TY  - BOOK
AU  - Maurer,Markus
AU  - Gerdes,J.Christian
AU  - Lenz,Barbara
AU  - Winner,Hermann
TI  - Autonomous Driving: Technical, Legal and Social Aspects
SN  - 9783662488478
AV  - TL1-483 
U1  - 629.272 
PY  - 2016///
CY  - Berlin, Heidelberg
PB  - Springer Berlin / Heidelberg
KW  - Electronic books
N1  - Outline placeholder -- Society and Mobility -- About the Editors -- Contributors -- 1 Introduction -- 1.1 What Is Autonomous Driving? -- 1.2 Autonomous Driving-Drivers Behind the Research -- 1.3 The Layout of this Book -- 1.4 Work in the Project -- References -- 2 Use Cases for Autonomous Driving -- 2.1 Motivation for the Consideration of Use Cases -- 2.2 General Assumptions -- 2.3 Description of the Use Cases -- 2.3.1 Interstate Pilot Using Driver for Extended Availability -- 2.3.1.1 Benefit -- 2.3.1.2 Description -- 2.3.1.3 Values of Characteristics -- 2.3.2 Autonomous Valet Parking -- 2.3.2.1 Benefit -- 2.3.2.2 Description -- 2.3.2.3 Values of Characteristics -- 2.3.3 Full Automation Using Driver for Extended Availability -- 2.3.3.1 Benefit -- 2.3.3.2 Description -- 2.3.3.3 Values of Characteristics -- 2.3.4 Vehicle on Demand -- 2.3.4.1 Benefit -- 2.3.4.2 Description -- 2.3.4.3 Values of Characteristics -- 2.4 Selected Characteristics to Describe the Use Cases -- 2.4.1 Characteristic A: Type of Occupant -- 2.4.1.1 Motivation -- 2.4.1.2 Values of the Characteristic -- 2.4.2 Characteristic B: Maximum Permitted Gross Weight -- 2.4.2.1 Motivation -- 2.4.2.2 Values of the Characteristic -- 2.4.3 Characteristic C: Maximum Deployment Velocity -- 2.4.3.1 Motivation -- 2.4.3.2 Values of Characteristic -- 2.4.4 Characteristic D: Scenery -- 2.4.4.1 Motivation -- 2.4.4.2 Values of the Characteristic -- 2.4.5 Characteristic E: Dynamic Elements -- 2.4.5.1 Motivation -- 2.4.5.2 Values of the Characteristic -- 2.4.6 Characteristic F: Information Flow Between the Driving Robot and Other Entities -- 2.4.6.1 Motivation -- 2.4.6.2 Values of the Characteristic -- 2.4.7 Characteristic G: Availability Concept -- 2.4.7.1 Motivation -- 2.4.7.2 Values of the Characteristic -- 2.4.8 Characteristic H: Extension Concept -- 2.4.8.1 Motivation; 2.4.8.2 Values of the Characteristic -- 2.4.9 Characteristic I: Options for Intervention -- 2.4.9.1 Motivation -- 2.5 General Definitions -- References -- Man and Machine -- 3 Automated Driving in Its Social, Historical and Cultural Contexts -- 3.1 Introduction -- 3.2 Early Aviation and Radio Technology Lays the Foundation -- 3.3 Technical Beginnings: Driverless, but not Self-steering -- 3.4 Between the Weird and the Wonderful -- 3.5 Only a Driverless Car is a Safe Car -- 3.6 Guide Wires Become Utopian Guiding Principles -- 3.7 Self-driving Transport in General Motors' Futurama -- 3.8 Estheticizing the Guide-Wire Principle -- 3.9 Setting the Family in Self-driving Vehicles -- 3.10 The Interstate System and the Dream of the Magic Highway -- 3.11 The Technical Realization of the Guide-Wire Vision and Its Illustration -- 3.12 Cruise Control as a Byproduct of Technological Utopia -- 3.13 Weirdly Bringing the Machine to Life -- 3.14 The Driverless Automobile in Film -- 3.15 From Friendly Helpers to Killer Machines -- 3.16 The Rise of Microelectronics and the Fall of the