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在年初的CES上，Mobileye的Amnon Shashua發(fā)表了題為“Mobileye: Now, Next, Beyond.”的演講。
Shashua大叔好帥
Shashua的主要觀點(diǎn)是在全范圍的ODD（operational design domain）中適用Eyes-off駕駛，包括高速公路和干路、鄉(xiāng)村和城市道路。他說：“You can go to sleep. You can do whatever you like.”
演講中沒有討論法律責(zé)任、自動(dòng)駕駛的國際法規(guī)，以及VRU（vulnerable road user）在eyes-off駕駛技術(shù)下的安全問題。
讓我們仔細(xì)讀一下Mobileye的這次演講，并看一下Shashua的一些主張。
Eyes/Hands-on/off, No driver
視頻的11:12開始，Shashua宣布Mobileye與SAE國際標(biāo)準(zhǔn)J3016中描述的駕駛自動(dòng)化水平存在分歧。
The discourse today is Level 2, Level 3, Level 4. This taxonomy is good for engineers, it’s not good to talk about in a product-oriented language. We created our own language which says there is “eyes-on/eyes-off,” there is “hands-on/hands-off,” there is “a driver or no driver.”
他繼續(xù)說：When you have an eyes-off system, there is no need to expect a driver to do anything. It means that, say you have a hands-off/eyes-off system designed for a highway ODD. You punch in an address, once you get onto a highway, you can let go – legally. That’s the whole idea of eyes-off. You can go to sleep. You can do whatever you like.
Shashua繼續(xù)解釋說，一旦汽車駛出了最后一條公路，到達(dá)ODD的邊緣，就需要駕駛員重新控制，但并不依賴于此。
It needs to have the mechanism to stop safely on the side. This is called Minimum Risk Maneuver. But stop on the shoulder, not stop in-lane. Stopping in-lane is not safe, or not sufficiently safe.
他總結(jié)說：Once it’s activated, the driver doesn’t need to do anything because the car can, once it finishes the ODD, exit and stop on the shoulder.
請(qǐng)注意“driver”一詞的模糊性。顯然，Shashua將其描述為人類駕駛員，同時(shí)描述了駕駛員執(zhí)行駕駛?cè)蝿?wù)。沒有討論責(zé)任的問題。
從Eyes-off到Eyes-on
從14:10開始，Shashua解釋了一個(gè)Hands-off/Eyes-on系統(tǒng)的運(yùn)行：When talking about the hands-off/eyes-on system, this is an interaction between man and machine. If you have a good driver monitoring system, with the camera watching the driver, then you can create a very good interaction between man and machine, in which the man or woman is supervising the machine. This interaction creates a high level of safety.
然后，他轉(zhuǎn)向了Eyes-off系統(tǒng)：
Today we’re very busy, the roads are very congested. I want to navigate from Point A to Point B. 90 percent of the time is within the ODD of the eyes-off. I activate it and read a book. It buys back time. A very different value proposition.
Shashua接著提出了最大膽的主張：
Of course, it increases safety because the system is at a higher safety than a human. So, it also increases safety, but really the value proposition, why do you want to pay money for it beyond increasing safety, is the fact you buy your time back.
然后他試圖在稍后的演講中解釋這些陳述。
ODDs
從16:30開始，Shashua描述了Mobileye的ODD路線圖。
When we talk about eyes-off, there are ODDs. Highway only, below 60 kilometers per hour (kph), in lane. So, the car does not change lane. Many carmakers are introducing this kind of ODD in the next few years. Second ODD is the same thing, but up to 130kph.
The next ODD is the car can go on-ramp, off-ramp autonomously. You punch in an address, and to navigate to that address you need to go through five different highways. The system would do this autonomously. Next ODD you add arterial roads with traffic lights and then with signal traffic, signal junctions. The next one is rural.
Shashua提到了各種類型的ODD，但他沒有描述法律責(zé)任，也沒有提供自動(dòng)駕駛的定義。
顯然，自動(dòng)駕駛系統(tǒng)必須對(duì)其駕駛決策負(fù)責(zé)，否則它就不是自動(dòng)駕駛。
他沒有討論允許在各類公共道路上自動(dòng)駕駛的國際法規(guī)。讓我們簡(jiǎn)單回顧一下最重要的一個(gè)。
《聯(lián)合國自動(dòng)車道保持系統(tǒng)條例》第157條于2021年1月生效，允許最高時(shí)速60公里。2022年6月，該規(guī)定擴(kuò)展至允許“自動(dòng)駕駛最高時(shí)速為130公里”。
第157條規(guī)定：
ALKS can be activated under certain conditions on roads where pedestrians and cyclists are prohibited and which, by design, are equipped with a physical separation that divides the traffic moving in opposite directions and prevent traffic from cutting across the path of the vehicle.
17:30 Shashua說：
The useful tipping point is when it’s highways, on- and off-ramp, up to 130kph. Anything below that is not that useful. So, the useful tipping point is starting from ODD 3 in this chart.
