Nowadays, the quality of a car is no longer based on the performance of the engine and gearbox. With the advent of the automotive intelligent era, the driver assistance system has become one of the factors that people will consider when buying a car. However, as early as a few years ago, many companies had released the slogan to use 2018-2020 as the time node for the first year of automatic driving technology. Now that 2018 has arrived, the popularity of autonomous driving technology still seems to be long-lasting. What kind of problems are plaguing this application of huge help technology for human travel? Today we will reveal the answer to you through the development of Nissan's ADAS.
- What is the current state of autonomous driving technology?
Every manufacturer now has autonomous driving, and every exhibition has auto-driving content, but how far is this technology from us? To understand the progress of autonomous driving technology, we must first distinguish the classification of autonomous driving. Currently, the automotive industry generally uses the classification of self-driving cars by the SAE American Society of Automotive Engineers.
Nowadays, the "auto-driving technology" that is heavily equipped on the production car is basically at the Level 2 level of the above chart, which means that it is still in a stage that has certain dependence on human drivers. Therefore, regardless of the name of the technology used by each manufacturer, it is not completely called autopilot technology, and more should be classified as ADAS advanced driver assistance.
In the L2 class, the AMC active cruise function is generally implemented by means of a millimeter wave radar or a camera, and the lane keeping function adjusts the steering wheel to provide driving support for the steering wheel and acceleration and deceleration. Achieve the automatic driving ability of the L2 level.
At the L3 level, although the vehicle can complete all driving tasks, the driver must still be at the stage of focusing on the road so that he can take over the driving rights of the vehicle whenever necessary. However, in actual driving, sometimes after we open the ACC active cruise function, it will cause a small gap or even a sleepy situation because it is too boring to drive. It is difficult to concentrate on the road completely, not to mention the L3 level. Give all the control of the vehicle to the computer and keep the attention to the surrounding environment.
Therefore, in the development of many companies' autonomous driving technology, they all choose to skip L3 from the L2 level and directly develop the automatic driving technology to reach the L4 level, thus avoiding the relatively embarrassing stage of L3. This indirectly leads to the surface phenomenon that people see: the automatic driving technology in the mass production stage seems to have stagnated in recent years, and it is still the function of the ADAS advanced driver assistance system, which cannot make the human driver truly release himself.
- What is the current development trend of each family?
Not long ago, a consulting company called Navigant Research announced a ranking for autonomous driving technology. In the rankings, the Renault Nissan Alliance’s autonomous driving technology is currently ranked eighth, which is relative to most cars. For the manufacturers, it is still relatively high. It shows that in the consulting company, the Renault Nissan Alliance’s development in autonomous driving is more positive both in terms of technology maturity and landing time.
So what is the current development of the ADAS technology of the Renault-Nissan Alliance? What about the performance of mass production products? Taking the AEB active emergency braking system, an important component of the ADAS system, as an example, readers who have paid attention to the active emergency braking series test of the car home may know that we sold two models of Nissan in the domestic market some time ago. The products Sylphy and Jinke have been tested. The ADAS system of these two models uses only a monocular camera as a sensor to collect information on the road and the surrounding environment, called i-SAFETY, so there is nothing amazing in the actual test performance. At the same time, although the camera can recognize the dummy model, the recognition rate of the inflatable model is not high.
Why does Nissan's i-SAFETY system have a lower recognition rate for the inflatable model? Occasionally, I had a conversation with Mr. Sakamoto Hideo, executive vice president of research and development at Nissan Motors, and learned some of the judgment logic of Nissan on the ADAS system. It also saw the difference between traditional automakers and emerging automakers.
2 Nissan ADAS system calibration logic
Nissan's logic for calibration of the ADAS system
Every automaker has some differences in some technical calibrations, and this difference can also make users feel very obvious. Just like in the AEB test of the car home, we generally believe that European manufacturers are more inclined to reduce the speed of the car, let the driver complete the final brake action, while Japanese manufacturers generally tend to completely stop before the obstacle, then Nissan is How is this aspect calibrated?
For traditional car manufacturers, decades of experience in the automotive field have allowed them to draw enough experience and lessons, so they become extra cautious in the advancement of new technologies. For example, the AEB emergency braking system, which usually automatically brakes in an emergency, to avoid collisions between the vehicle and the obstacles in front, but whether it relies on the camera's visual recognition system or the millimeter-wave radar's physical identification system, It is inevitable that there will be a certain probability of error. Is it difficult to stop in an emergency?
Nissan's judgment logic is mainly divided into three aspects, metal reflection, tire and tail contour recognition. First of all, there needs to be a reflection of a metal material. This is well understood. After all, the car on the road has a metal casing, so the millimeter wave radar can receive the reflection of the metal material. In the early development, the test vehicle used to take emergency braking due to the large plastic bag blown by the wind, and such a situation would be very dangerous if it occurred on the actual road, so there would be a metal reflective condition. Join.
Finally, it is the identification of the tail contour. Nissan manually enters the rear view into the system, so that the tail of the vehicle captured by the camera can be recognized by the computer as soon as possible, thereby improving the recognition rate of the vehicle and avoiding errors. In the road test of the ADAS system, there was a situation where the camera photographed the vehicle, but because the front vehicle height was too low and was mistakenly judged as non-vehicle, almost all the brand tail contour features that appeared on the road were recorded. Help the system identify the vehicle. Of course, this is a huge workload. It is reported that in the Chinese market, Nissan has hired a third-party company to complete this part of the work through outsourcing.
