一旦先進駕駛輔助系統(tǒng)(Advanced Driver Assistance Systems，ADAS)開始在消費性汽車市場擴增，新聞媒體也跟著興奮地預測自動駕駛車輛將會問世；市場對于自動駕駛技術的討論越熱烈，也讓更多消費者認為它終會實現(xiàn)…不過，并不會那么快。ADAS目前的功能性與消費者對于未來自動駕駛車輛的想象之間還有很明顯差異；汽車制造商與消費者之間關于自動駕駛車輛的討論，幾乎還沒有開始。 有一點很重要的是，工程領域──包括汽車電子、手機或是一般消費性電子──已經不再僅與科技能做到什么有關，而是關于技術的便利性，或是有的時候不經意對人 們的生活所產生的不便。消費者已經知道如何根據(jù)科技來調整他們的行為，或是像產業(yè)界所說，去“習慣”那些科技；但可別相信那是一個既定的事實。 今日有許多工程議題，是以科技最終能如何仿真、模仿，以及如果可能，如何了解人們的行動、喜好以及情緒為中心；而這些都是自動駕駛車輛所面臨的挑戰(zhàn)。因為汽車是日常工具，自動駕駛車輛可能做出的決定對大多數(shù)消費者來說都非常需要個人化，其設計關鍵在于預測使用者可能或不可能做什么事情，與一個人在駕駛車輛時的行為有關。 駐地在德國慕尼黑的飛思卡爾半導體(Freescale)安全性與車身底盤部門經理Davide Santo接受EETimes美國版訪問時，談到了對未來自動駕駛車輛的客觀看法；根據(jù)他的觀點，自動駕駛車輛要真正上路，汽車產業(yè)至少還面臨三個高階挑戰(zhàn)，或者說是“需要研究的地方”： 1. 車輛與駕駛人何時換手？ Santo 解釋，第一個挑戰(zhàn)與車輛與駕駛人之間的決策權換手(handover)相關，也就是知道該在何時將汽車駕駛改回“手動”；當?shù)缆飞系臓顩r對自動駕駛來說處 理不易，該種換手還可能會有好幾次。而一旦系統(tǒng)因為某個適當動作做出“換手”的決定，必須在幾秒之內就執(zhí)行，但車子如何會知道駕駛人有再注意路況？在那個 “換手”的非常時刻，駕駛人要是沒有在注意車子周遭狀況，該怎辦？ 當然，車內傳感器能注意駕駛人的情況，并準備好給他提醒， 告知前方十字路口有(火車、直升機、六車連環(huán)撞…之類的)事故，然后駕駛人就該掌握方向盤準備轉向；但這一切必須在非常短的時間內完成。汽車如何將控制權 交回給駕駛人、駕駛人如何接手，以及要在多快的時間內，而且汽車還一直以55英里標準時速行駛，是很令人驚悚的挑戰(zhàn)。 2. 汽車品牌怎么推廣該技術？ 當越來越多汽車業(yè)者積極投入提供自動駕駛車輛，盲目地追隨風潮有可能在意料之外讓一個品牌面臨聲譽風險。對此Santo表示：“對大多數(shù)的駕駛人來說，汽車不只是與安全性有關，還有關于駕駛樂趣。” 例 如汽車大廠BMW，該品牌自詡為“終極駕駛機器(The Ultimate Driving Machine)”供應者，為駕駛人提供“純粹的駕駛樂趣(Sheer Driving Pleasure)”；若人們就是喜愛駕駛BMW車輛的感覺，該品牌一旦提供不用再自己開的自動駕駛車款，豈不是剝奪其樂趣？安全性當然是第一優(yōu)先，但畢竟人們選擇某個品牌的車輛，就是因為信任與喜愛，而汽車業(yè)者該如何將這種人性與自動駕駛車輛結合，會是一個有趣的問題。 本文授權編譯自EE Times，版權所有，謝絕轉載 本文下一頁：那隱私權問題呢？

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{pagination} 3. 貼近駕駛人習慣的個人化功能 Santo表示，未來的汽車將會“主動”適應駕駛人：“為何我的車子不能用意大利腔說話？我的車應該要知道我就是說意大利腔英文，而且要在跟我說話時適應那樣的口音。”他補充指出，這一點小小的特質，能讓駕駛人的心情更放松。 今日車輛的自動座椅調整功能沒人會覺得不舒服，同樣的，自動駕駛車輛終將學會你的開車方法－－包括操縱方向盤、踩油門等等駕駛習慣。其底線在于自動駕駛車輛將會使用跟你一樣的方法開車，這會更讓你這位駕駛人跟你的新車自在相處。 那隱私權問題呢？ 上述的學習應該要在裝置于自動駕駛車輛內的一個黑盒子內進行，該種盒子可紀錄車子發(fā)生事故前至少三十秒的實況，也會記錄你所有的駕駛習慣，包括你打方向燈的時機、以及在看到紅燈時還嘗試著往前移動多長距離。 “自動駕駛車輛不只該知道你開車時收了哪幾封電子郵件，也得知道你會闖紅燈?！盨anto表示，這種監(jiān)控可能會衍生出隱私權問題，特別是如果保險公司要求調閱車內紀錄資料時?？傊堄涀。愕淖詣玉{駛車輛就代表你本人，所以你的所有私人信息都會存在那部車子里。 根據(jù)飛思卡爾的統(tǒng)計，目前有75%的新車已經配備了某種程度的ADAS系統(tǒng)，為了降低事故率，該技術包含了行人偵測、遙控停車、在時速60公里緊急煞車以及 高速公路上自動駕駛等功能；包括該公司在內的許多芯片廠商已經準備好實現(xiàn)未來的ADAS技術，但汽車廠商還需要思考一些基本問題。 這些問題包括：到底智能型駕駛輔助系統(tǒng)要采用什么組合才恰當(例如：產業(yè)界是否會同意或是反對)？車廠將如何保護駕駛人的隱私權(例如是否允許車內資料的可移植)？以及車廠將如何針對很容易分心、與目前狀況完全不同的未來駕駛人，調整其自動駕駛車輛？ 本文授權編譯自EE Times，版權所有，謝絕轉載 編譯：Judith Cheng 參考英文原文：Straight Talk on Self-Driving Cars，by Junko Yoshida

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{pagination} Straight Talk on Self-Driving Cars Junko Yoshida MADISON, Wis. -- Once Advanced Driver Assistance Systems (ADAS) started to proliferate on the consumer automotive market, the media began to breathlessly anticipate a future of "self-driving cars." (This publication is no exception when we post a story like Can a Car Find a Parking Spot by Itself?) The louder the buzz about autonomous driving, the more excited consumers are supposed to get. They might even accept its eventuality -- or so hope auto companies. Well, not so fast. There is a pretty visible gap between what ADAS is capable of doing today and how consumers envision the ultimate future of autonomous driving. The conversation on "self-driving cars" between automakers and consumers has barely begun. It's important to note that engineering -- automotive, mobile phones, or consumer electronics in general -- is no longer just about what technologies can do. It's about how technologies convenience -- or sometimes unwittingly -- inconvenience people's lives. Consumers have been known to adjust their behavior to technologies, or "getting used to it," as the industry describes it. But don't believe for a minute that this is a given. Many engineering issues today center on how technologies eventually emulate; mimic; and, if possible, understand people's actions, tastes, and emotions. Therein lies the challenge of the self-driving car. Because a car is an everyday tool, the likely decisions made by self-driving cars must be deeply personal to most consumers. The essential design issue lies in anticipating what users might or might not do in advance. It's about knowing how a person behaves while driving. In a recent interview with EE Times, Davide Santo, Freescale Semiconductor's safety and chassis segment manager, based in Munich, offered a no-nonsense straight talk on the future of self-driving cars. In his view, there are at least three high-level