Mobility Innovation Summit 2025
"Mobility and transport are not only a location advantage, but also a job engine"
Interview with Prof. Dr.-Ing. Axel Hahn, Director of the Institute of Systems Engineering for Future Mobility at the German Aerospace Center (DLR) - about the current challenges facing the German automotive industry in automated driving and ways the industry can remain a technological leader in this field
Interview with Prof. Dr.-Ing. Axel Hahn, Director of the Institute of Systems Engineering for Future Mobility at the German Aerospace Center (DLR) - about the current challenges facing the German automotive industry in automated driving and ways the industry can remain a technological leader in this field
Professor Hahn, in your session, you discussed with Steffen Müller (Federal Ministry for Digital and Transport), Dr.-Ing. Sebastian Küchler (McKinsey & Company), and Dr. Volker Hartmann (Holon – Benteler) how the German automotive industry can remain a leader in automated driving. Where do you see the greatest priorities for action?
Hahn: Software and new electrical/electronic (E/E) architectures will play a key technological role for the entire vehicle, especially from the perspective of automated driving. But digital infrastructure and other key technologies such as embedded artificial intelligence and security procedures also require collaboration between all stakeholders beyond the automotive sector. Furthermore, in times of hybrid attacks and data protection, we must address the issue of cybersecurity more strongly.
Ultimately, the market and the industry can also be further developed through technology and investment incentives. New functionalities such as digital tickets in local public transport could lead to new applications and thus business models.
In your opinion, what are the drivers in the development of automated driving?
Hahn: In addition to the implementation of level 3 functions for passenger cars (editorial note: see explanation of the different levels below the text), there are two applications in particular that have high potential and clear business models for automated driving at levels 4 and 5: First and foremost, local public transport is an important driver for innovative and potentially disruptive mobility offerings. This increases the potential benefits of public transport, reduces the costs of the transport system, and contributes to meeting citizens' mobility needs.
Secondly, freight transport, which is not only of great importance for our economy, but also offers a great intrinsic incentive for automated driving due to efficiency gains and cost savings.
Where does automated driving technology reach its limits?
Hahn: I would rather call it challenges - and I see three functional ones and one methodological one. First, cooperation: Systems must work together with each other and with people. There is still a lot to be done to design cooperative systems. Second, context: The world is not digital and clean, but analog and often "dirty." This means that technical systems often fail to recognize or solve even seemingly simple things or problems. We must deal with this, identify risks, and reduce them. Automated systems must be able to accurately recognize their environment and their situation. There is still considerable potential in this area.
And finally, probably intelligence: Artificial intelligence has demonstrated the functional possibilities we have. We must further develop these possibilities, for example, in terms of self-learning and the possibility of new online solutions. And: We still need methods and tools that adequately protect reliability, safety, and efficiency gains, thus giving us all the feeling that we are in good hands in an automated vehicle.
No technological advantage without appropriate framework conditions - which technical regulations need to be adjusted to support the further development of automated driving in Germany and Europe?
Hahn: Specifically, further development of the legal framework will help. For example, uniform and clearly defined requirements are needed, especially for trial operations and real-world laboratories. Uniformly defined test procedures for approval processes, for example, would be advantageous. Fundamentally, the practical suitability of approval processes, laws, and regulations must be strengthened. Furthermore, more support is needed across Europe for cooperation in freight transport in order to implement new concepts and promote public transport through autonomous services.
Would you like to add another important aspect?
Hahn: Mobility and transport are important not only for us citizens, but also for our society and the economy. The necessary technologies, with their added value, must be developed and produced in Germany and Europe. This represents a huge opportunity: Because beneficial mobility and transport are not only a locational advantage, but also a job driver. To achieve this, we must succeed in transforming not only the mobility system, but also the automotive and mobility industries – in such a way that the saying continues to be: We are world leaders. This is our common task in a world of many challenges for OEMs and suppliers.
Editorial notes:
Level 3 describes highly automated driving, in which the car can drive independently under certain restrictions, without the need for human intervention. The driver no longer needs to continuously monitor the vehicle's longitudinal and lateral guidance. However, they must be able to take over the driving task again when prompted by the system.
Level 4 is fully automated driving, in which the vehicle takes over the entire driving task in specific use cases. The use cases include the road type, speed range, and environmental conditions. The capabilities and limitations define the operating range.
At Level 5, the vehicle's autonomy is no longer conditional. Unlike level 4, a level 5 vehicle operates completely autonomously under all conditions and everywhere.
Photo credits: VDA/Ch.Lietzmann/M.Schwarz
