It is no secret that a modern car is becoming a computer on wheels. Critical functions such as braking, steering, chassis dynamics are becoming- not just electronically enhanced, but electronically CONTROLLED by embedded software and electronics systems. Self-driving cars are not yet on New Zealand roads, but they do exist- and most of the enabling technology already exists to varying degrees in most modern vehicles.
Even in STUFF.co.nz Motoring section
Drive-by-Wire is not some futuristic concept. Drivers today are already “driving by wire” far more than they suspect.
Pressing the brake pedal simply starts a process controlled by electronics. The brakes can be applied even without the driver pressing the pedal. Steering on some new models is fly-by wire. Traction control, chassis control all have electronic systems that over-ride the driver.
Disability drive by wire control systems exist and are used in other countries. Using such systems, a driver can control steering, acceleration, braking all from a tiny joy-stick- just like the pilot of a modern jet fighter or airliner! At present there is no process to allow such systems in New Zealand, and they are ruled out by the Low Volume Vehicle Technical Association.
Driving with a joystick
Safety is also a key area that is electronically managed- a possible approaching collision can trigger self-actuating brakes, then arm airbags and seat-belt pretensioners according to tested protocols, activate safety systems in the event of an impact, and even send out an emergency message!
rightcar.govt.nz/protection-during-a-crash
There are International Standards such as ISO 26262 is a Functional Safety standard, titled “Road vehicles – Functional safety”
Modifications impinge on these Electronic Systems in many ways. Examples include seat and seat-belt modifications, disability adaptions, power train, suspension or brake modifications or changes, and structural modifications.
At present, all of this passes below the Low Volume radar- the Low Volume Vehicle Certifier may or may not identify modifications affecting electronic systems, and may or may not make a sensible decisions about whether the modification can be allowed, if so what the affects might be, and what actions should be taken to achieve a reasonably safe vehicle.
The Low Volume Vehicle Certifier may or may not not adequately understand the implications of the modifications.
The Low Volume Vehicle Certifier may or may not not document all of this for his own records, or may not document anything.
There is no guidance available, and no formal processes for a Low Volume Vehicle Certifier to follow.
The contingent liability for injuries of death could be high- It might be argued that a modification affected an electronic system to the extent of causing or contributing to an accident, or that the modification resulted in greater exposure of the vehicle occupants to Injury or death.
A formal process needs to be written as a “Low Volume Vehicle Standard” to ensure optimized vehicle safety, provide guidance to LVV Certifiers, and to protect all parties from potential legal action.
Such a Standard should follow steps such as : 1 Identify, 2 Quantify, 3 Justify, 4 Certify.
Now check out what a hacker can do:
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