Autonomous vehicles (AV) are capable of producing massive amounts of real time and precise data. This data has the ability to present new business possibilities across a vast amount of markets. These possibilities range from simple applications to unprecedented use cases. With this in mind, the three main objectives we sought to accomplish in our thesis were to: Understand if there is monetization potential in autonomous vehicle data Create a financial model of what detailing the viability of AV data monetization Discover how a particular company (Company X) can take advantage of this opportunity, and outline how that company might access this autonomous vehicle data. First, in order to brainstorm how this data could be monetized, we generated potential use cases, defined probable customers of these use cases, and how the data could generate value to customers as a means to understand what the "price" of autonomous vehicle data might be. While we came up with an extensive list of potential data monetization use cases, we evaluated our list of use cases against six criteria to narrow our focus into the following five: Government, Insurance Companies, Mapping, Marketing purposes, and Freight. Based on our research, we decided to move forward with the insurance industry as a proof of concept for autonomous vehicle data monetization. Based on our modeling, we concluded there is a significant market for autonomous vehicle data monetization moving forward. Data accessibility is a key driver in how profitable a particular company and their competitors can be in this space. In order to effectively monetize this data, it would first be important to understand the method by which a company obtains access to the data in the first place. Ultimately, based on our analysis, Company X has positioned itself well to take advantage of the new trends in autonomous vehicle technology. With more strategic investments and innovation, Company X can be a key benefactor of this unprecedented space in the near future.

Autonomous vehicles (AV) are capable of producing massive amounts of real time and precise data. This data has the ability to present new business possibilities across a vast amount of markets. These possibilities range from simple applications to unprecedented use cases. With this in mind, the three main objectives we sought to accomplish in our thesis were to: 1. Understand if there is monetization potential in autonomous vehicle data 2. Create a financial model of what detailing the viability of AV data monetization 3. Discover how a particular company (Company X) can take advantage of this opportunity, and outline how that company might access this autonomous vehicle data.

As autonomous vehicle development rapidly accelerates, it is important to not lose sight of what the worst case scenario is during the drive of an autonomous vehicle. Autonomous vehicles are not perfect, and will not be perfect for the foreseeable future. These vehicles will shift the responsibility of driving to the passenger in front of the wheel, regardless if said passenger is prepared to do so. However, by studying the human reaction to an autonomous vehicle crash, researchers can mitigate the risk to the passengers in an autonomous vehicle. Located on the ASU Polytechnic campus, there is a car simulation lab, or SIM lab, that enables users to create and simulate various driving scenarios using the Drive Safety and HyperDrive software. Using this simulator and the Window of Intervention, the time a driver has to avoid a crash, vital research into human reaction time while in an autonomous environment can be safely performed. Understanding the Window of Intervention is critical to the development of solutions that can accurately and efficiently help a human driver. After first describing the simulator and its operation in depth, a deeper look will be offered into the autonomous vehicle field, followed by an in-depth explanation into the Window of Intervention and how it is studied and an experiment that looks to study both the Window of Intervention and human reactions to certain events. Finally, additional insight from one of the authors of this paper will be given documenting their contributions to the study as a whole and their concerns about using the simulator for further research.

By 2030, annual global automobile production is projected to reach over 110 million vehicles with an increasing quantity having autonomous capabilities. Based on this trend, Company X is poised to drive profits by leveraging advancing technology from their subsidiary to gain significant market share within the AV industry. This will solidify Company X’s position as a key player and leader within the AV industry, which is expected to grow to $7 trillion by 2050, and Company X can achieve this by providing a technology suite including a systems on a chip to auto manufacturers and creating partnerships in the technology and automotive industry.

