(p. B1) SAN FRANCISCO — In Silicon Valley, where companies big and small are at work on self-driving cars, there have been a variety of approaches, and even some false starts.
The most divergent paths may be the ones taken by Tesla, which is already selling cars that have some rudimentary self-driving functions, and Google, which is still very much in experimental mode.
Google’s initial efforts in 2010 focused on cars that would drive themselves, but with a person behind the wheel to take over at the first sign of trouble and a second technician monitoring the navigational computer.
As a general concept, Google was trying to achieve the same goal as Tesla is claiming with the Autopilot feature it has promoted with the Model S, which has hands-free technology that has come under scrutiny after a fatal accident on a Florida highway.
But Google decided to play down the vigilant-human approach after an experiment in 2013, when the company let some of its employees sit behind the wheel of the self-driving cars on their daily commutes.
Engineers using onboard video cameras to remotely monitor the results were alarmed by what (p. B5) they observed — a range of distracted-driving behavior that included falling asleep.
“We saw stuff that made us a little nervous,” Christopher Urmson, a former Carnegie Mellon University roboticist who directs the car project at Google, said at the time.
The experiment convinced the engineers that it might not be possible to have a human driver quickly snap back to “situational awareness,” the reflexive response required for a person to handle a split-second crisis.
So Google engineers chose another route, taking the human driver completely out of the loop. They created a fleet of cars without brake pedals, accelerators or steering wheels, and designed to travel no faster than 25 miles an hour.
For good measure they added a heavy layer of foam to the front of their cars and a plastic windshield, should the car make a mistake. While not suitable for high-speed interstate road trips, such cars might one day be able to function as, say, robotic taxis in stop-and-go urban settings.
For the full story, see:
JOHN MARKOFF. “Tesla and Google Take Two Roads to Driverless Car.” The New York Times (Tues., JULY 5, 2016): B1 & B5.
(Note: the online version of the commentary has the date JULY 4, 2016, and has the title “Tesla and Google Take Different Roads to Self-Driving Car.”)