Guide-Wire Concept -- 3.17 Knight Rider and On-board Electronics -- 3.18 Autonomous Vehicles in Science Fiction Films -- 3.19 The Getaway Car's Demise in Fully Automated Vehicles with No Interface -- 3.20 Selecting the Control Mode by Voice or the Touch of a Button -- 3.21 Why Remote Control is Less Scary? -- 3.22 Outlook -- 3.22.1 Is Siri Paving the Way for Iris? -- References -- 4 Why Ethics Matters for Autonomous Cars -- 4.1 Why Ethics Matters -- 4.1.1 Beyond Crash-Avoidance -- 4.1.2 Crash-Optimization Means Targeting -- 4.1.3 Beyond Harm -- 4.2 Scenarios that Implicate Ethics -- 4.2.1 The Deer -- 4.2.2 Self-sacrifice -- 4.2.3 Ducking Harm -- 4.2.4 Trolley Problems -- 4.3 Next Steps -- 4.3.1 Broader Ethical Issues -- 4.3.2 Conclusions -- References; 5 Implementable Ethics for Autonomous Vehicles -- 5.1 Control Systems and Optimal Control -- 5.2 Cost Functions and Consequentialism -- 5.3 Constraints and Deontological Ethics -- 5.4 Traffic Laws-Constraint or Cost? -- 5.5 Simple Implementations of Ethical Rules -- 5.6 Human Override and the "Big Red Button" -- References -- 6 The Interaction Between Humans and Autonomous Agents -- 6.1 Introduction -- 6.2 The Human Factor in Autonomous Vehicles -- 6.2.1 The Design of Automated Systems -- 6.2.2 Automation in the Car -- 6.2.3 What Are Mental Models? -- 6.3 Mental Models of Autonomous Driving -- 6.3.1 Methods -- 6.3.1.1 Questionnaire -- 6.3.1.2 Sample -- 6.3.1.3 Data Analysis Affective Similarity -- 6.3.2 Results -- 6.3.2.1 Driver Assistance Systems and Giving up Driving Responsibilities -- 6.3.2.2 Representations of the Driver's Role and Use Cases -- 6.3.2.3 Cognitive and Emotional Representations of the Use Cases -- 6.3.2.4 Intervention, Control and Experience Needs -- 6.3.3 Summary and Conclusions -- Literature -- 7 Communication and Communication Problems Between Autonomous Vehicles and Human Drivers -- 7.1 Introduction -- 7.2 Questions -- 7.3 How do Road Users Communicate? -- 7.4 Implications of Communications Options on Traffic Safety -- 7.5 Is the Ability to Communicate a Requirement for the Other Road Users to Accept Autonomous Vehicles? -- 7.6 What Mental Model Will Other Road Users Apply When Reacting to Autonomous Vehicle's Driving Errors? -- 7.7 Cultural Differences -- 7.8 Means of Compensation -- 7.9 New Forms of Communication for an Effective Exchange of Information from Both Psychological and Technological Perspectives -- 7.10 Conclusions -- References -- Mobility -- Foreword -- 8 Autonomous Driving-Political, Legal, Social, and Sustainability Dimensions -- 8.1 Introduction -- 8.2 Autonomous Driving from an Innovation Policy Perspective; 8.3 Visions of Autonomous Driving in Europe -- 8.3.1 European Strategy Documents -- 8.3.1.1 Competitiveness and Innovation -- 8.3.1.2 Efficiency and Sustainability -- 8.3.1.3 Harmonization and Coordination -- 8.3.1.4 Safety -- 8.3.1.5 Summary -- 8.3.2 Research Related to Autonomous Driving (EU) -- 8.3.3 Actors and Arenas for Autonomous Driving in the EU -- 8.4 National and International Legislative and Political Developments -- 8.4.1 Regulatory Changes to the United Nations Convention on Road Traffic (Vienna Convention) -- 8.4.2 USA -- 8.4.3 Japan -- 8.4.4 United Kingdom -- 8.4.5 Sweden -- 8.4.6 