An autonomous car just drove across the country.
Nine days after leaving San Francisco, a blue car packed with tech
from a company you’ve probably never heard of rolled into New York City
after crossing 15 states and 3,400 miles to make history. The car did 99
percent of the driving on its own, yielding to the carbon-based life
form behind the wheel only when it was time to leave the highway and hit
city streets.
This amazing feat, by the automotive supplier Delphi, underscores the
great leaps this technology has taken in recent years, and just how
close it is to becoming a part of our lives. Yes, many regulatory and
legislative questions must be answered, and it remains to be seen
whether consumers are ready to cede control of their cars, but the
hardware is, without doubt, up to the task.
What’s remarkable isn’t the fact Delphi completed this trip, but the
fact several companies could have done it. Google, Audi, or Mercedes
would have had little trouble handling this level of autonomous highway
driving. The news here isn’t that this was possible, but that it was so
easy.
“The technology is not what is most notable from this trip,” says
Jeff Miller, an associate professor at the University of Southern
California who works on autonomous driving. “The fact that they drove as
far as they did and had a lot of publicity will help the technology
more than any programming or hardware on that vehicle.”
The speed with which the technology has reached this point is
stunning. Just 11 years ago at the 2004 Darpa Grand Challenge, the most
advanced autonomous vehicles of the day attempted to complete a 150-mile
course. The best any of them could do was 7.32 miles—and that vehicle
got stuck and caught fire. The next year, five vehicles completed a
132-mile course, but took seven hours to do it. Autonomous vehicles have
made enormous strides since then, which is especially remarkable when
you realize the auto industry typically spends five to seven years
developing a new car.
Today, most of the world’s major automakers are working on autonomous
technology, with Audi, Mercedes-Benz, Nissan, and Volvo leading the
pack. Google may be more advanced than anyone: The tech giant says its
self-driving cars are so far along, they can recognize and respond to
hand signals from a cop directing traffic.
Most automakers are taking a slow and steady approach to the
technology and plan to roll it out over time. Most expect to have cars
capable of handling themselves in stop and go traffic and on the highway
within three to five years. Cars capable of navigating more complex
urban environments will follow in the years beyond that, while fully
autonomous vehicles are expected to be commonplace by 2040.
Propelling Us Toward the Day Humans No Longer Hold the Wheel
Companies like Google, which has racked up more than 700,000 miles
with its autonomous vehicles, and Audi, which recently completed a road trip from Silicon Valley to Las Vegas,
get all the love when it comes to robo-cars. But Delphi is doing just
as much work behind the scenes, propelling us toward the day when humans
no longer hold the wheel.
One of the auto industry’s biggest suppliers, Delphi has a solid
record of innovation, from the first electric starter (1911), to the
first in-dash car radio (1936), to the first integrated radio-navigation
system (1994). For the past 15 years, it’s been working on active
safety features (think active lane keeping and blind spot monitoring).
Lately, it has been consolidating all this hardware into a holistic
system that lets the car handle itself.
Delphi installed it all in a 2014 Audi SQ5, which Delphi engineers
chose simply because they think it’s cool. Seriously. It has
windshield-mounted camera spot lane lines, road signs, and traffic
lights (in color). Midrange radars that see 80 meters sit on each
corner. There’s another radar at the front, and a sixth at the back,
plus two long-range units on the front and back. The front corners have
built-in LIDaR.
The cross-country trip was meant to generate some publicity, yes, but
Delphi also wanted to expose the system to variable real-world
conditions and collect terabytes of data to further refine the
technology. This car was built within the past year, but it takes
advantage of tools that have been in the works for at least 15 years.
“It was time to put it on the road and see how it performed,” says Delphi CTO Jeff Owens. “It was just tremendous.”
The Delphi caravan (the self-driving car, a follow car with more
personnel, and a Winnebago full of PR, photo, and video folks) followed a
southern route, largely to avoid snow. Apart from the shock of
realizing just how long it takes to drive across Texas, the biggest
scare of the trip came while crossing a double-decker steel bridge on
the drive from Philadelphia to New York. “I saw that bridge coming, and I
thought, ‘Oh my gosh, this is gonna be a grab the wheel moment,'” says
Katherine Winter, a Delphi software engineer. That’s because being
surrounded by metal plays hell on radar by making it difficult to
discern what’s a threat and what isn’t. But Delphi’s refined how its
software understands the radar data and uses the other sensors to
augment it. “It actually outperformed what we thought it would do,”
Winter says.
Building the car helped Delphi hone the hardware and software
automakers will want and need as they begin producing autonomous
vehicles, and test it in a variety of situations. That included rain,
hot weather, construction zones, and tunnels. “It didn’t miss a lick,”
Owens says.
The team celebrated the arrival in New York with high-fives, but
Delphi’s not surprised by the accomplishment. It knew before setting out
it could handle the miles. It just needed to show us it could.
The six engineers who cycled through the driver’s seat only took
control of the car when it encountered a situation they weren’t
confident of handling safely, like a construction zone with zig-zagging
lane lines, or to make an aggressive lane change to get around a cop car
on the shoulder. They obeyed the speed limit and avoided night driving.
There’s no indication that it’s capable of handling the road with far
more skill than a human. You’d have to look twice to spot the cameras
and LIDaR around the car; the radars are hidden behind plastic body
panels. Even the trunk looks ordinary, which is quite a feat—Delphi
packed all the necessary computers in the spare tire compartment. That
was intentional, Owens says. “We were kind of going for the remarkably
unremarkable look.” The reason for this modesty is any tech Delphi
pitches to automakers has to be unobtrusive and production-ready.
That is the ultimate goal here. This car won’t be in showrooms. But
the stuff that makes it work certainly will be. Delphi makes all the
stuff automakers don’t (or can’t) make themselves. The plan is to offer
everything an automaker might need to make a fully autonomous car. It’s
an off-the-shelf solution anyone can use.
“This drive is one more marker on the exciting road toward automated
vehicles,” says Bryant Walker Smith, an assistant professor at the
University of South Carolina School of Law and affiliate scholar at the
Center for Internet and Society. He studies autonomous vehicles and says
Delphi’s accomplishment raises public awareness “by previewing what
will someday be possible.” That’s a good thing, as long as the
conversation includes “what was required, what was hard, and what
remains to be done.”
Delphi will take a few weeks to dissect and digest all the data it
gathered and everything the engineers noticed, like the car’s
skittishness around tractor trailers, and adjust the system as needed.
Then it might be time for a trip through Europe, where Delphi does a lot
of business and automakers are keen on both active safety and
autonomous features.
For now, though, the company is pleased with the progress it’s made,
and it confident it will play a significant role in the coming shift to
self-driving cars, Owens says. “Delphi can march at the same speed as
Silicon Valley.”
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