In autonomous vehicle remote control Technical advances are making transport safer and more efficient by using systems. Vehicles talk to each other and road signs, and developing self-driving cars (ADS).
These technologies can reduce accidents and are better for the environment. They can make delivering goods faster and more flexible. But, using robots for driving does bring new risks, like computer errors and delays.
As autonomous vehicle remote control, humans won’t disappear from the system. They will shift to managing things from afar, like planning routes and helping with sudden situations through remote operations. This means a person in a control room could oversee multiple vehicles, which saves money.
However, the remote operators must work well with the automated systems. To keep things running well and safe. This teamwork needs good design to avoid mistakes. Make sure the operator can always understand what’s happening with the vehicles. Other areas like ships and air traffic control are already using remote operations. There is a lot we can learn from them to improve road transport.
Autonomous vehicle remote control and monitoring system
Background:
This talks about autonomous vehicles, which have different levels of independence. It then covers autonomous vehicle remote control operations, which include driving from afar, helping out, and overseeing. To close, it looks at how remote control is used in planes, ships, and cars. Today, it is showing what’s new and how it works.
Autonomous trucks:
Self-driving trucks can drive without any help from people. This can lead to rarer accidents. Since humans often make mistakes while going. These trucks can save money, work more efficiently, and plan better. They’re designed to handle everything on a long trip, like driving on highways or in cities and doing tasks like picking up and delivering goods.
But, right now, they need help doing everything and only managing parts of these tasks. The system in these automobiles, called ADS, uses hardware and software. Control the truck, plan moves, and react to things happening on the road. The text also mentions that the next part will discuss how these trucks are used in Sweden. There are different levels of how much they can do by themselves.
Levels of automation The SAE automation taxonomy:
The SAE levels 0 to 5 show how cars move from no automation to full AV. Levels 0 to 2 need a driver; levels 3 to 5 increase automation. The vehicle does more driving on its own as levels go up.
Level 0: no driving automation:
Level 0 means the car does not drive itself at all. The person driving controls everything. The vehicle might beep to warn about obstacles, but it doesn’t help drive.
Level 1: driver assistance:
At Level 1, the car helps with driving, like speeding up or slowing down and steering. But, the driver still does most of the work and must watch the vehicle’s actions. Adaptive cruise control is an example.
Level 2: semi-automatic driving:
The system helps with some driving tasks like speeding up or steering. Yet, the driver still oversees it and does most tasks. Tesla Autopilot and Volvo Pilot Assist are examples of this semi-auto driving level.
Level 3: limited self-driving automation:
At Level 3, the car only drives in certain areas and conditions. If it leaves these areas, the driver must take over. The car alerts the driver when help is needed. Mercedes-Benz Drive Pilot is an example of this technology.
Level 4: high driving automation:
At Level 4, the car drives itself in specific areas. It warns the driver when nearing area limits but doesn’t ask for help unless. The driver chooses to take over. The system handles problems by itself. Only when manual driving starts the driver becomes legally responsible. Examples include Cruise and Waymo.
Level 5: full driving automation:
At Level 5, the vehicle can drive itself everywhere, in all situations. This is fully autonomous, like Level 4, but without area limits. So far, no company has released a car that can do this.
Remote operations:
Autonomous vehicle remote control operations mean controlling a vehicle from afar, not being inside. This idea is relatively new for trucks on roads. As a rule, the operator watches and helps just when needed. But it’s more common in the air and travel by water, with operators doing more complex tasks like managing air or sea traffic from a distance. The goal is to bring these advanced managing skills to trucking. So, in the future, remote operators will do more than step. During dangers, they’ll also manage the truck fleet.
With autonomous vehicle remote control, humans are still necessary. Waymo, a company with self-driving taxis, says fully AVs that fix all problems themselves are doubtful. This means humans will always need to be involved to solve unexpected issues. Keeping humans in remote control is essential for all right introducing, self-driving vehicles, and public roads. Remote operations are seen as necessary for the future of AVs and trucks.
