|From: Eric||8/27/2020 9:59:26 AM|
| Boeing & Aerospace Business Technology |
SpaceX, Tesla veterans focus on self-flying planes for cargo
Aug. 26, 2020 at 9:06 am Updated Aug. 26, 2020 at 6:05 pm
In June, with approval from the Federal Aviation Administration, Reliable Robotics demonstrated a fully automated remote landing of a Cessna 208 Caravan turboprop owned by FedEx.(Business Wire)
Silicon Valley has been hard at work on the vexing challenge of autonomous cars. Now veterans of SpaceX and Tesla are announcing what they’ve been up to: a new startup working on self-flying planes for cargo.
Reliable Robotics isn’t trying to invent a new kind of aircraft. The idea is to bring autonomous capability to existing planes, starting with smaller aircraft that ferry cargo. In June, with approval from the Federal Aviation Administration (FAA), Reliable Robotics demonstrated a fully automated remote landing of a Cessna 208 Caravan turboprop owned by FedEx.
Co-founder and Chief Executive Officer Robert Rose led flight software at Elon Musk’s Space Exploration Technologies, then led the early Autopilot program at Tesla before joining Google. He co-founded Reliable Robotics in 2017 with Juerg Frefal, who worked at SpaceX for almost a decade.
“When I first started taking flying lessons myself, my first thought was, why isn’t this automated?” Rose said. “I worked on autonomous rockets and spacecraft and cars. Aviation is so much more well understood compared to driving.”
Based in Mountain View, California, the 35-person startup is focused on integrating automation into existing systems, starting with a small cargo aircraft. The plane flies on its own, but a pilot helps manage extreme weather or air traffic control from a control center on the ground.
Developers of automated flying technology envision everything from small drones delivering packages to air taxis ferrying human passengers across cities. While the visions are bold, the ones that pan out will take years to materialize.
“There are a lot of companies trying to get into this space, and it’s going to take time,” said Phil Finnegan, director of corporate analysis at Teal Group. “But a market will develop.” FAA regulators are being cautious, he said, “and there’s a lot of hurdles that need to be surmounted before you can have widespread cargo deliveries. Carrying people is years out.”
Reliable has been in discussions with FedEx, which owns the Cessna used during recent test flights. The company is working with the FAA to get its system certified for use in civilian airspace and has raised $33.5 million in two rounds of funding led by Lightspeed Ventures and Eclipse Ventures, respectively.
“I think we’ll see self-flying aircraft before we see massive adoption of self-driving cars,” said Greg Reichow, a partner at Eclipse Ventures who serves on Reliable Robotics’ board. “It’s a more achievable problem. When you are driving a car on the ground it has to deal with all of the variables of the streets: construction and kids and soccer balls and other cars. The air is more controlled: there’s controlled air space, air traffic control, and one regulatory agency in the FAA.
Reichow, who was the vice president of manufacturing at Tesla before becoming a venture capitalist, says that Eclipse wanted to invest in autonomous aircraft and was looking for a strong team that had deep experience in building autonomous aerospace systems — and in actually shipping real products.
“Reliable has a very thoughtful, pragmatic approach that is very different from a lot of companies that are new grads wanting to build an air taxi,” Reichow said. “The world of air cargo is the place to start.”
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|From: Sam||8/29/2020 8:03:29 AM|
|Little-known EV and lidar firms are raising billions in Tesla’s shadow |
Companies are using the latest Wall Street fad, known as a SPAC, to go public. Timothy B. Lee - 8/26/2020, 10:55 AM
Lidar startup Luminar is going public, the company announced on Monday. Instead of going with a traditional IPO, Luminar is jumping on the latest Wall Street fad: merging with a special purpose acquisition company (SPAC). Merging with a SPAC allows a startup to go public more quickly, with less paperwork and more certainty about the sale price. The deal gives Luminar, which only expects to sell about 100 lidar sensors this year, a post-money valuation of $3.4 billion.
It's the latest in a string of companies connected to the electric and self-driving car revolutions that have gone public using a SPAC. Most have found strong interest from investors.
In March, electric truck startup Nikola announced that it would go public with help from a SPAC. By the time the merger concluded three months later, Nikola's value had shot up seven-fold. It has since settled down to four times the initial sale value. That values Nikola—a company that has yet to deliver a single vehicle to customers—at $14 billion, about half the value of Ford.
The hydrogen fuel strategy behind Nikola’s truck dream
Nikola's success triggered something of a gold rush among little-known electric vehicle makers. Luminar and another lidar company, Velodyne, have now joined the SPAC bonanza.
It's impossible to be sure what drives market prices. But one factor has undoubtedly been the rapid rise of Tesla's stock. Since the start of the year, Tesla's share price has more than quadrupled, making it the world's most valuable automaker. Investors seem to be looking around for the "next Tesla." That has made it easier for any company with a plausible claim to that title—or even just a Tesla-adjacent business model—to raise money.
