Self-driving Technology by Google
Self-driving Technology by Google
Google's lobbying hard for his self-drive technology, but some features may not be legal
This year is full of great news about the progress of self-propelled cars. They are currently street legal in three states and Google says that on a certain day, they have a dozen autonomous cars on the road. In August they went 300,000 driver hours. In Spain this summer, Volvo drove a convoy of three cars through 200 kilometers of desert highway with only a driver and a police escort. Newest models of Cadillac self parking. Writing, one might think, is on the wall. But objects in the media more than they seem.
There is a wide gap between having a prototype and go to the market, and it is particularly gaping for anything with a combustion engine. The law has much to say about cars, especially about who is allowed to drive them, and answer any legal questions could easily take the rest of the decade. For example, if a self-propelled vehicle gets into a fender bender, who is liable for the damage? If a computer choose an animal or swerve hit the road? How does the DMV give a robot an eye exam?
Given the technical limitations disappear, these legal questions always self-propelled car biggest challenge. Unfortunately for Google, the solutions will have to come from lawyers and legislators rather than engineers.
This is the nitty gritty of automotive law, not only the rules of who gets in the way, but the web of regulations and statutes that determine what happens when you're there. For automated directors, most of these rules have yet to be written, and they will have to be handled very delicately. If the liability laws are too punitive driver to crash, let Paul and Julie bring a suit against the self-propelled-tech developer, then companies can prevent the sector completely. On the other hand, if the laws allow car owners on the hook for all the new gadgets to do, the consumer scared away from buying them. There is a balance to be found, but it will have to be made over several courts and rise to numerous civilian challenges.
The financial stakes are high. According to the Insurance Research Council, auto liability claims paid about $ 215 for each insured vehicle, between bodily injury and property damage claims. With 250 million cars on the road, that's $ 54 billion per year in liability. If even a small part of these lawsuits are aimed at engineers, the company would soon unprofitable.
The technical challenges are much simpler. All cars are led by a human driver in the front car, so SARTRE not have to deal with Google sensors or decision-making programs. The majority of the required hardware exists. Every car should be equipped with a small device (a WiFi router, essentially) and pass the guidelines out of the box, through the CPU of the car and on the accelerator, brake and steering systems, a manageable task with the fleet Today's computer-enabled vehicles. The required cameras and proximity sensors are also standard for the higher-end cars. What remains is simply testing and nailing down the software protocols. This summer, SARTRE made proof-of-concept runs Spanish motorways. In September, the research funding stopped and the search began for a business that the project could move the market. They are still looking.
This year is full of great news about the progress of self-propelled cars. They are currently street legal in three states and Google says that on a certain day, they have a dozen autonomous cars on the road. In August they went 300,000 driver hours. In Spain this summer, Volvo drove a convoy of three cars through 200 kilometers of desert highway with only a driver and a police escort. Newest models of Cadillac self parking. Writing, one might think, is on the wall. But objects in the media more than they seem.
There is a wide gap between having a prototype and go to the market, and it is particularly gaping for anything with a combustion engine. The law has much to say about cars, especially about who is allowed to drive them, and answer any legal questions could easily take the rest of the decade. For example, if a self-propelled vehicle gets into a fender bender, who is liable for the damage? If a computer choose an animal or swerve hit the road? How does the DMV give a robot an eye exam?
Given the technical limitations disappear, these legal questions always self-propelled car biggest challenge. Unfortunately for Google, the solutions will have to come from lawyers and legislators rather than engineers.
This is the nitty gritty of automotive law, not only the rules of who gets in the way, but the web of regulations and statutes that determine what happens when you're there. For automated directors, most of these rules have yet to be written, and they will have to be handled very delicately. If the liability laws are too punitive driver to crash, let Paul and Julie bring a suit against the self-propelled-tech developer, then companies can prevent the sector completely. On the other hand, if the laws allow car owners on the hook for all the new gadgets to do, the consumer scared away from buying them. There is a balance to be found, but it will have to be made over several courts and rise to numerous civilian challenges.
The financial stakes are high. According to the Insurance Research Council, auto liability claims paid about $ 215 for each insured vehicle, between bodily injury and property damage claims. With 250 million cars on the road, that's $ 54 billion per year in liability. If even a small part of these lawsuits are aimed at engineers, the company would soon unprofitable.
The technical challenges are much simpler. All cars are led by a human driver in the front car, so SARTRE not have to deal with Google sensors or decision-making programs. The majority of the required hardware exists. Every car should be equipped with a small device (a WiFi router, essentially) and pass the guidelines out of the box, through the CPU of the car and on the accelerator, brake and steering systems, a manageable task with the fleet Today's computer-enabled vehicles. The required cameras and proximity sensors are also standard for the higher-end cars. What remains is simply testing and nailing down the software protocols. This summer, SARTRE made proof-of-concept runs Spanish motorways. In September, the research funding stopped and the search began for a business that the project could move the market. They are still looking.
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