It will focus on three categories -- conditional assistance, high assistance and fully automated self-driving. Forward Collision Warning: Sensors will detect and warn the car's systems of a potential collision and help minimize loss of life. Automatic Emergency Braking: In case of an imminent collision, the car's systems will apply brakes automatically. Pedestrian Automatic Emergency Braking: The cars' sensors will especially detect pedestrians and warn the human driver inside, along with the car's systems and brakes will be automatically applied to ensure the pedestrians' safety.
A Ford Fusion development vehicle equipped with autonomous controls, seen at a test facility Tuesday in Ann Arbor, Mich. A Ford Fusion development vehicle equipped with autonomous controls, seen at a test facility Tuesday in Ann Arbor, Mich. The Department of Transportation released its revised guidelines on automated driving systems Tuesday, outlining its recommended -- but not mandatory -- best practices for companies developing self-driving cars. On the same day the new plan relaxed guidance on Level 2 vehicles, the National Transportation Safety Board faulted a Tesla automated driving system for playing a "major role" in a collision that killed its test driver last year. "Just as the NTSB says the government and industry should be stepping up its efforts to ensure the safety of Level 2 automated vehicles," he added, "the Department of Transportation and Secretary Chao are rolling back their responsibility in that space."
Under those guidelines, automakers and technology companies will be asked to voluntarily submit safety assessments to the U.S. Department of Transportation, but they don't have to do it. Last week, the House of Representatives passed a bill that eventually would let automakers each put as many as even if some features don't meet current safety standards set by the National Highway Traffic Safety Administration. The new standards replace guidelines published by the Obama administration in September 2016 that asked automakers to voluntarily submit reports on a 15-point "safety assessment." The new "Vision for Safety" advises state officials to remain technology-neutral and not favor traditional automakers over technology companies; to remove regulatory barriers that keep driverless cars off the roads; and to make the federal Transportation Department's voluntary recommendations into law.
Odds are that we'll see autonomous cars on the road sooner rather than later, thanks to this bill and new voluntary guidance The US Department of Transportation and the National Highway Traffic Safety Administration (NHTSA). The governmental agencies released new guidelines on Tuesday that provide federal guidance for automated driving systems to both individual states and businesses. "The safe deployment of automated vehicle technologies means we can look forward to a future with fewer traffic fatalities and increased mobility for all Americans." Called "A Vision for Safety 2.0," the voluntary guidelines build on the previous policy by focusing on the next three levels of automated driving systems (ADSs): conditional assistance, high assistance, and fully automated systems.
The bill does not include legislation regarding autonomous big-rig trucks, however, so the Senate Committee on Commerce, Science, and Transportation is planning a hearing for September 13th to discuss potential implications for self-driving commercial vehicles. According to a Senate press release, "Transportation Innovation: Automated Trucks and our Nation's Highways ... will examine the benefits of automated truck safety technology as well as the potential impacts on jobs and the economy. The hearing is sponsored by Senator John Thune of South Dakota and will include testimony from the chief of the Colorado State Patrol, Colonel Scott G Hernandez, Navistar's CEO Troy Clarke, National Safety Council CEO Deborah Hersman and CEO of the American Trucking Associations, Chris Spear. Colorado's autonomous impact protection vehicle is set to protect road workers, Einride's self-driving elecrtic vehicle can transport 15 pallets and of course Uber and Waymo continue to try and one-up each other with self-driving big rigs.
Assuming Tesla can figure out how to make battery tech work for long-haul trucking (no easy feat), adding autonomy to the equation makes perfect sense. Tesla joins a long list of enterprises working on autonomous long-haul trucking, including Uber, Google spinoff Waymo, Volvo, Daimler, the US Army, and a small horde of startups. The great news is that the technological challenge of making a truck drive itself on the highway is relatively simple. Of Course Google's Waymo Is Building Self-Driving Trucks You Don't Have to Wait for Tesla to Get Your Electric Pickup Truck In the tugboat model, a human drives the truck from the terminal or depot to a staging area on the highway, then turn things over to the computer.
However, when testing autonomous vehicles, tech companies usually deploy a human overseer to make sure the car doesn't go rogue and starts running over old ladies crossing the street. But fear not, because NBC 4's transportation reporter Adam Tuss decided to investigate. There is somebody behind the seat," a super-excited Tuss said while filming the bizarre episode: This is one of the strangest things I've ever seen @nbcwashington @ARLnowDOTcom pic.twitter.com/8ipKEnkeiq Here's me trying to talk to a man in a car seat costume @nbcwashington pic.twitter.com/e5humOM7uS I'm with the news, dude," Tuss tried to ask the driver, who was holding he wheel low, sunk into his own seat.
The modern day equivalent of the Middle Age myth of the headless horseman -- the demonic fairy who rode around carrying his own head -- may just be some guy in a drivers' seat costume. Motorists in Arlington, Virginia, this week were shocked by an eery sight when their curious gaze landed in the drivers' seat of a grey van sharing the roadways with them. Instead, he was a part of a study being conducted on driverless cars by the Virginia Tech Transportation Institute. Arlington was chosen as a testing ground because the city and area has been identified as a potential test ground for real driverless cars, which are currently being developed and tested in the United States.
The University of Michigan opened the $6.5m, 32 acres Mcity, the world's first controlled environment specifically designed to test the potential of connected and automated vehicle technologies that will lead the way to mass-market driverless cars Ford has become the first major car maker test autonomous vehicles at Mcity – the full-scale simulated real-world urban environment at the University of Michigan. Occupying 32 acres at the University's North Campus Research Complex, M City includes approximately five lane-miles of roads with intersections, traffic signs and signals, sidewalks, benches, simulated buildings, street lights and obstacles Occupying 32 acres at the University's North Campus Research Complex, it includes approximately five lane-miles of roads with intersections, traffic signs and signals, sidewalks, benches, simulated buildings, street lights, and obstacles such as construction barriers. For the most part, self-driving cars will be ready for the open road long before the open road is ready for them. That's true for the private companies designing and building self-driving cars, and for the taxpayer-funded government agencies that design and build the roads on which they'll drive.
"If you had 50 different requirements for 50 different states, each state (might do it) different," said Chan Lieu, an adviser to the Self-Driving Coalition for Safer Streets, whose members include former Google driverless car project Waymo, automakers Ford and Volvo and ride-hailing firms Uber and Lyft. "That has been our challenge since Day One," said Jessica Gonzalez, spokesperson for the California Department of Motor Vehicles, which recently proposed revised rules in a state home to several tech giants that are developing self-driving car technology, such as Google, Apple, Uber and Tesla. So we see all the advantages to it, but at the same time we're tasked with making sure this technology is safe," In March, California regulators introduced a pathway to obtain permits for driverless car testing after initially signaling last year that it would require a steering wheel and brake pedals in all test vehicles. "The U.S. still runs the risk of slowing down the development and introduction of autonomous driving technologies by making it difficult for carmakers to test, develop, certify and sell" self-driving cars, said Anders Karrberg, Volvo's vice president of government affairs.