Autonomous Vehicle Engineering - January 2021 - 5

Cover Story

2+
2
Function - End User Benefit

Feet-free driving
Adaptive Cruise Control

Feet-free driving, Hands-on
Adaptive Cruise Control
Lane Keeping
Automatic Emergency
Traffic Jam Assist
Braking

Level of Autonomy

Fall Operation

3/4

< $1,000

$1,000 - $6,000

> $10,000

Cost ($)

1

Feet-free, Hands-free driving
Traffic Jam Support
Highway Driving Support
Artificial Intelligence
Automated Lane Change

ZF

OEMs and suppliers are increasingly focused on the high 'bang-for-buck' ratio offered
by enhanced L2 systems, compared with L3.

sensor suite and related actuators, along with fusing
huge amounts of data from multiple sensors. There are
also limitations related to the HMI (human-machine
interface) with L3, he argues, as the driver must come
back into the control loop in a very short timeframe.
And the regulatory framework for fully autonomous
vehicles remains unsettled in most major markets.
" It takes a very different system to accurately
check if the driver is able to take back control. The
vehicle must make the right decisions very quickly, "
noted Marc Bolitho, head of engineering for ZF's
Electronics and ADAS division. " You start to get into
the full hardware set you'd need for a Level 4 system.
It's one of the prohibitors right now for moving in that
direction in the pass[enger]-car market. "
The industry's interest in broadening the L2 space
- at the risk of blurring some definitions - came as no
surprise to the industry experts who mapped out SAE's
six-level AD taxonomy. They created J3016 (see chart)
as a " living " document to be updated and modified to
keep pace with technology and regulations.

Adding functionality

Experts interviewed for this article said three factors
forced the industry to alter course on its journey
toward SAE Level 4 full self-driving systems, further

AUTONOMOUS VEHICLE ENGINEERING	

encouraging the rise of Level 2+ " semi-automated "
technologies and more pragmatic expectations. One
factor was the COVID pandemic and the resulting
" touchless economy " that curtailed, at least temporarily, the growing enthusiasm for robotaxis and ride
sharing. Automated solutions to deliver food became
the immediate focus.
The other two factors are the considerable
economic constraint across the industry, combined
with the strong regulatory push for electrification,
particularly in Europe and China. That dynamic,
Marnat noted, " has changed priorities on what developments the OEMs are focusing on first. Electrification
is a necessity and a key to survival. "
For ZF, that means heightened activity on both
Level 2 and Level 2+ systems. " This is where we
see mainstream demand for a long, long timeframe
ahead, " said Marnat, who keynoted SAE's " ADAS to
Automated Driving Digital Summit " event last month.
" We support Level 3 and Level 4 as well, with longrange radar and lidars on the computing platform. But
we believe the market is going to be focused on particularly Level 2-Plus for a long time, " he said. " There
will be a few solutions for Level 3 and beyond, but we
believe this will be a marginal portion of the market. "
The company's engineers are developing new

January 2021 5



Autonomous Vehicle Engineering - January 2021

Table of Contents for the Digital Edition of Autonomous Vehicle Engineering - January 2021

Autonomous Vehicle Engineering - January 2021
Editorial
The Navigator
Level 2+: Taking High-Value ADAS Mainstream
10 Best Practices for ADAS and AV Testing
Revolutionizing the Traffic Light
Vehicle Safety Communications Landscape Clarifies with Controversial FCC Ruling
Velodyne Preps for Volume Lidar
Protecting AV Control Circuits
New Tools & Technologies
Autonomous Vehicle Engineering - January 2021 - Intro
Autonomous Vehicle Engineering - January 2021 - Autonomous Vehicle Engineering - January 2021
Autonomous Vehicle Engineering - January 2021 - Cover2
Autonomous Vehicle Engineering - January 2021 - 1
Autonomous Vehicle Engineering - January 2021 - Editorial
Autonomous Vehicle Engineering - January 2021 - The Navigator
Autonomous Vehicle Engineering - January 2021 - Level 2+: Taking High-Value ADAS Mainstream
Autonomous Vehicle Engineering - January 2021 - 5
Autonomous Vehicle Engineering - January 2021 - 6
Autonomous Vehicle Engineering - January 2021 - 7
Autonomous Vehicle Engineering - January 2021 - 10 Best Practices for ADAS and AV Testing
Autonomous Vehicle Engineering - January 2021 - 9
Autonomous Vehicle Engineering - January 2021 - 10
Autonomous Vehicle Engineering - January 2021 - 11
Autonomous Vehicle Engineering - January 2021 - 12
Autonomous Vehicle Engineering - January 2021 - 13
Autonomous Vehicle Engineering - January 2021 - Revolutionizing the Traffic Light
Autonomous Vehicle Engineering - January 2021 - 15
Autonomous Vehicle Engineering - January 2021 - 16
Autonomous Vehicle Engineering - January 2021 - 17
Autonomous Vehicle Engineering - January 2021 - Vehicle Safety Communications Landscape Clarifies with Controversial FCC Ruling
Autonomous Vehicle Engineering - January 2021 - 19
Autonomous Vehicle Engineering - January 2021 - 20
Autonomous Vehicle Engineering - January 2021 - Velodyne Preps for Volume Lidar
Autonomous Vehicle Engineering - January 2021 - 22
Autonomous Vehicle Engineering - January 2021 - Protecting AV Control Circuits
Autonomous Vehicle Engineering - January 2021 - 24
Autonomous Vehicle Engineering - January 2021 - 25
Autonomous Vehicle Engineering - January 2021 - 26
Autonomous Vehicle Engineering - January 2021 - New Tools & Technologies
Autonomous Vehicle Engineering - January 2021 - 28
Autonomous Vehicle Engineering - January 2021 - Cover3
Autonomous Vehicle Engineering - January 2021 - Cover4
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