Some of the ADAS technology will be passive, as in today's warning systems that beep or vibrate the steering wheel to alert drivers of hazards, while others will be active, such as self-braking cars. Most important, he said, is to avoid adding any technology that might cause a crash instead of preventing one. The standard that the TRI is trying to beat with its guardian angel ADAS technology is that of humans' natural ability to avoid crashes, which is a high standard. "How many accidents caused by some error of the machine, let's say software, will the public put up with? The answer is almost none." "Toyota's drives 1 trillion miles per year or about 10,000 miles per car," Pratt said. military's Defense Advanced Research Projects Agency (DARPA). Simply put, self-driving technology is still far from perfect.īut fully autonomous driving technology needs to be perfect before it can be rolled out en masse, said Pratt, a former MIT professor who, prior to joining Toyota, headed the Robotics Challenge at the U.S. Pratt pointed out that road conditions, sunlight, even a box suddenly falling from the truck in front of you could thwart a fully autonomous vehicle. Guardian angel technology would be able to learn over time, even picking up on user's driving habits so that it could spot trends that could lead to accidents and advise the driver to make corrections that would prevent a crash from occurring. "Driver skills are ignored with a chauffeur with guardian angel technology, you're augmenting human driving skills." "If you love to drive, the idea of a chauffeur is not fun," Pratt said. Pratt referred to fully autonomous driving technology, like the kind Google is testing at various regions around the country, as artificially intelligent chauffeurs. Earlier this year, Toyota announced a six-person tech team to head up its new Toyota Research Institute (TRI), with the objective of making cars safer and ultimately incapable of crashing.
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