the environment through a number of sensors for environmental per-ception. The vehicle will control its trajectory via automated steering interventions as well as automated longitudinal control. The vehicle may automatically change lanes when appropriate. The technical challenges and key technologies for highly automated driving vehicles are highlighted in the following section.

Fully automated vehicles will be able to assume the complete driving task including all the speed ranges and under all environmental conditions manageable by a human driver. This level of automation is currently seen more than 10 years in the future due to the significantly higher scene complexity to be encountered.

Fig. 3 Integrated cruise assist combining longitudinal and lateral assistance for partially auto-mated driving

55Bosch’s Vision and Roadmap Toward Fully Autonomous Driving

In the meantime, Bosch is developing additional functions to assist the driver also in low-speed situations such as parking and maneuvering. With Park Distance Control  and Park Steering Control  already being on  the market, higher  levels of parking automation will be introduced step by step. The highest level of parking automation will be automated valet parking.

5 Key Technologies for Automated Driving

Many  key  technologies  for  automated  driving  still  require  substantial  research and development (Fig. 5). Without using the human driver as a fallback system, an automated vehicle has to decide on the best course of action in all situations encountered within the defined range of the function with highest reliability. Monitoring the driver and communicating vehicle intention will push HMI beyond the state of the art for existing driver assistance systems.Surround  sensing  will  require  a  combination  of  multiple  sensors  including 

radar  and  video  sensors  to  generate  a  reliable  and  comprehensive  360°  environ-ment model of the vehicle environment. This will be supplemented by information from other vehicles (V2V communication), infrastructure (V2I communication) or a back-end server depending on availability. In addition the vehicle will get up-to-date map information from an online server.Perception,  also  called  sensor  data  fusion,  is  comprised  of  the  processing  of 

data from all sensors to a common sensor-independent description of the vehicle environment. Bosch is developing a probabilistic grid representation, where the vehicle environment is modeled as a grid of cells. Sensor measurements estimate

Fig. 4 Highway pilot

56 J. Becker et al.

the probability that each cell is unknown, blocked or traversable. This “occupancy grid” technology was developed for indoor robots, and Bosch has extended this technology to automotive applications by incorporating object velocity measure-ments and additional contextual information.

Localization is defined as estimating the position and orientation of the ego-vehicle  for  positioning  in  the  lane  and  on  the  roadway.  Localization  require-ments for automated driving depend on  the respective use case: highway driving requires accurate lateral localization within the lane, while accuracy requirements are  relieved  longitudinally  due  to  larger  curve  radii  on  highways. Requirements in urban environments  are  equally high  laterally  and  longitudinally due  to  small curve radii encountered. Global Navigation Satellite Systems (GPS, etc.) are used for absolute positioning on the earth with an accuracy of several meters, and are therefore not yet accurate enough to determine the lane in which the vehicle is positioned. Improvement to centimeter-level precision is achieved by correlation of sensor data with prerecorded maps. These maps may be stored on an online server and transmitted to the vehicle.

An automated driving vehicle needs to handle all situations within its func-tional  scope. Driver  assistance  systems  are  typically designed  and optimized  for certain scenarios and often use rules to makes decision based on the detected scenarios. Automated vehicles must make reliable decisions in all scenarios and Bosch therefore use continuous decision making to cover the complete continuous spectrum of possible situations in road traffic.Automated vehicles require combined lateral and longitudinal motion control to 

also ensure the desired position over time. Unlike the current generation of driver assistance systems, our control algorithms use coupled lateral and longitudinal control for improved performance.Another major change in automated driving systems will be in the ECU architec-

ture. The E/E-architecture of automated vehicles will change from a fail-safe archi-tecture as seen in current driver assistance systems (with the driver being available as a redundant backup), to a fail-operational architecture, which must maintain basic functionality in a failure situation and even without a driver  in the loop. ECUs for automated driving will  require significantly  increased computational  resources and connectivity while fulfilling highest automotive safety requirements.

Actuation systems for automated driving will be highly reliable, which may be achieved through redundancy. Bosch is in the unique position to have to alternative brake actuation systems with ESP and iBooster, which can be combined into one fail-operational system for automated driving.

The interaction of the human driver with the automated system will be most relevant when it comes to the “handover” between manual driving and automated driving. The vehicle must monitor the driver’s position to take back control from the vehicle and must also ensure that the driver has taken back control. In case the driver fails to respond to a takeover request, the vehicle must be capable of bring-ing itself into a safe state. The execution of the safe state transition depends on the specific driving situation and may include changing to the emergency lane to come to a controlled stop or may result into a gradual slow down on the existing lane.