challenges, or "areas for investigation," that the automotive industry needs to work on before coming up with acceptable driverless cars: Handover The first challenge is about the "handover" from car to driver -- in terms of making decisions and knowing when to return the car to "manual" control, explained Santo. There will be times, Santo explained, when the situation on the road gets too tricky for a driverless car to handle. But at a time when that "handover" decision, followed by an appropriate action, needs to be taken within a matter of seconds, how does the car know if a driver is paying attention to the road? Is the human driver aware of what's around his car at that very moment? Sure, sensors inside the car can keep an eye on the driver and be ready to get his attention, and tell him there's a train/helicopter/six-car crash brewing at the intersection, so maybe he should grab the wheel and steer for the ditch. But this all needs to happen very quickly. How the car gives back control to a driver, how the driver accepts it, and how fast -- all while the car is tooling along at 55 -- is a scary challenge. Branding As much as the automotive industry is eager to offer driverless cars, blindly following the trend could unexpectedly risk the reputation of a brand. Think about it, said Santo. "For a lot of drivers, cars aren't just about safety. They're also about the joy of driving." An automotive brand like BMW, which billed itself as "The Ultimate Driving Machine," is now offering drivers, in its promotions, "Sheer Driving Pleasure." But if a driver loves driving his BMW, how does BMW enable him to express that love in a driverless BMW that doesn't let him drive? Safety should certainly come first. But after all, people choose a car with a certain brand because they think the brand speaks to them. So, how carmakers incorporate that personality in driverless cars is an interesting quandary. Personalization Cars will adapt "actively" to drivers, according to Santo. Santo said during his EET interview: "Why shouldn't my car speak with an Italian accent? The car will know that I speak English with an Italian accent, and the car can and should adapt to it when it speaks to me." That little idiosyncrasy could easily put a driver in a much more relaxed mood, Santo added. Today, nobody is annoyed when a car does a seat adjustment for him. In the same vein, a self-driving car will eventually learn how you drive -- everything from steering to acceleration and other driving habits. The bottom line is that a driverless car will drive a car like you do. It should make you, the driver, more at home with your new car. But what about privacy? That sort of learning will be done by a black box installed in your driverless car. Just as it records the last 30 seconds of what happened before your car got into an accident, the black box will register everything about your driving habits -- from timing your turn signals to how you tend to creep forward at red lights. "The car will not only know which emails you read while driving, but also capture how you run a red light," Santo. This sort of monitoring could turn into a privacy issue, especially if insurance companies get access to the data accumulated inside each car. Remember, your driverless car will be you, and your privacy is also stored in your car. Today, 75 percent of new cars sold already incorporate some level of ADAS. With an eye towards reducing fatalities, the ADAS technology being developed includes pedestrian detection, remote parking, emergency braking at 60 km per hour, and automated highway driving, according to Freescale. The US chip company is offering safety fundamentals ranging from safe system basic chips (SBCs) to advanced 77GHz radar sensors and large, scalable MCU platforms covering front, rear, surround sensing, and fusion. Building blocks are here to enable ADAS technologies of the future. Still, automotive OEMs are grappling with basic questions, such as what should be the right set of intelligent assist systems cars (i.e., Will the industry agree or compete on this?); how OEMs plan to protect driver privacy (i.e., Will they allow transportability of data collected inside a car?); and how OEMs adjust their driverless cars to the future generation of easily distracted drivers, who are likely to be opposite of today's driver model.