Autonomous Vehicle Engineering - November 2021 - 13

ADAS
ADAS Over the Horizon
Continental's new ADAS boss shines a lidar on next steps in automated-driving technology.
by Lindsay Brooke
Increasing data processing power, sensor fusion,
the role of lidar, artificial intelligence and SAE's six levels
of driving automation are key factors shaping the future
direction of ADAS (advanced driver-assistance systems),
said Frank Petznick, the new head of Continental's
ADAS business unit. An electrical engineer and industry
veteran, Petznick is an expert in electronics and sensors
who started his career at Volkswagen and most recently
served on Hella's Electronics Executive Board. In an
interview with SAE Media at the 2022 IAA in Munich,
he detailed the dynamics of ADAS development and how
it aligns with that of vehicle autonomy.
" ADAS technology is evolving very quickly, "
Petznick asserted. Referencing the SAE J3016 standard,
he described how automakers are enhancing Level 2 (the
foundation of ADAS) to create their own unofficial " Level
2 Plus-Plus-Plus - or as some Asian markets call it, 'Level
2-99', " he said. Increasingly, OEMs there are " putting
various [SAE] Level 3 functions under the umbrella of
Level 2 ADAS because it has different implications for
the driver and for the automaker's liability for whatever
happens in the vehicle. Those OEMs are, in effect, 'test
driving' Level 3 functions while under the protection of
Level 2, " Petznick explained. This helps them gain experience
in their Level 4 autonomous tech developments.
Level 3 and lidar
Level 3, which depends on the human driver rapidly
and safely taking back control of the vehicle, is
a controversial topic among industry engineers.
Many say managing the vehicle-to-driver handoff in
complete safety is an exceedingly difficult challenge.
Petznick's personal view is Level 3 does not provide
much value-add to the drive experience.
" It gives you a bit more autonomy in certain situations, "
he emphasized. " But the driver is still required
to take over as soon as the warning comes. You have a
bit more time and safety around that warning but it's
still not autonomous driving. " He reckons that OEMs
will continue to push their Level 2 systems to include
some Level 3 functions then eventually jump to Level
4 in passenger vehicles. " But not full Level 4 at first -
maybe start with Level 4 parking and Level 4 highway
operation, then add Level 4 for urban driving, " he said.
ADAS and AV are two different paths, he said.
" We at Conti want to be part of both, because of what
we can learn even in a geofenced area, and the data
we can collect and bring into the pass-car industry. "
And lidar also will play a role in both ADAS and
AV, Petznick said. It will be part of AVs and high-performance
lidar " could be a plus in automated systems
in certain markets " such as in Germany, with its highspeed
autobahns.
Continental is integrating the high-resolution,
long-range lidar of tech partner AEye into its full-sensor-stack
solution. The aim is to offer OEMs a full-stack
automotive-grade system for enhanced Level 2 up to
Level 4 ADAS and AV applications. " Our customers
can tailor the sensor's field of view and resolution for
different use cases with software, " Petznick said.
Scaled down, more cost-efficient lidars engineered
for dedicated use cases such as trucking, where extended
braking distances rather than high velocities are a focus,
are in big demand. As a leader in automotive radar, Conti
VP Frank Petznick:
" In many cases the OEMs
do not want to have a
standardized solution.
ADAS performance and
functionality is a USP. "
AUTONOMOUS VEHICLE ENGINEERING
November 2021 13
Continental
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