57Bosch’s Vision and Roadmap Toward Fully Autonomous Driving

6 Test and Application

Bosch is testing automated driving on roads in Germany and in the USA [2, 8], see Figs 6 and 7. The goal is to use everyday driving situations to put the cars to the test and to improve them. In order to ensure safety during the development pro-cess, Bosch’s safety concept was reviewed and confirmed by the German certifica-tion organization TÜV Süd.In  total, over 5,000 engineers work at Bosch  to develop safety and assistance 

systems which form the foundation for automated driving. A project team dedi-cated exclusively to automated driving is now working to safely integrate these future functions with a car’s sensors, control units, and actuators to form a unified system. They are working toward this goal in two places: in Palo Alto, California, engineers are driving the development of functions, while systems integration is being done in Abstatt, near Stuttgart in Germany.

7 Conclusions

Bosch  is  convinced  that Automated Driving  is becoming a  reality  and will  offer benefits for safe, relaxed and economical driving. We expect a stepwise intro-duction of automated driving starting with increased levels of automation on the highway. The first highly automated driving function will be a Highway Pilot. The trend  towards Automated Driving  is  generating new  technical  challenges  for  the sensors,  algorithms,  actuators  as well  as  the  E/E-architecture  of  future  vehicles. Bosch is developing automated highway driving functions in dedicated project

Fig. 5 Key technologies for automated driving

58 J. Becker et al.

Fig. 6 Bosch test vehicle brings highly automated driving to the Autobahn

Fig. 7 A Bosch engineer supervising an automated vehicle test drive. The safety concept worked up for the test campaign was tested and approved by TÜV Süd. [2]

59Bosch’s Vision and Roadmap Toward Fully Autonomous Driving

teams  in Abstatt,  Germany  and  Palo Alto,  USA.  These  teams  are  continuously testing automated vehicles on the German Autobahn as well as on highways in California and Michigan.

References

1. ABIresearch,  Autonomous  Vehicles,  Q3/2013.  https://www.abiresearch.com/research/product/1016486-autonomous-vehicles/

2. Bosch Media Service (2013) Automated driving Bosch carries out tests on German roads, May 2013. http://www.bosch-presse.de/presseforum/details.htm?txtID=6235&locale=en

3. IEEE News Release, 9/2/2012. http://www.ieee.org/about/news/2012/5september_2_2012.html

4. PricewaterhouseCoopers  LLP  (2013) Analyst Note, Autofacts,  Look Mom, No Hands!,  Feb 2013.  http://emarketing.pwc.com/reaction/images/AutofactsAnalystNoteUS%28Feb2013%29FINAL.pdf

5. Schrank  D,  Eisele  B,  Lomax  T  (2012)  Annual  urban  mobility  report,  Texas  A&M Transportation Institute. http://mobility.tamu.edu/ums/

6. Silberg  G  et  al  (2013)  Self-driving  cars:  the  next  revolution,  16  Jan  2013. http://www.kpmg.com/US/en/IssuesAndInsights/ArticlesPublications/Documents/self-driving-cars-next-revolution.pdf

7. Wired Magazine  (2012)  Let  the  robot  drive:  the  autonomous  car  of  the  future  is  here,  Feb 2012. http://www.wired.com/magazine/2012/01/ff_autonomouscars/

8. Youtube  (2013)  Bosch  automated  driving,  Published  on  22  Jan  2013.  http://www.youtube.com/watch?v=0D0ZN2tPihQ

https://www.abiresearch.com/research/product/1016486-autonomous-vehicles/https://www.abiresearch.com/research/product/1016486-autonomous-vehicles/http://www.bosch-presse.de/presseforum/details.htm?txtID=6235&locale=enhttp://www.ieee.org/about/news/2012/5september_2_2012.htmlhttp://www.ieee.org/about/news/2012/5september_2_2012.htmlhttp://emarketing.pwc.com/reaction/images/AutofactsAnalystNoteUS%28Feb2013%29FINAL.pdfhttp://emarketing.pwc.com/reaction/images/AutofactsAnalystNoteUS%28Feb2013%29FINAL.pdfhttp://mobility.tamu.edu/ums/http://www.kpmg.com/US/en/IssuesAndInsights/ArticlesPublications/Documents/self-driving-cars-next-revolution.pdfhttp://www.kpmg.com/US/en/IssuesAndInsights/ArticlesPublications/Documents/self-driving-cars-next-revolution.pdfhttp://www.wired.com/magazine/2012/01/ff_autonomouscars/http://www.youtube.com/watch?v=0D0ZN2tPihQhttp://www.youtube.com/watch?v=0D0ZN2tPihQ

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Bosch’s Vision and Roadmap Toward Fully Autonomous Driving Abstract 1 Introduction1.1 Distinction Between Driver Assistance and Automated Driving1.2 The History of Automated Driving1.3 Forecasts

2 Bosch’s Vision for Automated Driving3 Motivation4 Roadmap for Automated Driving4.1 From Driver Assistance to Automated Driving4.2 Partially Automated Driving4.3 Highly and Fully Automated Driving

5 Key Technologies for Automated Driving6 Test and Application7 ConclusionsReferences