An EV gold rush
Last month, after a reported bidding war among SPACs, electric vehicle maker Fisker announced a SPAC deal that valued the company at $2.9 billion. The value of the SPAC's stock—itself a proxy for Fisker—is up more than 30 percent since the announcement, a sign investors considered it a good investment.
Earlier this month, a little-known electric truck maker called Lordstown Motors announced a SPAC deal that valued the company at $1.6 billion. The SPAC's stock has since risen by 50 percent.
Last week, electric vehicle startup Canoo jumped on the SPAC bandwagon with a deal valuing the company at $2.4 billion. This deal has gotten a lukewarm reception from the market, with the SPAC's share price little changed since the merger was announced.
Tesla rival Rivian raises $2.5 billion to make electric trucks and SUVs
Aside from Nikola, none of these companies have completed their mergers. Theoretically, the deals could still fall apart before closing.
One of Tesla's most formidable EV rivals, Rivian, has not yet joined the SPAC bandwagon. But it has been raking in cash the old-fashioned way, with a $2.5 billion fundraising round last month.
While investors may be thinking of these companies as possible "next Teslas," they all have a long way to go. Tesla has been selling cars for over a decade. It has demonstrated that it can sell hundreds of thousands of vehicles a year and generate a modest profit in the process. By contrast, none of these would-be Tesla killers has started delivering its products to customers. A lot could still go wrong on their path to commercialization. Investing in them is a big risk.
Lidar makers join the SPAC party Last month, lidar company Velodyne announced a SPAC merger valuing the company at $1.8 billion.
Velodyne is not a startup. Started as an audio equipment manufacturer decades ago, Velodyne has been selling lidar ever since founder David Hall invented modern lidar sensors in 2005. Aside from Tesla, most companies working on self-driving technology consider lidar sensors to be essential.
Velodyne continues to be the lidar industry leader. Until recently, Velodyne was able to charge as much as $75,000 for its best sensors, creating a juicy opportunity for rivals. Its dominance is threatened by a number of startups that are trying to build better, cheaper lidar sensors.
Volvo plans cars with lidar and “eyes off” highway driving by 2022
One of those rivals is Luminar. While Velodyne's classic lidar design mounts 64 (or, more recently, 128) lasers on a spinning gimbal, providing 360-degree coverage, Luminar sells a fixed sensor with a single laser that scans the scene in front of the vehicle.
Luminar believes it can get the cost of its sensor down below $1,000, making it viable for the mainstream automotive market. Luminar scored a major coup back in May when it announced a contract to supply lidar to Volvo beginning in 2022. It was the first time an automaker had committed to purchasing high-end lidar sensors for use in production vehicles.
Unsurprisingly, Luminar has rosy predictions for its own future. Luminar expects to sell only around 100 units in 2020. But Luminar hopes to ink more deals with automakers in the next couple of years and thereby ramp up sales to 600,000 units by 2025.
Ironically, surging investor interest in electric vehicle and lidar companies comes in the wake of cooling venture capital interest in the closely related autonomous vehicle sector. Zoox, a startup widely respected for the quality of its self-driving software, was recently forced to sell to Amazon at a fire-sale price because it couldn't raise another round of funding.
Zoox was unusual among self-driving vehicle companies because it was planning to design its own electric vehicle from scratch. If it could have held out for a few more months, it might have been able to jump on the SPAC gravy train.
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|From: Sam||9/13/2020 11:17:42 AM|
|Germany aiming to be the first country to put driverless cars on the streets|
13 September 2020, by William Nehra
German politicians came together with vehicle industry bosses and trade union leaders to discuss the country’s beleaguered automotive industry on Tuesday. During the meeting, the participants agreed that Germany should begin to pioneer the use of self-driving cars.
No drivers needed
On Tuesday, Chancellor Angela Merkel hosted a video conference with federal ministers, representatives from the automotive industry, trade union leaders and the heads from “car states,” to discuss the digitisation of transport. At the end of the meeting, there was a general agreement that Germany should take a “leading role in autonomous driving.”
During the meeting, a target was set for self-driving cars to be used regularly in Germany by 2022. There were also discussions regarding the creation of a “mobility data room,” a data centre which would collect, process and store the data needed for autonomous vehicles.
Following the meeting, a new law is set to be drafted that will help make Germany "the first country in the world to permit driverless vehicles in regular operation as well as in the entire country.”
continues at iamexpat.de
Seems pretty ambitious to me! 2022 is almost around the corner!
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|From: Sam||9/14/2020 9:29:27 AM|
|Lidar Is Finally Becoming a Real Business|
The success of lidar companies was unclear until this summer, when three leading makers offered glimpses of their finances.
