The federal government’s top auto safety regulator revealed Wednesday that about 400 cars were involved in 10 accidents in the United States in 10 months using state-of-the-art driver assistance technology.
The findings are part of an effort by the National Highway Traffic Safety Administration to determine the safety of modern driving systems as they become increasingly commonplace.
The agency said six people were killed and five seriously injured in 392 incidents between July 1 and May 15 last year. Teslas, who worked with the autopilot, had more than 273 crashes with more exciting full self-driving mode or their respective component features. Five of those Tesla crashes were fatal.
Data was collected under NHTSA order last year Car makers need to report car crashes with modern driver assistance systems. In recent years, many manufacturers have introduced systems that include features that allow you to get your hands off the steering wheel in certain situations and that allow you to park parallel.
The NHTSA ruling was an unusually bold move by the regulator, which has come under fire in recent years for not being as forceful with carmakers.
“Until last year, the NHTSA’s response to autonomous vehicles and driver assistance has, apparently, been inactive,” said Matthew Wansley, a professor at New York’s Cardozo School of Law who specializes in emerging automotive technologies. “This is the first time the federal government has collected crash data directly on these technologies.”
Speaking to reporters ahead of Wednesday’s release, NHTSA Administrator Steven Cliff said the data – which the agency will continue to collect – would “help our investigators quickly identify potential malfunction trends.”
Dr. Cliff said NHTSA will use such data as a guide in formulating any rules or requirements for their design and use. “These technologies promise a great deal of safety, but we need to understand how these vehicles are performing in real world conditions,” he said.
But he cautioned against drawing conclusions from the data collected so far, saying it does not take into account factors such as the number of cars of each manufacturer that are on the road and equipped with such technologies.
A state-of-the-art driver assistance system can automatically drive, brake and accelerate vehicles, although the driver must be alert at any time and be ready to take control of the vehicle.
Safety experts are concerned because these systems allow drivers to lose active control over the car and can cause them to think that their cars are running on their own. When technology breaks down or can’t handle a particular situation, drivers aren’t ready to take control quickly.
About 830,000 Tesla cars in the United States are equipped with autopilot or other driver-assisted technologies of the company – an explanation explaining why about 70% of the crashes in Wednesday’s release were caused by Tesla vehicles.
Ford Motor, General Motors, BMW and others have similar state-of-the-art systems that allow hands-free driving on highways under certain conditions, but very few models have been sold. However, these companies have sold millions of cars over the past two decades, equipped with individual components of the driver’s assistance system. The components include so-called lane capping, which helps drivers stay in their lane, and optio cruise control, which maintains the vehicle’s speed and automatically brakes when traffic slows down.
In Wednesday’s release, NHTSA revealed that Honda vehicles were involved in 90 incidents and the Subarus in 10 incidents. Ford, GM, BMW, Volkswagen, Toyota, Hyundai and Porsche each reported five or fewer.
Data includes cars with systems designed to operate with little or no driver intervention, and separate data on systems that can simultaneously drive and control vehicle speeds. But the driver needs constant attention.
The NHTSA found that automated vehicles – most of which are still in development but are being tested on public roads – were involved in 130 incidents. One resulted in serious injuries, 15 with minor or moderate injuries, and 108 with no injuries. Many automobile accidents have resulted in fender benders or bumper taps because they were driven primarily at low speeds and in city driving.
In more than a third of the 130 accidents involving automated systems, the car stopped and collided with another vehicle. Statistics show that in 11 accidents, a car powered by such technology was going straight and collided with another vehicle that was changing lanes.
Most of the events involving advanced systems took place in San Francisco or the Bay Area, where companies such as Waymo, Argo AI and Cruise are testing and improving the technology.
Waymo, owned by Google’s parent company and operates a driverless taxi fleet in Arizona, was part of 62 incidents. Cruz, a division of GM, was included in the 23rd. Cruz has just started offering driverless taxis in San Francisco, and this month Permission granted California authorities will begin charging passengers.
None of the cars using the automated system were involved in fatal accidents, and only one accident resulted in serious injury. In March, a cyclist hit a cruise-driven vehicle from behind while the two were traveling down a San Francisco road.
The NHTSA’s order to submit data to automakers was partly due to crashes and fatalities over the past six years, including Teslas working in the autopilot. Previous Week The NHTSA expanded the investigation. Whether the autopilot has technical and design flaws that pose security risks.
The agency is reviewing 35 accidents that occurred during autopilot activation, including nine accidents that have killed 14 people since 2014. It has also conducted preliminary investigations into 16 incidents in which an auto-controlled Tesla collided with an emergency vehicle, stopped and its lights flashed.
In November, Tesla recalled about 12,000 vehicles that were part of a full self-driving beta test – a version of the autopilot designed for use on city streets – following the deployment of a software update that The company said the cars could crash due to unexpected activation. ‘Emergency braking system.
The NHTSA mandate required companies to provide crash data when advanced driver assistance systems and automated technologies were in use within 30 seconds of impact. Although this data provides a broader picture of the behavior of these systems than ever before, it is difficult to determine whether they reduce crashes or otherwise improve safety.
The agency has not collected data that would allow researchers to easily determine whether the use of these systems is safer than shutting them down. Carmakers were allowed to rearrange the details of what happened during the crash, an option commonly used by Tesla as well as Ford and others, making it difficult to interpret the data. ۔
Something free the study These technologies have been discovered, but have not yet been shown to reduce crashes or otherwise improve safety.
Jay Christian Gerds, a professor of mechanical engineering and director of the Stanford University’s Center for Automotive Research, said the data released Wednesday was somewhat helpful. “Can we learn more from this data? Yes,” he said. “Is this the absolute gold mine for researchers? I don’t see it.”
He said that due to the amendment, it was difficult to estimate the final utility of the results. “The NHTSA has a much better understanding of this data than the general public can only see what was released,” he said.
Dr. Cliff, the NHTSA administrator, was careful to follow the results. He said the data could raise more questions than his answers.
But some experts say the new information should encourage regulators to be more assertive.
“The NHTSA can and should use its various powers to do more work – formulation, star rating, investigation, further questioning and soft influence,” said Bryant Walker-Smith, University An Associate Professor of Emerging Law and Engineering School of South Carolina who specializes in Emerging. Transportation technologies
“These figures could also indicate more voluntary and non-voluntary disclosures,” he added. “Some companies may voluntarily provide more context, especially about milestones, preventing crashes, and other indicators of good performance.” We will look for cases.
Overall, he said, “this is a good start.”
Jason Cow, اسماء الکورتی And Vivian Lee collaborated on research and reporting.