i3 - May/June 2017 - 20

needs to be very cognizant of the
user's tolerance for sounds, haptics,
lights and voice communication.
Too much and it will become
annoying very quickly. Too little
and the user could miss something
important. It's really about communicating in the right way at the
right time. We are planning on the
car learning, over time, how best to
interact with its passengers."
Lewis adds, "Something else to
consider is vehicle to pedestrian
and other driver communication.
Drivers do quite a bit of nonverbal communication to pedestrians and other drivers. It is how we
give the right of way at four-way
stops, or gesture to a pedestrian it's
OK to cross." Driverless cars will
communicate in the same way, he
says. "I love the idea of UX designers and researchers from different
manufacturers collaborating on a
simple and consistent new physical language which works across
all our brands."
Self-driving cars also will have
to accommodate various driving
styles. Lewis says, "Traditionally,
in HRI (human-robot interaction), there's this methodology
called Sense-Plan-Act. It's about
gathering information, planning
what to do and acting accordingly." Toyota Research Institute
has gone a step further devising
"Sense-Plan-Act-Learn, where we
add a learn stage at the end to find
out if the outcome was optimal.
With received feedback from the
user, the system adjusts to make
things better."
"If I get into a fully self-driving
car and go on a ski trip, I want the
vehicle to give me information
about the slopes and stop at
Starbucks without me asking,
because [the car] knows that was
my behavior when I used to drive,"
Papadopol says. "Right now, we
still study the operator, the driver,
because we want to teach the car
- but we also want to get the data
to provide the best experience
when full autonomy is achieved."
He continues, "Personalization
is key. With autonomous driving
20

MAY/JUNE 2017

The personalized
experience will
be far greater in a
self-driving car
than it is today.

"Right now,
we still
study the
operator,
the driver,
because
we want to
teach the
car - but we
also want to
get the data
to provide
the best
experience
when full
autonomy
is achieved,"
Papadopol
says.

possibly becoming mandatory in the near future, car makers will
need to rethink the way they prioritize what goes into a car -
software and hardware." Papadopol adds, "This will be where the
brand differentiation will happen for the car makers. The personalized experience will be far greater in a self-driving car than
it is today." She predicts, beyond 2050, windshields will function
as displays tailored to that experience, such as being used for
videoconferencing or other productivity-oriented tasks.
Nevertheless, data security is a challenge, Papadopol says.
Elektrobit has partnered with Argus Cyber Security, the world's
largest independent automotive cybersecurity company, headquartered in Tel Aviv, Israel. The alliance, announced at CES
2017, marries the Argus automotive intrusion detection and
prevention technology to Elektrobit's software and tools for
developing secure automotive ECUs (electronic control units).
Its aim is to boost cybersecurity features in highly connected,
autonomous vehicles.
I T I S I N N O VAT I O N

http://argus-sec.com http://www.elektrobit.com

i3 - May/June 2017

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