Together with robots (19459004), butlers, large-format televisions and inadequately disinfected wearables, which have been tried on by countless hordes, self-driving demonstrations have become an integral part of CES. During the show on Las Vegas, the Strip, hotel parking lots and side streets, robotic vehicles with rotating sensors on the roof, pods with sparkling logos and even autonomous Lyfts can be found. Usually these demos go the same way: you sit in the back and try to find out what you can from a carefully staged ride.
So it was strange to find myself in the driver's seat of a Lincoln MKZ this week, which contained a full self drive, sensors and bold logos. And I was told that I would not only have to drive, but that I would be monitored for my concentration, my confidence and my emotional state.
This metallic blue sedan is the learning intelligent vehicle and the computer and I will drive it together, which many serious players in the field of self-driving now do not consider as complete autonomy, but is a realistic near-end goal.
This gradual approach to autonomy, where the machine is gradually taking over the work of driving, began to go out of fashion in 201
However, mastering the landing of this lunar blast has proved to be difficult, even in carefully prescribed areas, like the suburbs of Phoenix where Waymo operates. The step-by-step approach, which builds on short-term attainable capabilities, is experiencing a comeback with a focus on human-machine interaction.
"The expectations that the industry had are now being clearly suppressed," says Nishant Batra, Chief Technology Officer of Veoneer, who has built the training Intelligent Vehicle or LIV 3.0: Veoneer broke away from safety-oriented supplier Autoliv in 2018 to focus on self-driving and driver assistance functions: "The big thing – I want Say no hype – but the expectation that it's about full autonomy does not come through, "says Batra. But smaller steps towards autonomy could improve safety and comfort for drivers in the here and now.
In fact, many autonomous companies in Las Vegas say this week that motorists must expect the assistance functions that require human interaction or oversight first. They use the same sensors and software products as more powerful cars, but they can currently be certified and put on the market. "The industry has realized that this elephant needs to be eaten in smaller bites," says Batra.
One of the first sips monitors the driver for distraction. During my voyage, Veoneer engineer Constantin Coestr asks me to drive the gun to name every landmark I drive by. Seems easy enough. "The Eiffel Tower, Walmart Sydney Opera House," I shout, "Cher Elvis, that's hard." Although you could probably see on a typical trip through Vegas facsimiles of these things (maybe with a real Walmart), we're on one Closed circuit behind the congress center, past painted signs and inflatable buildings. "You drive too slowly," says Coestr, but as I try to focus on the world outside and keep up on the street, a female robot voice blares out Speakers.
"They seem to be distracted," it says. "I'll take over. Autonomous driving active. "Bright green LEDs light up on the edge of the steering wheel and the car starts to drive automatically. Discouraged, but relieved, I lean back and enjoy the view. Oh, there is the White House!
This is a core feature of LIV. With an infrared camera above the center stack, the car's computer monitors the driver, looking for distraction or confusion or even anger or luck by interpreting face and head position and pupil size. If you notice that you are distracted, you should let it take over. If you really have problems – like me – it just takes over. Veoneer calls this "collaborative driving". This is the system that most car buyers will experience long before they can drive in a completely autonomous car. So if Veoneer can persuade automakers to deal with it.
Regardless of what Veoneer breaks through, drivers already have access to systems such as the Tesla Autopilot and Cadillac Supercruise that command driving on the highway but require constant human surveillance. Progress will eventually demote the human from overseer to backup, because when the computer encounters conditions he can not cope with. And as the human role diminishes, the mechanisms for transferring control must become increasingly sophisticated.
"The industry must now really be responsible and mature," says Dennis Nobelius, CEO of Zenuity, a joint venture auto-olive and Volvo designed to develop autonomous features and driver assistance capabilities. "You have to be very clear that the driver is now responsible or the car is now responsible," he says. "We do not know exactly what it looks like today." Collaborative systems like the LIV, which provide help where and where they can, are one possibility.
My drive in Veoneer's car was not perfect. For example, the automated system called every stop sign. I prefer the old-fashioned way of seeing them with my eyes. Finally, the engineers say the computer would learn that the memories irritate and stop me. (In my case, the best driver monitoring would pick up eye rolls and clenched teeth.)
However, the demo has shown that there are ways to improve my interaction with a car and the environment. And it has been shown that as long as it takes to drive everything, the car does not have to wait so long to put some of the work on the machine.
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