TIMOTHY B. LEE, ARS TECHNICA
09.11.2020 08:00 AM
FOR YEARS, THE lidar business has had a lot of hype but not a lot of hard numbers. Dozens of lidar startups have touted their impressive technology, but until recently it wasn't clear who, if anyone, was actually gaining traction with customers.
That's starting to change. This summer, three leading lidar makers have done major fundraising rounds that included releasing public data on their financial performance.
The latest lidar maker to release financial data is Ouster, which announced a $42 million round in a Tuesday blog post. That post also revealed a striking statistic: The company says it now has 800 customers.
That's interesting because we can compare it fairly directly to two other prominent lidar companies that have released data in recent months. Velodyne, which has been considered the industry leader for the past decade, revealed in July that it had 300 customers.
The lidar startup Luminar hasn't revealed its number of customers, but it disclosed two other figures in August: The company has 50 commercial partners and expects to sell roughly 100 lidar sensors in 2020.
By the metric of total customers, then, Ouster seems to be well ahead of two of its better-known rivals. But saying that Ouster has become the industry leader would be too simplistic. In reality, the three companies are each pursuing different segments of the market.
At the high end of the lidar market are powerful sensors that sell for tens of thousands of dollars each. Self-driving-vehicle companies buy these units for their prototype vehicles. Because these companies are well-funded and are making only a few prototype vehicles, they're willing to pay piles of money to get the most powerful sensors available. This market has traditionally been dominated by Velodyne, which has charged as much as $75,000 for a single sensor.
At the opposite end of the spectrum are lidar sensors intended for mass-market automotive applications. Lidar sensors for this market generally need to stay under $1,000 to be viable.
The pioneer here was a little-known company called Ibeo, which partnered with auto supplier Valeo to provide lidar sensors for the 2018 Audi A8. The sensor was primitive, with only four vertical "lines" of resolution. But it was the best lidar Audi could afford given the financial constraints of the consumer car business.
This is the market Luminar is gunning for. Luminar's lidar is much more powerful than the sensor in those early Audis, and the company believes it can get the cost below $1,000 at scale. Back in May, Luminar announced a deal with Volvo to incorporate its lidars into vehicles beginning in 2022. It's the first deal to put high-performance lidar into consumer vehicles. Luminar hopes it will be an inspiration for other automakers.
Ouster makes spinning lidar that looks a lot like Velodyne's high-end sensors. But inside, Ouster uses solid-state chip technology to pack all of its lasers—16 to 128 of them, depending on the product—on a single chip. Ouster's sensors are much simpler than Velodyne's classic design, which involved packaging together 16 to 128 individual lasers and 16 to 128 individual sensors.
The resulting combination of strong performance and relatively low cost has opened new markets for lidar sensors. Ouster's latest generation of 32-laser sensors start at $6,000. That's way too expensive for mass-market automotive use, but it's much less than Velodyne charged for comparable sensors before Ouster came along.
Earlier this year, I talked to John Williams, chief technology officer at Kudan, which sells software to help robots track their own location (a problem known as SLAM in the robotics world). Williams said plenty of companies are building custom robots for niche applications in mines, warehouses, and other industrial environments.
Lidar sensors have obvious value for this kind of application. But before Ouster came along, high-quality lidar was simply too expensive.
"The fact that you can get a 64-channel spinning lidar for $12,000 was unheard of," Williams told me. While Ouster's lidars were "not quite as good as Velodyne" in his opinion, he argued that the company was "the up-and-comer in terms of disrupting the market."
So that may explain Ouster's 800 customers: Companies shipping robots to real customers can't afford to blow tens of thousands of dollars on a lidar sensor. But in many cases, their industrial customers are willing to spend a few thousands dollars for products that better understand the world around them.
Ouster also offers a compelling value proposition to university researchers. Researchers need high performance, but they don't have unlimited budgets. There are probably a lot more research labs with uses for a lidar sensor than there are self-driving projects.
This "broad middle" market is growing fast. Ouster says its third-quarter sales are already more than three times as high as they were in the third quarter of 2019. And Q3 2020 isn't over yet.
A big question for the next few years will be whether falling prices and improving performance will bring these companies into more direct competition.
The company with the most to lose is Velodyne, which has dominated the market for a decade but now faces growing competition from low-cost rivals—especially Ouster. History has shown that it's difficult for a company with a high-performance, high-cost product to deal effectively with a challenge from a cheaper, disruptive rival. It may prove much easier for Ouster to gradually improve its sensors than for Velodyne to slash its prices enough to compete with cheaper rivals.
In discussions with Ars, Ouster CEO Angus Pacala has argued that Ouster will benefit from progress in the broader semiconductor industry. If all goes well, Ouster's solid-state lasers and sensors will continue to get cheaper and more powerful in much the same way that computer chips have over the last 50 years.
