“This prompted our creation of a new division, Intelligent Mobility, which I head in North America. “Over the past few years, we’ve had an increasing amount of customer activity in the ADAS, AV, and data-collection space,” Tasky said.
Most recently, the company turned its attention to automated-driving systems. More than 40 years after its founding, the FEV Group continues to expand its engineering-services portfolio beyond its traditional powertrain focus, to keep pace with the industry’s shifts into electrification, alternative fuels and connectivity. “It was just another point of learning for them and for our algorithms,” he said. An impending collision was averted by the quick-reacting FEV engineers, Tasky noted. And it was those white stripes that the fast-approaching FEV test car’s sensor array locked on to, “thinking” it was a new lane. The truck had reflective white stripes painted on the back of its cab. The truck, possibly a recovery vehicle, was covering the lane line.” Then a flatbed truck appeared, parked in front of the car. To cite just one example, our guys were road-testing an ADAS system in Europe when they noticed, in the distance, a car parked on the side of the road. “Lots of crazy scenarios that you could never envision. “Tackling the edge cases in ADAS and AV development is sometimes overwhelming,” Tasky told SAE’s Autonomous Vehicle Engineering. He cut his engineering teeth in the powertrain-test space before transitioning into his current role as director, Intelligent Mobility, at FEV North America. But it doesn’t compare to the often-bizarre edge cases that confront those testing automated-vehicle systems.
Tom tasky fev full#
Traditional powertrain testing can be full of challenges. Because of the complexity of the AV safety challenge, you can’t do it all in the physical world and you can’t do it all in simulation.”
0 kommentar(er)