The focus of this study was to address the problem of prohibitively expensive LiDARs currently being used in autonomous vehicles by analyzing the capabilities and shortcomings of affordable LiDARs as replacements. This involved the characterization of affordable LiDARs that are currently available on the market. The characterization of the LiDARs involved testing refresh rates, field of view, distance the sensors could detect, reflectivity, and power of the emitters. The four LiDARs examined in this study were the Scanse, RPLIDAR A2, LeddarTech Vu8, and LeddarTech M16. Of these low cost LiDAR options we find the two best options for use in affordable autonomous vehicle sensors to be the RPLIDAR A2 and the LeddarTech M16.

In the next decade or so, there will be a shift in the industry of transportation across the world. Already today we have autonomous vehicles (AVs) tested in the Greater Phoenix area showing that the technology has improved to a level available to the public eye. Although this technology is not yet released commercially (for the most part), it is being used and will continue to be used to develop a safer future. With a high incidence of human error causing accidents, many expect that autonomous vehicles will be safer than human drivers. They do still require driver attention and sometimes intervention to ensure safety, but for the most part are much safer. In just the United States alone, there were 40,000 deaths due to car accidents last year [1]. If traffic fatalities were considered a disease, this would be an epidemic. The technology behind autonomous vehicles will allow for a much safer environment and increased mobility and independence for people who cannot drive and struggle with public transport. There are many opportunities for autonomous vehicles in the transportation industry. Companies can save a lot more money on shipping by cutting the costs of human drivers and trucks on the road, even allowing for simpler drop shipments should the necessary AI be developed.Research is even being done by several labs at Arizona State University. For example, Dr. Spring Berman’s Autonomous Collective Systems Lab has been collaborating with Dr. Nancy Cooke of Human Systems Engineering to develop a traffic testbed, CHARTopolis, to study the risks of driver-AV interactions and the psychological effects of AVs on human drivers on a small scale. This testbed will be used by researchers from their labs and others to develop testing on reaction, trust, and user experience with AVs in a safe environment that simulates conditions similar to those experienced by full-size AVs. Using a new type of small robot that emulates an AV, developed in Dr. Berman’s lab, participants will be able to remotely drive around a model city environment and interact with other AV-like robots using the cameras and LiDAR sensors on the remotely driven robot to guide them.
Although these commercial and research systems are still in testing, it is important to understand how AVs are being marketed to the general public and how they are perceived, so that one day they may be effectively adopted into everyday life. People do not want to see a car they do not trust on the same roads as them, so the questions are: why don’t people trust them, and how can companies and researchers improve the trustworthiness of the vehicles?

System and software verification is a vital component in the development and reliability of cyber-physical systems - especially in critical domains where the margin of error is minimal. In the case of autonomous driving systems (ADS), the vision perception subsystem is a necessity to ensure correct maneuvering of the environment and identification of objects. The challenge posed in perception systems involves verifying the accuracy and rigidity of detections. The use of Spatio-Temporal Perception Logic (STPL) enables the user to express requirements for the perception system to verify, validate, and ensure its behavior; however, a drawback to STPL involves its accessibility. It is limited to individuals with an expert or higher-level knowledge of temporal and spatial logics, and the formal-written requirements become quite verbose with more restrictions imposed. In this thesis, I propose a domain-specific language (DSL) catered to Spatio-Temporal Perception Logic to enable non-expert users the ability to capture requirements for perception subsystems while reducing the necessity to have an experienced background in said logic. The domain-specific language for the Spatio-Temporal Perception Logic is built upon the formal language with two abstractions. The main abstraction captures simple programming statements that are translated to a lower-level STPL expression accepted by the testing monitor. The STPL DSL provides a seamless interface to writing formal expressions while maintaining the power and expressiveness of STPL. These translated equivalent expressions are capable of directing a standard for perception systems to ensure the safety and reduce the risks involved in ill-formed detections.

