A slight bump in the middle of the steering wheel houses the driver monitoring camera for the 2021 Cadillac Escalade Supercruise’s self-driving system.
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The year is 2025, and you lose your way late at night. It’s been a long day, and your eyelids are heavy. Suddenly you hear three horns, the lights flash, your car slows down, and you pull safely to the side of the road.
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This mission is closer to reality than you might think, and although self-driving vehicles are all the rage, most drivers will experience a self-driving car long before they buy it.
The fully self-driving car will take longer to arrive than tech optimists predicted a few years ago. In fact, in Wednesday’s financial filing, Tesla acknowledged that it may never deliver a fully self-driving car.
But with features like automatic cruise control, power steering and a wide lane change lane, the new ears are loaded with driver assistance options. As they become more productive, the role of the human driver will shift from driving the vehicle to monitoring systems.
This development has both promise and risk. Decades of research show that it’s not good for people to pay attention this way. Auto Industry Answer: The systems that monitor us make us monitor the car.
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Systems of this type, which are usually based on the driver’s camera, which monitors eye and head movements, are already deployed in tens of thousands of long-haul developments, mining trucks and large construction vehicles, mainly for yawning, alcohol or drug use. common distraction
Some new car models can be purchased with options packages that include monitoring systems, usually as part of driver aids such as lane keeping and cruise control. They include cars from General Motors, Ford, Toyota, Tesla, Subaru, Nissan and Volvo.
One reason for the sudden rush: European regulators plan to install such systems in every new car sold there by the middle of this decade.
The U.S. auto industry’s top lobby, the newly named Alliance for Automotive Innovation, announced Tuesday that it will introduce rules that require driver monitoring systems in all new cars sold with driverless technology. The National Transportation Safety Board, after several fatal Tesla Autopilot crashes, recommended that drivers require more robust safety systems than the ones Tesla uses to keep drivers in control.
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So-called advanced driver assistance systems act as bridges as companies rely on safe, fully autonomous vehicles that can appear in very tight spaces. Most developers place strict restrictions on how drivers can be used and where they can go.
On the plus side, such technologies can reduce energy consumption and improve driving safety when used with awareness. At the same time, the less input a car requires from a human driver, the harder it is for the driver to stay focused. People are not good at “watching things, waiting for something to happen.” “We’re just ready to do it,” Barnden said.
Driver monitoring systems come in two main types: eye trackers and steering wheel sensors. Either way, if the driver is not paying attention, the sums will sound through the lights or through the horns or both. If the driver does not fight again, the car pulls to the side of the road and stops.
Consumer Reports test driver on a closed track to show how Tesla’s automated driver monitoring system can be dangerously defeated.
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While no system is perfect, “a camera-based monitor system is far superior to the driver’s steering wheel,” said Missy Cummings, a former Navy pilot and director of the University’s Human and Autonomy Leadership Laboratory.
A recent video from Consumer Reports shows why. On a closed test track, paved roads with clear markings, the test driver proceeded to deceive Tesla’s driver-enhancement. He hung his weight on the wheel, moved to the passenger seat and began to test drive with the driver’s seat empty.
Others in the auto industry are not so sure, but recognize that ineffective regulatory systems are a problem that, if unaddressed, will prompt tougher rules from regulators. In an apparent move by Tesla, an industry lobby group recommended Tuesday that “the potential for driver abuse or system abuse be evaluated as part of the design process for driver monitoring systems.”
Eye tracking began about 20 years ago, as computer vision scientists and engineers were looking for a way to monitor drivers for fatigue and distraction. It was the first commercial use.
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Following the market leader Seeing Machines in Australia has started to test its system in mining giants. A driver who sleeps and rattles can cost a mining company $15,000 an hour as the truck waits for the roof to be repaired.
Rocket Heavy Equipment later licensed the Equipment technologies with its vehicles. Today, the company operates a wide safety net for clients who want to reduce accidents and disability costs caused by driver fatigue and distraction, which the company says causes more accidents than alcohol and other drugs.
If the system detects that a driver appears to be drowsy, an alert is sent to safety via the Rocket monitoring center in Peoria. Supervisors are notified. Rocket also has a wristband called the Cat Smartband for drivers to predict drowsiness even before the driver gets behind the wheel to track sleep and wake patterns while the driver is in bed. The company monitors its performance on a “fatigue risk dashboard.”
Auto safety experts and driver technology advocates are hoping for some end to Tesla’s wordplay.
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The machines are also expected to aggressively pursue the long-haul market, with its system installed in more than 30,000 trucks, according to the company. The data is retrieved for viewing devices and used to improve the system.
Eye-tracking capabilities began in cars around the same time that companies like Google began developing self-driving cars. Both are fueled by the same things: the dramatic development of machine learning, a form of artificial intelligence, combined with more powerful computers and new chip designs.
A machine vision camera uses infrared light to detect head position, eye position, and eyelid movement. The infrared sensor works at night and through most sunglasses. If someone seems drunk, loud, distracted or drowsy, the system can alert the driver, and in severe cases, the driver’s advanced assistance system can pull the car to the side of the road.
Such systems are not foolproof. “You can look down the road and not notice at all,” said Cummings, the lead professor. “We all wander in our thoughts.”
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“Someone could look at the road with their eyes, but if they have a roast in one hand and a cup of coffee in the other, they can’t do that,” said David Zubi, director of research at the Insurance Institute for Highway Safety. A decision that is necessary at the time”.
Semicast’s Barnden said some limitations will be overcome as machine learning programs improve. For example, the system can detect whether someone is eating, not by looking for signs of food, but by detecting subtle eye movements.
Of course, this all comes down to family matters. Amazon uses sensors inside its delivery vans to monitor workers. Directors may protest, but they have no choice but to resign or resign.
For consumers, business transactions are different and, for now, mostly hypothetical. Currently, companies like General Motors and Ford say their eye-tracking data is not uploaded to the cloud or stored in the car for more than a few minutes.
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How long has this been true? “Trust your device not to spy on you,” says Martin Krantz, CEO of Swedish driver monitoring maker SmartEye.
The illusion of marginal revenue could drive other manufacturers to find eye-tracking marketers new ways to monetize driver data.
“This is a wonderful thing about the program,” said Paul McGlone, CEO of Vision Systems. In theory, after waking up a drowsy driver, the system would place the nearest Starbucks card and coupon on the driver’s phone. “[Automakers] feature panels are exploding at a ridiculous rate,” he said.
Those capabilities will grow as the number of truly self-driving cars on the road increases, said Tal Krzypow, president of product at Cipia, an Israeli company that makes surround systems with Mobileye, an Israeli arm of Intel.
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As the focus of automakers “from the experience of driving to the experience of riding”, the monitoring systems will have beyond the drivers’ attention and analyze their methods and methods to “customize and personalize” the experience – when the recommended movie will move. Or maybe I’m advertising
In other words, the technology that currently exists to make sure you’re on the go could eventually be used to create a more immersive experience.
Ross Mitchell covers the rapidly changing global automotive industry
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