因此，盡管Shashua聲稱，目前尚不清楚ODD 4、5和6的國際法律地位，在演示中也沒有提供進(jìn)一步的細(xì)節(jié)。
Shashua還暗示將其與特斯拉的FSD和通用的Ultra Cruise進(jìn)行比較，這兩種系統(tǒng)都要求人類監(jiān)督者對(duì)機(jī)器駕駛員的決定負(fù)責(zé)，并且要求人類始終保對(duì)道路的關(guān)注。
然后，演講從ODD轉(zhuǎn)向討論一個(gè)好的Eyes-off解決方案的特性。Shashua說：
The first, it has to be useful. If it’s not useful, then why go through this trouble? The second we call “no reproducible errors.” It means you cannot hide behind statistics. The third one is expansion of ODD.
先不論Shashua的觀點(diǎn)如何，一個(gè)好的Eyes-off系統(tǒng)需要具備以下屬性：
經(jīng)過驗(yàn)證，操作安全。
人類駕駛員既不能誤會(huì)也不能誤解他們?cè)诳拷黇RU的公共道路上操作該系統(tǒng)的法律責(zé)任。
人類在任何時(shí)候都能理解他們何時(shí)在駕駛車輛，何時(shí)在監(jiān)督駕駛車輛的機(jī)器。這種責(zé)任上的模糊被稱為“模式混淆”。
Mobileye的產(chǎn)品組合
24:58，Shashua介紹了Mobileye的產(chǎn)品組合：
On the left hand is the base and enhanced driving assist, this is front-facing camera. The third column is SuperVision. It has the resolution to do hands-off driving in a full ODD, but it doesn’t have the mean time between failure to allow eyes-off. The second column is what we call SuperVision Lite, only for highways.
正如所解釋的那樣，聯(lián)合國條例157只允許在雙向高速公路上運(yùn)行，并且只允許在行人和騎自行車等VRU禁行的道路上運(yùn)行。因此，“Full ODD SuperVision”的國際法律地位是不明確和無法解釋的。
Shashua繼續(xù)說：
In the fourth column and above is the eyes-off system. We call this the Chauffeur family. First highway on-/off-ramp. Then comes arterial and rural, then urban. Once we reach full ODD, it’s robotaxi, but we need to add tele-operation, which we do not need in consumer AV.
他重申了Eyes-off操作，并重申了全范圍ODD的路線圖。Shashua之前的評(píng)論強(qiáng)化了這一點(diǎn)：“You can go to sleep. You can do whatever you like.”
統(tǒng)計(jì)數(shù)字背后
從36:52開始，Shashua開始討論證明系統(tǒng)驗(yàn)證：
Talking about highway ODD, the requirement is 10^7 hours of mean time between failure. That means you need to prove the car will drive ten million miles without creating an accident.
請(qǐng)注意，他特別提到了“mean time between failure”和“without creating an accident”，而不是“沒有發(fā)生事故”。
他繼續(xù)說：
I need to prove to regulators, I need to prove to the public, that the system really meets that accuracy goal. So, we have three layers. The first two layers are “build,” the last layer is “prove.”
再次注意到，他仔提到了“證據(jù)”和“準(zhǔn)確性目標(biāo)”，而不是任何具體的安全問題，或者安全到什么程度才足夠安全。
接著，Shashua說了些幾乎沒啥意義的觀點(diǎn)：
The way we build a system is through complete redundancy. SuperVision is only cameras. As you saw, SuperVision can do full end-to-end autonomous driving, but it requires eyes on because it’s not sufficiently safe to say that I’m better than a human driver. So we have a subsystem of only cameras. A subsystem of only active sensors – each of them building an environmental model, a sensing state, completely separate from the other. Because we’re talking about different modalities. It looks like it’s statistically independent, I cannot prove it’s statistically independent and probably, maybe it’s 99.9% statistically independent, but not 100%. But if it were statistically independent, I can then take the product. So say I collect 10,000 hours of driving of real data to validate the camera-only subsystem. And then I collect 1,000 hours of real data to validate the radar/lidar system. If those were statistically independent, then the meantime between failure is the product. If they were completely independent – 10 to the seven (107). This claim will not stand in court, because I cannot prove this. Just like in aviation, you have redundancies. Nobody proves, nobody comes and claims that those redundant systems are statistically independent. You just create more and more redundant systems. So this is not a proving methodology, this is a building methodology. From a robustness point of view, it makes a lot of sense. So this is how we build the system.
同樣，Shashua沒有特別提到安全問題。從40:47開始他還說到了仿真，從43:54開始說到“影子模式”的作用。
Shashua的演講有很多吸引眼球的噱頭，但沒有討論責(zé)任、信任或安全。
記者請(qǐng)Mobileye就責(zé)任問題發(fā)表評(píng)論。他說：
Like all automotive suppliers, Mobileye works closely with customers to address liability concerns, taking into consideration different levels of autonomy, changing scope of ODD, drivers’ engagement and OEMs role. We anticipate that highly automated systems will require new approaches to liability, and our entire system architecture has been designed to develop and deploy driver assist and automation in a responsible, scalable, and transparent manner.
是不是還是很困惑？前不久，寶馬在高速公路上發(fā)生異常加速的事故，寶馬的CEO Oliver Zipse明確表示車廠不承擔(dān)任何責(zé)任，其它車廠也很可能同樣甩鍋。