Preventive maintenance is a practice that has become popular in recent years, largely due to the increased dependency on electronics and other mechanical systems in modern technologies. The main idea of preventive maintenance is to take care of maintenance-type issues before they fully appear or cause disruption of processes and daily operations. One of the most important parts is being able to predict and foreshadow failures in the system, in order to make sure that those are fixed before they turn into large issues. One specific area where preventive maintenance is a very big part of daily activity is the automotive industry. Automobile owners are encouraged to take their cars in for maintenance on a routine schedule (based on mileage or time), or when their car signals that there is an issue (low oil levels for example). Although this level of maintenance is enough when people are in charge of cars, the rise of autonomous vehicles, specifically self-driving cars, changes that. Now instead of a human being able to look at a car and diagnose any issues, the car needs to be able to do this itself. The objective of this project was to create such a system. The Electronics Preventive Maintenance System is an internal system that is designed to meet all these criteria and more. The EPMS system is comprised of a central computer which monitors all major electronic components in an autonomous vehicle through the use of standard off-the-shelf sensors. The central computer compiles the sensor data, and is able to sort and analyze the readings. The filtered data is run through several mathematical models, each of which diagnoses issues in different parts of the vehicle. The data for each component in the vehicle is compared to pre-set operating conditions. These operating conditions are set in order to encompass all normal ranges of output. If the sensor data is outside the margins, the warning and deviation are recorded and a severity level is calculated. In addition to the individual focus, there's also a vehicle-wide model, which predicts how necessary maintenance is for the vehicle. All of these results are analyzed by a simple heuristic algorithm and a decision is made for the vehicle's health status, which is sent out to the Fleet Management System. This system allows for accurate, effortless monitoring of all parts of an autonomous vehicle as well as predictive modeling that allows the system to determine maintenance needs. With this system, human inspectors are no longer necessary for a fleet of autonomous vehicles. Instead, the Fleet Management System is able to oversee inspections, and the system operator is able to set parameters to decide when to send cars for maintenance. All the models used for the sensor and component analysis are tailored specifically to the vehicle. The models and operating margins are created using empirical data collected during normal testing operations. The system is modular and can be used in a variety of different vehicle platforms, including underwater autonomous vehicles and aerial vehicles.

Currently, autonomous vehicles are being evaluated by how well they interact with humans without evaluating how well humans interact with them. Since people are not going to unanimously switch over to using autonomous vehicles, attention must be given to how well these new vehicles signal intent to human drivers from the driver’s point of view. Ineffective communication will lead to unnecessary discomfort among drivers caused by an underlying uncertainty about what an autonomous vehicle is or isn’t about to do. Recent studies suggest that humans tend to fixate on areas of higher uncertainty so scenarios that have a higher number of vehicle fixations can be reasoned to be more uncertain. We provide a framework for measuring human uncertainty and use the framework to measure the effect of empathetic vs non-empathetic agents. We used a simulated driving environment to create recorded scenarios and manipulate the autonomous vehicle to include either an empathetic or non-empathetic agent. The driving interaction is composed of two vehicles approaching an uncontrolled intersection. These scenarios were played to twelve participants while their gaze was recorded to track what the participants were fixating on. The overall intent was to provide an analytical framework as a tool for evaluating autonomous driving features; and in this case, we choose to evaluate how effective it was for vehicles to have empathetic behaviors included in the autonomous vehicle decision making. A t-test analysis of the gaze indicated that empathy did not in fact reduce uncertainty although additional testing of this hypothesis will be needed due to the small sample size.

The purpose of this thesis was to design a market entrance strategy for Company X to enter the microcontroller (MCU) market within the Internet of Things (IoT). The five IoT segments are automotive; medical; retail; industrial; and military, aerospace, and government. To reach a final decision, we will research the markets, analyze make versus buy scenarios, and deliver a financial analysis on the chosen strategy. Based on the potential financial benefits and compatibility with Company X's current business model, we recommend that Company X enter the automotive segment through mergers & acquisitions (M&A). After analyzing the supply chain structure of the automotive IoT, we advise Company X to acquire Freescale Semiconductor for $46.98 per share.