Pedestrian identification is relatively simple. As long as it conforms to the basic characteristics of human beings, the vehicle will perform emergency braking. After all, human life is the most important. It can also be seen from our AEB test on Nissan that even a relatively low-profile i-SAFETY system can have a high recognition of the dummy model.
We don't evaluate the quality of this logic. After all, different vendors have different strategies. In general, for AEB, Nissan's identification strategy is relatively conservative, and some manufacturers encounter obstacles directly. Compared with the stop strategy, they are more concerned with the integration of the entire traffic environment. The emergency braking for the vehicle is only activated when it is very sure, but on the contrary, as long as the obstacle features and people Basically, an emergency brake will be taken.
- Lane line identification
Whether it is the ACC active cruise system or the AEB active emergency brake, it is actually the vehicle sensor's identification of the pedestrians and obstacles in front, so that you can adjust your throttle and brakes, and will not change the direction of the vehicle. The lane keeping function requires the camera in front of the vehicle to monitor the two lane lines, and then realize the fine adjustment of the vehicle trajectory by the steering motor. Although the same camera is used, the functions are different and the indicators for monitoring are different.
At this year's CES show in Las Vegas, I had the opportunity to test drive the second generation of the wind-powered electric car that was just listed in the US. The ProPILOT system equipped with the L2 level has achieved the auto-driving capability of the L2 level. However, the sky is not beautiful, Nevada. The rare rains in the state make the visibility of the whole city extremely poor, and the lane line on the road itself is not so conspicuous, so that it is difficult for the human eye to distinguish the lane line, not to mention the camera.
Now it's just L2 level autopilot, so the driver will keep his attention on the driving environment, but when the autopilot level is raised, if the visibility is worse, the camera can't clearly identify the lane line, then the autopilot will be driven. How does the function continue to work? This is to introduce a name that we have not touched in the daily life of our car: high-precision maps.
3 How do I need to upgrade to complete autopilot?
- High precision map
High-precision maps, as the name implies, are maps with higher precision than traditional maps. The coordinate accuracy of ordinary navigation maps is about 10 meters, while the absolute precision of high-precision maps is generally less than 1 meter, and the relative accuracy of horizontal directions is often Still higher.
When a vehicle with a high-precision map is driving on a road, the system can clearly distinguish the lane in which it is located and its location. Therefore, even if the visibility is reduced and the camera cannot recognize the lane line, the tracking data can be completed by relying only on the data provided by the GPS positioning coordinates and the high-precision map.
However, in China, there is currently no map manufacturer that can provide high-precision map services. Although there is news that Gaode has completed high-precision map mapping for all highways in China, Baidu and other map suppliers are also working on it. We have carried out surveying and mapping of high-precision maps. However, for various reasons, we have not seen such publicity in the United States and Europe, for example, so we can't know the time when high-precision maps can be used in China.
Nissan has a L4 level automatic driving car like what?
Now that we have a high-precision map, let's take a look at Nissan's latest autopilot prototype. Since Tokyo, Japan has completed the mapping of high-precision maps, this Q50 equipped with high-precision maps will naturally start in Tokyo. Conduct a road test on the road.
Not only that, but because of the combination of many sensors, this prototype also has the ability to fine-tune on the basis of lane keeping. If the vehicle in the side lane is too wide, the body will be slightly closer to the other side of the lane, thus avoiding being too close to the vehicle in the adjacent lane. If it goes hand in hand with the vehicles in the adjacent lanes, it will also actively fine-tune and stagger a certain distance from the next-door vehicles.
The following is a video of the road test of this self-driving prototype in downtown Tokyo:
In general, the prototype with the L4 level has been tested in all aspects. It seems that Carlos Ghosn said at CES that "the conservatively estimated Renault Nissan Alliance autopilot will be available for sale within six years." If this is true, high-precision radar can be surveyed and put into commercial use, and the cost of various sensors has been significantly reduced after mass production. Nissan self-driving vehicles with L4 capability can be bought in the market in a few years. .
Of course, as a car manufacturer, we can also see the conservative side of Nissan, although there are plans to sell a ProPILOT model with a higher autopilot capability (for example, you can change lanes on the highway) this year, but Mr. Sakamoto According to the current laws and regulations, there is no clear definition of the responsible party for traffic accidents under such circumstances. Therefore, the official will only recognize that the vehicle sold has the L2 level, even if it has more functions based on the L2.
to sum up:
In the tube, the leopard can be seen. From the development of Nissan's autopilot system and the logic of calculation, we can see that the whole industry is actually moving forward in an orderly manner, although so far, it seems that there is not much in the past few years. Substantial progress, but for the responsibility of consumers and the lives of traffic participants, this important safety technology should be very cautious in its promotion. With the decline in the price of parts and the use of high-precision maps, the autopilots depicted by major automakers do not seem so far away. Maybe six years later, we can sit back and read this article in an autonomous car. At that time, everyone should be happy for living in this beautiful era.
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