Germany -- 8.5 Analysis -- 8.6 Conclusion -- References -- 9 New Mobility Concepts and Autonomous Driving: The Potential for Change -- 9.1 Introduction -- 9.2 Carsharing: "Core Application" of New Mobility Concepts -- 9.2.1 Station-Based Carsharing -- 9.2.2 Flexible (One-Way) Carsharing -- 9.2.3 Peer-to-Peer Carsharing -- 9.3 Users and Use of the New Mobility Concepts -- 9.3.1 Users and Usage Conditions -- 9.3.2 The Carsharer-the "New Citizen" in a Sharing Economy? -- 9.4 Digitalization of the Everyday World as a Basic Precondition for New Mobility Concepts -- 9.5 Can New Mobility Concepts Be Further Developed via Carsharing's Automation? -- 9.5.1 Autonomous Valet Parking in Carsharing -- 9.5.2 Carsharing Used as "Full Automation Using Driver for Extended Availability" -- 9.5.3 Carsharing as Vehicle on Demand -- 9.5.4 Interim Summary -- 9.6 New Mobility Concepts Beyond Carsharing: Hybridization of Public Transportation? -- 9.6.1 Reshaping Intermodality and Making Public Transport More Flexible -- 9.6.2 Individualization of Public Transport -- 9.6.3 Broadening Service Options in Public Transport -- 9.7 Implementing New Mobility Concepts with Autonomous Vehicles -- 9.8 Conclusion -- References -- 10 Deployment Scenarios for Vehicles with Higher-Order Automation; 10.1 Introduction and Background -- 10.2 Definition and Scope -- 10.3 Development Trends in Automated Driving -- 10.3.1 Continuous Improvement of Driver Assistance: Evolutionary Scenario -- 10.3.2 Redesigning Personal Mobility: Revolutionary Scenario -- 10.3.3 Merging Personal Mobility and Public Transportation: Transformative Scenario -- 10.4 Comparison of Scenarios -- 10.4.1 Systemic Comparison -- 10.4.2 Technical Comparison -- 10.4.3 Regulatory Comparison -- 10.4.4 Comparison of Corporate Strategies -- 10.5 Summary and Outlook -- References -- 11 Autonomous Driving and Urban Land Use -- 11.1 Introduction -- 11.2 Autonomous Driving as a Feature of City-of-Tomorrow Scenarios -- 11.2.1 The Regenerative and Intelligent City -- 11.2.2 The Hypermobile City -- 11.2.3 The Endless City -- 11.2.4 Discussion -- 11.3 Autonomous Driving and Its Impact on Urban Structure -- 11.3.1 Autonomous Private Cars -- 11.3.1.1 Change in the Required Parking Area -- 11.3.1.2 Change in the Attractiveness of (Residential) Locations -- 11.3.1.3 Space Requirements for Flowing Traffic -- 11.3.2 Autonomous Taxis as an Integrated Part of Public Transport -- 11.3.2.1 Public Space Used for Transport and Parking -- 11.4 Essential Driving Forces for the Development of an Urban Transport System with Automated Vehicles -- 11.5 Summary and Outlook -- References -- 12 Automated Vehicles and Automated Driving from a Demand Modeling Perspective -- 12.1 Motivation and Aims -- 12.2 What Determines Which Transport Mode We Choose? -- 12.3 Transport Mode Choice in Applied Transport Models -- 12.3.1 A Short Introduction to Transport Demand Modeling -- 12.3.2 Decision-Making Criteria in Applied Models of Transport Mode Choice -- 12.4 What Impact Might the Roll Out of Automated Vehicles Have on Our Behavior in Choosing Transport Modes?; 12.4.1 Interstate Pilot: The Car with that Special Something for Exceptional Circumstances?
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