Automated, not autonomous
The E-class can do a lot of things by itself. But don’t call it autonomous, explains Mercedes-Benz’s active safety guru.
No carmaker is closer to autonomous driving in its production models than MercedesBenz.
Especially inthe latest E-class sedan, which is undeniably the most advanced model in the German maker’s range and arguably the most hi-tech series production car in the world in terms of driver-assistance and safety technology.
Developments of M-B’s existing systems give the E-class many talents over and above even the likes of the flagship S-class: it can now maintain a set speed and give steering assistance when there are no road markings (at up to 130kmh), change lanes by itself and help the driver avoid pedestrians with an emergencyswerve manoeuvre.
That’s all very well, but don’t go throwing the A-word around too much just yet, says Jochen Haab, head of active safety at Mercedes-Benz. Haab is in Australia during July demonstrating E-class technology to select government, business and media representatives, just as the car hits showrooms over there and here in New Zealand.
‘‘An autonomous car is like pregnancy,’’ says Haab. ‘‘It can be autonomous or not, meaning it can do things by itself or it cannot. You can’t be half-pregnant or partially pregnant and a car can’t be partially autonomous.
‘‘So please call [the E-class] partially automated.
‘‘[At the moment] the way to autonomous driving is that we assist you, but it’s always an offer. An option. You can choose if you want that support, for assistance with steering, lane-changing and parking, for example.
‘‘But the more automation we offer, the more we have to think of the other side. The car has to be able to deal with certain situations
because things can happen. That’s why we have active safety. We can’t say either you drive or the car drives and there’s nothing in between. That would be stupid.’’
Haab likes to talk about the E-class having human qualities. He calls the sensors fitted around the car its ‘‘brain’’. It has stereo cameras that are like ‘‘eyes’’ because they can see 90 metres ahead in three dimensions. Radar can detect objects up to 500m away to the front, 80m at the back and 40m to the side.
These are things that enable the E-class’s automated functions: ‘‘It combines all of these signals and makes its conclusions,’’ says Haab. ‘‘It does not get distracted. It’s smart.’’
When will the pregnancy test be positive? Haab says he is not permitted to reveal exactly how many years away fully autonomous drive is for M-B production cars. But I can tell you it’s a single-digit number, at least for certain driving situations.
M-B’s practical demonstration programme in and around Sandown Raceway in Melbourne encompassed a bewildering array of situations, but two unique-toMercedes functions stood out as particularly impressive.
The first was Evasive Steering Assist: the E-class will recognise and automatically brake for a pedestrian, avoiding impact competently at up to 60kmh. But if the driver also chooses to swerve, the car can take over and ensure the manoeuvre is completed safely.
The second was the Active Lane Change Assistant. On a motorway, if you indicate for two seconds and the way is clear, the E-class can steer itself into the adjacent lane (active from 80-180kmh). Like most other M-B Drive Pilot functions, it’s amazingly smooth.
‘‘We are on the threshold here: partial automation and plenty more to come,’’ says Haab.
There are a number of different ways that automated/autonomous drive can be defined. The German VDA automotive standards authority separates it into five levels.
Cars like the E-class are at Level 2: partly automated, but the driver observes at all times and non-driving tasks are not possible.
Level 3 is highly automated (but still not autonomous) driving, with limited non-driving tasks possible. However, the car observes its own limits and will ask the driver to take control when necessary.
‘‘So you can think about looking at your cellphone, reading emails or even looking at a video,’’ explains Haab. ‘‘But the car might tell you that in 15 seconds there is congestion ahead and you have to take over. It will give you time to put away your phone and take control.’’
Level 4 is autonomous, where the car can manage everything by itself and the driver can perform unlimited non-driving tasks.
Level 5 is the same, but completely sans-driver – such as a taxi that might come to collect you, drop you off and drive away by itself.
The move to fully autonomous driving is as much about legislation as it is about technology, says Haab: ‘‘If you go from from partially automated to highly automated, this means the car is not only reliable ... regulations also have to be clarified and we have to be able to prove whether the car or driver are at fault in any given [accident] situation.’’
The new E-class goes on sale in NZ this month. The range opens with the $99,900 E 200 petrol, rising to $102,900 for the E 220d (with M-B’s new-generation fourcylinder diesel engine) and topping out at $146,300 for the E 350d. The range will be joined by E 300 and E 400 4Matic models at the end of the year.
All E-class models have widescreen digital dashboard, Keyless-Go with hands-free access, 360-degree camera, steering wheel with touch control buttons, front electric seats with memory function, LED ‘‘high performance’’ headlights and stardust-effect LED tail lights.
All Kiwi versions also have the Driver Assistance Package Plus, which brings the full suite of
partially automated technologies developed for the new model.
The E-class has a new function called Active Emergency Stop Assist. While the new car will allow longer hands-off time while Drive Pilot functions are activated, if the driver fails to respond to the car’s prompts to take control of the wheel (what Haab calls a ‘‘misuse’’ safeguard’’), the car will slowly come to a stop and activate its hazard flashers.
The E-class is not ready to take over completely. Yet.