There are new rules in the US for self-driving cars, which is why it’s important
Robotaxis’ trim reporting requirements and new rules expanding US test access have been hailed as an innovation advantage and criticised for eroding safety surveillance
April 24th, A simple video In dozens of pages, the rules book for unmanned cars in the US has been rebooted. In the video, Transportation Secretary Sean Duffy, who appears on the crisp jacket, summons the Wright Brothers and Apollo Moon Landing, declaring that “the US is in the middle of the innovation race with China and has no high interest.” The new rules will try to reduce crash data businesses must send to regulators and help US-built robotaxes compete with people from foreign companies.
Ordering rules changeThe dates up to April 24th will also be released by the National Highway Transportation Security Administration (NHTSA) and will come into effect on June 16th. This affects four vehicle automation levels (listed at the bottom of this article). Level 2, driver intervention is required. This order maintains the previous rules that manufacturers and operators using levels 2 to 5 report five days to report fatal, hospital transport, strikes to pedestrians or cyclists, or crashes that include airbag deployment. For ADS vehicles, the tow vehicle must also be reported within five days. A report is required within a month for accidents in which a vehicle attacks another vehicle, real estate, or stationary objects (such as guardrails) and accidents with damage over $1,000. For level 2 systems, minor property damage incidents such as dooring, curb kissing, and garden variet fender benders are generally excluded from reporting requirements. Level 2 systems such as Tesla’s fully automated driving and Ford’s Blue Cruise make up most of the systems in use.
According to the order, this trims the “unnecessary burden” on businesses and reduces costs while maintaining “safety benefits.” However, critics argue that engineers’ paperwork cuts could be a blind spot for analysts. And they claim that removing the smallest things will lead to the loss of breadcrumbs that allow researchers to find patterns earlier. “Transparency and accountability regarding the performance of these vehicles on public roads is essential,” says Kathy Chase, a highway and motor vehicle safety advocate.
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The order describes the following changes to protect “confidential business information.” This change allows manufacturers to request a shield of three data points regarding crashes previously disclosed. Answer to the question of whether the car was driven in conditions designed to operate. An obvious language description of the crash situation. The version of the automated autonomous driving software used. (Versions of such software are updated regularly.) Safety researchers call this information one of the few windows that publish this information in the real-world performance of autonomous technologies, helping independent researchers and local officials find emerging patterns.
The final changes to the order are intended to make American manufacturers more competitive. Vehicles on American roads must comply with rules covering lighting, brakes, mirrors, seat belts, etc., but legal sculpture allows foreign manufacturers to import a small number of non-replica vehicles. Domestic factories have fallen outside their import program as vehicles are assumed to be for sale. They could have requested another exemption, but the process could take years. This often led to American companies building experimental robocars overseas and then sending them back. a Notes included in your April 24th order It says that giving the same exemption route to homemade prototypes will nurture “automobile innovation.” It also creates domestic employment and allows you to quickly track robot taxis similar to Tesla’s cybercabs.
Advocates of the new rules frame them as accelerators, meaning lower signature data in the process, faster iterations for safety corrections, and equal positions in American factories. Commercial fleets will face a more complete review later, as the exemption route remains limited to research and demonstrations. In a statement in support of the new changesCEO of Alliance for Automotive Innovation, John Bozzella condemned the lack of a previous regulatory framework. [autonomous vehicle] Developers, investors, automakers and consumers will reach their full potential. ” Skeptics exaggerate that dropping regular crash data could slow early vigilance systems and worry that an expanded exemption pipeline could help grow NHTSA resources after recent budget cuts and layoffs.
The bet behind the rules change is that with fewer reporting requirements and increased design latitude, domestic companies can win a no-manned future. Democrats generally support stronger reporting standards, but the order addresses bipartisan interest in what the Autonomous Automotive Industry Association calls a “clear federal framework” rather than a patchwork of state law. Duffy phrases these changes as a move towards national standards to bring about a “golden age of transportation.” What is deeply felt in his video is that China is approaching the back. This is a country that dominates the electric car market and now owns a vast manufacturing machine that seeks to master self-driving cars.
The level of autonomous driving
Level 1: Driver support. The vehicle can maintain speed and stay in the lane, but not both. You hold on hand.
Level 2: Partial automation. The vehicle can maneuver and control the speed of the road marked when supervising.
Level 3: Conditional automation. The vehicle handles most of the driving, but you may ask them to take over.
Level 4: High automation. The vehicle drives itself in a specific mapping zone while relaxing.
Level 5: Full automation. The vehicle can drive anywhere, regardless of weather. You are only passengers.