Modes in remote operations:
Driving involves different thinking levels. Planning routes (strategic), deciding when to overtake (tactical), and steering, or braking (operational). Remote operations use these levels, too. They are offering remote driving and remote assistance.
Remote driving means the remote operator RO straight controls the vehicle. They are handling both tactical and operational tasks. This is not considered autonomous driving. Remote assistance, on the other hand, involves the RO helping the independent driving system (ADS) by planning routes or suggesting actions, touching on tactical and strategic thinking.
There is also remote management, where the RO looks into system errors and manages a fleet, focusing on planned decisions. This shift from direct control remote driving to planning and managing remote assistance and management. Mirrors the shift from hands-on driving to overseeing and guiding.
Autonomous vehicle remote control operations match different levels of vehicle automation. Remote driving fits with levels 0-2 of automation, where the ADS assists the RO. It can also work at level 3, where the ADS might ask the RO to take over. At level 4, remote assistance and management become more relevant. They are focusing on strategic oversight rather than direct control.
ROs need to switch between these modes based on the situation. Constantly aware of their current role and the vehicle’s automation level.
State-of-the-art in remote operations:
Autonomous vehicle remote control operations are expanding into many areas. Overall, aviation and maritime are where much research has been done. Automated vehicles on land, like taxis, buses, and trucks, are also starting to be controlled from afar; this includes trucks in mines and perhaps soon on public roads. This piece discusses how different fields explore remote operations and gives examples of projects working on it.
Aviation:
In aviation, remote operations allow a single air traffic control tower (ATC-T). To manage multiple airports at once. Since 2015, Sweden has used this technology, which the Swedish Civil Aviation Administration and Saab AB developed. To control two northern airports, enhancing efficiency and cutting costs. Alike, Norway’s largest remote ATC-T has been running six small airports since 2021, with plans to expand.
These systems use cameras and digital tools to monitor and communicate with aircraft, just like traditional ATC-Ts but with more advanced technology. In Sweden, air traffic control officers (ATCOs) work in pairs. They are focusing on tactical and strategic tasks to manage air traffic well.
Unscrewed aerial vehicles (UAVs) and drones are another focus of remote operations. They can fly with remote guidance, often requiring human oversight for route adjustments or emergencies. Research is exploring how to manage fleets of UAVs, similar to air traffic control. Including remote assistance through waypoints for navigation.
Maritime:
Autonomous ships can help reduce environmental damage and improve shipping efficiency. They also address the need for more seafarers by allowing more shipments with fewer people. The MUNIN project is supported by the European Commission and developed a system for controlling ships in the least from a shore-based Remote Operations Center (ROC). This system includes technology for the ships to sail in competition and for the ROC to monitor and control—those using cameras and sensors.
The ROC oversees a fleet, stepping in to control a ship by hand when necessary, such as in bad weather and crowded areas. Roles within the ROC include a leading operator for high-level commands and an engineer for technical support—a team for direct ship control. Projects like the YARA Birkeland and ASKO’s grocery distribution vessels show real-world applications with their operations. Managed by Masterly, planning routes, handling emergencies, and supporting decision-making.
Ground-based AVs:
Remote mining, construction, and agriculture operations are growing, with companies like ABB leading the way. These operations use a Remote Operations Center to monitor. Sometimes, they control autonomous trucks and other equipment. Operators in the ROC work nearby with people on-site. To ensure everything runs well, use radios and digital tools to communicate.
This approach is also moving towards public roads, aiming to make road freight safer and more efficient. Companies are exploring how to blend remote management with the ability to drive vehicles as needed.
The HAVOC project in Sweden tested a system that lets operators manage a fleet of vehicles. And assist them alone, like helping with route changes to avoid obstacles. The system showed that how it’s designed can influence operator decisions. Such as making it too easy to approve automated suggestions without a thorough review.
Operators should have control over viewing angles for better situational awareness. Be able to communicate with people near the vehicles and receive well-prioritized and noticeable alarms. It’s also crucial for an operator to be able to stop all operations. Fast in an emergency and always know the status of the vehicle’s safety.
