Chen Chaozhuo: Formerly worked at Ford Motor Company in the United States. After returning to China in 2007, he worked at Chery Automobile Co., Ltd. and served as chief engineer of vehicle safety, director of vehicle project, and participated in joint venture negotiations between Chery and Jaguar Land Rover, and served as deputy leader of the negotiation team. , Chery Jaguar Land Rover, vice president of joint research and development, general manager of Chery Shanghai Sega. He joined Volvo Car Group in 2015 and is currently the director of the China Swedish Traffic Safety Research Center. Here is his content sharing (with deletions) at Auto Innovation Harbor:
The discussion of laws, regulations and costs of autopilot mainly focuses on three aspects:
Requirements for automatic driving regulations;
Some current status in the world, mainly speaking of China, the United States, and Sweden;
Simply discuss the challenges of automated driving costs.
Current status of regulationsEvery year, 1.3 million people die from traffic accidents worldwide, and more than 90% of these accidents are caused by human factors. Our development of automatic driving helps improve road safety and traffic efficiency, so we are developing automatic driving for safety. Therefore, we must ensure safety when we develop public road regulations, but we cannot hinder the development of autonomous driving technology.
China
China currently does not have autonomous driving laws, but the Ministry of Industry and Information Technology and the Ministry of Public Security are taking the lead in formulating relevant laws and regulations. Prior to the introduction of relevant regulations, it is legally prohibited to open the automatic driving mode on public roads.
At present, there are already many domestic demonstration areas such as Shanghai, Chongqing, and Beijing demonstration areas planned or under construction. Local governments are also very active in autonomous driving. In turn, they will promote the introduction of relevant regulations as soon as possible. This is China’s status quo.
United States
United States law is not prohibited by law can serve as most states are not prohibited. In addition, the NHTSA of the US Highway and Road Safety Administration delegates autonomous driving authority to states. The laws of the states are different. For example, if Florida has an ordinary driver's license, you can go on the road. New Jersey also has to test a special driver's license. The California regulations are strict. Even a driverless car must have a steering wheel installed, and someone must be seated.
The advantage of state laws is that they can always find several states to develop during the development phase. The downside is that it is difficult for a trans-state operator to save a driver. Because California does not allow it, the driver’s work is saved because it crosses the state.
In summary, the first highly automated car may not be listed in the United States, and may be in other countries, such as China, because the United States has stricter laws.
Sweden
The Swedish Parliament has already begun to carry out relevant legal analysis work. It is expected that the Congress will revise its review in 2017 to ensure that automated driving can be legally sold and used before 2020. Among them, the first draft of the public road test specification for autonomous driving has been finalized in March and is currently undergoing government deliberation and parliamentary deliberation. It is expected to take effect on May 1, 2017. This draft includes auto-driving vehicles that apply to all different levels of automatic driving. , including semi-autonomous driving, highly automated driving, and fully self-driving vehicles.
The Swedish public road test specification is already complete. It is divided into six aspects:
The first is the test permit, which requires a formal permission from the Swedish Transport Authority to carry out the public road test. This license includes vehicle information, test time, test road sections, and even requests for markings outside the vehicle. The key is that the test unit must submit a public road application explaining how to ensure road safety. Test data collection and preservation must comply with international regulations and individual privacy information must be protected.
Then it is necessary to test the vehicles of the licensed units. In the event of an accident, the Swedish police station and related units have the right to require the testing unit to provide data collected by the sensors and assist in accident investigation. All accidents during the test must be handed over to the Swedish Transport Authority, and the test unit must submit an annual test report to the supervisory authority.
The second is supervision. The Swedish Transport Authority is responsible for public road testing of all self-driving vehicles. Under special circumstances, the testing unit may be required to take the necessary measures or even cancel the test permit.
The third is responsibility. In the event that the vehicle will automatically be loved, the vehicle's autonomous driving system is equivalent to the driver, and the relevant criminal liability is borne by the test permit application unit. When a driver is responsible for driving a highly automated vehicle, the driver still bears criminal liability.
Fourth, accident compensation. The Swedish limited traffic accident compensation clause still applies to automatic driving situations. According to civil law, insurance companies can also obtain sensor data for autonomous driving vehicles after obtaining permission.
The fifth is road infrastructure. It is negotiated between the testing unit and the test road section supervisor whether necessary remodeling is necessary to meet the testing needs.
The sixth is the current regulations, which apply to test engineers and drivers and still apply to autonomous driving.
Beta TestingThe hot topic of discussion is that in the current autopilot system, it is Beta Testing that is handed over to the owner to conduct a large area of ​​open beta testing. Is this legal?
Software development is different, there is no a traditional car company will involve life safety systems and components to the majority of car owners by way of beta testing, so the car plant must follow strict product development process to develop validated, not by It is not mass produced.
The U.S. Congress passed a TREAD Act in October 2000, which is the Transportation Recall Enhancement Accountability and Documentation Act. The most critical one is the defect of the product. If it is not reported and followed up with the NHTSA, it is the Early Warning Requirement. Precautionary requirements) If a defect occurs after the listing of a car that causes serious injuries and deaths, the manufacturer’s management is personally liable for criminal liability.
This conclusion is: After the mass production of autopilot, it is irresponsible for each owner to conduct a large area of ​​open beta, and it is in the consumption of road safety.
Automatic driving cost control problemI think the cost of automatic driving is the same as the cost calculation principle of other components developed by the vehicle.
The first factor influencing the cost is the entire vehicle technology program. That is to say, the goal of vehicle development is to determine the level of automatic driving. How do the redundant design, such as how many radars, cameras, and sensors need to be redundant? Design requirements.
The second factor is the technological progress of parts and components, such as the current front-end cost of millimeter-wave radar. Regardless of the specific model, the cost of each pre-installation is more than 100 US dollars. Will it decrease in the future? My guess is that these can reduce some, but may improve the product performance, the cost remains a certain range.
The third is the regulatory standards. For example, the Tianjin Center issued C-NCAP two days ago and the AEB will be added in 2018, including the rear-end and pedestrian. Will this stimulate domestic OEMs to develop L1 and L2 configurations? If the cost of demand is reduced, because you may want to take five stars, then you must develop L1 or L2, and have AEB.
The fourth is the degree of consumer acceptance of automated driving. The higher the degree of acceptance of automated driving, the more it will affect the market size, and the possibility of amortizing some costs.
The fifth is the self-produced localization rate and full competition.
Automatic driving cost challengeThe challenge is mainly self-owned brands with a price of RMB 100,000 yuan and below, because the second-level or higher sales on the market are basically realized in luxury car brands, but they have not yet seen how to consider the cost of 100,000 yuan or less. problem.
BOM costs for self-owned brands are generally between 60% and 65% of the price range, which means that a car that sells for 100,000 yuan will cost between 60,000 and 65,000. If the model is equipped with AEB, considering the redundant design and development cost sharing, it may increase the purchase cost of 2,000 to 3,000 yuan per vehicle, and perhaps more.
Therefore, the solution is: must develop the car, increase the brand premium, guide consumers to assist driving, increase the cost of sales distribution.
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