Enabling a Novel Evaluation Continuum for Connected & Autonomous Vehicles

实现互联的新颖评估连续体

• 批准号: MR/Y003969/1
• 负责人: Siddartha Khastgir
• 金额: $ 75.75万
• 依托单位: University of Warwick
• 依托单位国家: 英国
• 项目类别: Fellowship
• 财政年份: 2024
• 资助国家: 英国
• 起止时间: 2024 至 无数据
• 项目状态: 未结题
• 来源: https://gtr.ukri.org/projects?ref=MR%2FY003969%2F1
• 关键词: Enabling; Novel; Evaluation; Continuum; Connected

Moving people and goods is worth over £100 billion to the UK economy (across transport modes), but it comes at a cost, with over 2000 deaths and 120,000 injuries every year. Connected and autonomous transport has the potential to make land, air, and marine journeys safer, faster, and more efficient, contributing to both our national health and carbon emissions goals. Additionally, the connected and autonomous transport systems' market globally is projected to be over £700 billion by 2030, so this sector could be a major driver of economic growth in the UK. The biggest challenge to delivering the potential of autonomous transport systems are provable quantified safety and consumer understanding. Without addressing these issues across all sectors, it will take us significantly longer to unlock the potential commercial and wider benefits.Over the last three years of the Future Leaders Fellowship (FLF), to find answers to various research questions in Connected and Autonomous Vehicles (CAVs) (i.e., land), the fellow has often looked to other transport domains like aviation and marine and benefitted by transferring learnings from them to CAV. This experience brought a realisation that "while aviation and marine are also introducing the autonomous system, the safety challenges are similar to CAVs". This realisation underpins the fellow's +3 FLF renewal vision.The vision for +3 Renewal of the UKRI FLF application is to translate the learnings on safety assurance of CAV to aviation and marine autonomous systems (aerial drones and unmanned vessels). While there are obvious differences between the transport domains (land, air and marine), the approach to safety assurance could potentially be similar if a first principles approach is taken. Safety assurance of autonomous transport systems in air and marine requires three key areas of research, standards, and regulation: 1) test scenarios; 2) test environment; and 3) safety argument. However, the safety assurance process needs to be underpinned with the correct and complete set of requirements definition for the system. As part of research on CAV, defining the Operational Design Domain (ODD) and behaviour capabilities of the autonomous system is fundamental to the requirements definition.An ODD (i.e., well-defined safe operating boundaries) is fundamental to any safety assurance process for autonomous systems. Operating conditions for the land include attributes like road type, weather type, type of actors (emergency vehicles, pedestrians), etc. (as per BSI PAS 1883 - fellow as technical author). While the operating conditions for aviation and marine will differ, the concept of ODD is transferable. Operating conditions for the sea could include attributes like current strength, wind speed and direction, salinity, water depth, etc. Operating conditions for air could include attributes like wind speed and direction, air density, fog, etc. However, a standard taxonomy concept still evades the industry, which will be one of the focuses of my +3yrs FLF.Another key aspect of safety assurance of autonomous systems in transport is the definition of safe behaviour. As a further part of the +3yrs FLF, the focus would be to create safe behaviour definitions by codifying the Rules of the Air and Rules of the Sea. Currently, Air Traffic Management (ATM) and Convention on the International Regulations for Preventing Collisions at Sea (COLREGs) define the rules of air and sea for human-driven vehicles. We will take an ODD and behaviour-based approach to codify the rules using first-order logic.In addition, the +3yrs FLF will also benefit from the fellow's first-hand experience as the UK's technical representative on various international standards committees, providing further insight and a clear route to deliver impact from the proposed research through the development of international standards and regulations, while also ensuring that the UK becomes a global leader in this area.

运送人员和货物对英国经济的价值超过1000亿英镑（包括各种运输方式），但这是有代价的，每年有超过2000人死亡，12万人受伤。互联和自动运输有可能使陆地、空中和海上旅行更安全、更快、更高效，有助于实现我们的国民健康和碳排放目标。此外，到2030年，全球连接和自动运输系统市场预计将超过7000亿英镑，因此该行业可能成为英国经济增长的主要推动力。实现自动运输系统潜力的最大挑战是可验证的量化安全性和消费者的理解。如果不解决所有部门的这些问题，我们将需要更长的时间才能释放潜在的商业和更广泛的利益。在未来领袖奖学金（FLF）的过去三年里，为了寻找联网和自动驾驶汽车（即陆地）的各种研究问题的答案，研究员经常关注其他运输领域，如航空和海洋，并通过将其学习成果转移到CAV中受益。这次经历让我们意识到，“虽然航空和海洋也在引入自动驾驶系统，但安全挑战与cav相似”。这一认识巩固了他的+3 FLF更新愿景。UKRI FLF应用的+3更新的愿景是将CAV的安全保证学习转化为航空和海洋自主系统（空中无人机和无人船）。虽然运输领域（陆地、空中和海上）之间存在明显差异，但如果采用第一原则方法，安全保证的方法可能是相似的。空中和海上自主运输系统的安全保障需要三个关键领域的研究、标准和法规：1)测试场景；2)测试环境；3)安全问题。然而，安全保证过程需要以正确和完整的系统需求定义集为基础。作为CAV研究的一部分，定义操作设计域（ODD）和自治系统的行为能力是需求定义的基础。ODD（即定义良好的安全操作边界）是自治系统任何安全保证过程的基础。土地的运行条件包括道路类型、天气类型、行动者类型（应急车辆、行人）等属性（根据BSI PAS 1883 -技术作者研究员）。虽然航空和海洋的操作条件会有所不同，但ODD的概念是可以转移的。海上的操作条件可能包括电流强度、风速和风向、盐度、水深等属性。空气的运行条件可以包括风速和风向、空气密度、雾等属性。然而，一个标准的分类法概念仍然回避了这个行业，这将是我+3年FLF的重点之一。交通运输中自主系统安全保障的另一个关键方面是安全行为的定义。作为+3年FLF的另一部分，重点将是通过编纂《空中规则》和《海上规则》来创建安全行为定义。目前，空中交通管理（ATM）和国际海上防止碰撞规则公约（COLREGs）定义了人为驾驶车辆的空中和海上规则。我们将采用奇数和基于行为的方法，使用一阶逻辑编纂规则。此外，该研究员作为英国在各种国际标准委员会的技术代表的第一手经验也将使3年的FLF受益，通过国际标准和法规的发展，为拟议的研究提供进一步的见解和明确的途径，同时也确保英国成为该领域的全球领导者。