Velodyne is certainly trying to meet the threat here. For example, the company has a product called the Velarray that's designed to be cheap enough for the automotive market. Whether Velodyne's lower-cost products have been gaining traction is not clear.
Meanwhile, Ouster and Luminar have very different go-to-market strategies. Luminar has focused on scoring big, multiyear deals with major automotive customers. Ouster has eschewed that market, focusing on selling lidar units a few at a time to a wide range of individual customers.
If Luminar is able to deliver on its Volvo contract and score similar deals with other carmakers, that could provide enough volume to achieve unrivaled economies of scale. Luminar might then be able to undersell higher-price rivals like Ouster and become the overall market leader.
Supplying equipment to automakers, on the other hand, is a notoriously cutthroat, low-margin business. If Luminar can't sign up other automakers, it could find itself yoked to a demanding but not especially lucrative customer.
Lidar is not just a three-horse race, of course. Velodyne is facing competition from Chinese rivals like Hesai and Robosense. Velodyne sued both companies last year for patent infringement.
Luminar, meanwhile, faces formidable competitors in the automotive market, including tier-one auto supplier Bosch. And there are a number of other independent lidar companies that could become significant players in the future.
This story originally appeared on Ars Technica.
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|To: Sam who wrote (375)||9/14/2020 9:51:36 AM|
|Given the German bureaucracy, I very much doubt Germany becoming the first country to allow driverless vehicles. China is a much more likely contender. |
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|From: Sam||9/20/2020 9:30:23 AM|
|CGTN Exclusive: Chips for self-driving cars caught up in China-U.S. tech war |
Updated 14:32, 20-Sep-2020
Editor's note: The story is part of our continuing World Factory series, which delves into the trajectory of China's economic growth amid a changing geopolitical landscape, the pandemic and a global economic recession. You can read the first one here.
A speeding truck cuts in directly in front. The car slows down. Pressure is gently applied to the brake and slowly eased. There is no momentary jerk. It's a smooth stop.
This is enabled by an embedded automated driving system developed by iMotion Automotive Technology, a hi-tech company headquartered in eastern China's Suzhou Industrial Park – home to thousands of technology firms and high-end manufacturers.
The company is one of the many startups in the "Silicon Valley" of China and one of the country's few providers of autonomous driving solutions. "I started this company because China lagged behind in self-driving development," Song Yang told CGTN.
Over the years, Tesla and Google have been making headlines with their breakthroughs in autonomous driving, but what's receiving less coverage are Chinese companies using artificial intelligence (AI) to put cars on the road.
Song, a former automated driving specialist at Germany's tech giant Bosch, founded iMotion only four years ago. Developing self-driving car systems needs expertise in multiple dimensions ranging from decision-making and control algorithms to road infrastructure and vehicle interconnection. "It's interesting to see a car go from advanced driver assistance to driverless systems, and it requires long-term devotion."
The past few years witnessed China quickly catching up with the U.S. in this field. "We have achieved self-sufficiency when it comes to producing mass-market cars with L1, L2 and L3 automated driving systems despite a smaller market share. China and the U.S. are seeing the fastest development in autonomous driving in the world," said Song.
But when it comes to higher levels of self-driving systems – L4 and L5 – that will render vehicles fully autonomous, both countries are in the initial stage. What hampers these efforts is the looming tech war with the latest battleground in silicon chips.
A self-driving system developed by iMotion attached behind a rearview mirror for a demonstration, in Suzhou, east China's Jiangsu Province, August 25, 2020. /CGTN
For self-driving cars, chips are essential in enabling its "brain" and "eyes" to work. For the past four years, iMotion has been using chips made by Israeli company Mobileye to empower its sensors, among other key autonomous features.
Mobileye, founded in Jerusalem in 1999, has been developing vision technology for different levels of autonomous driving. In 2017, it was purchased by U.S. tech giant Intel at a prohibitive price of 15.3 billion U.S. dollars. Back then, the acquisition didn't cause jitters among global tech businesses. It wasn't until early 2018, when the trade war between China and the U.S. broke out, that tech companies started to grow concerned.
With a dismal deterioration in bilateral relations, the conflict has spread to high tech, with Washington moving on national security grounds against Beijing. In mid-May this year, the U.S. Department of Commerce extended export restrictions to all semiconductors made or designed with American software and technology, including those applied to automated driving. Those restrictions took full effect on September 14. Apart from Huawei, which received the most press coverage, most Chinese tech companies using such chips have been dealt a heavy blow.
"If we are completely cut off from the chips, both countries will suffer, but we'll lose more," said Song. Most decision-making chips for self-driving largely come from the U.S., Europe and Japan. China is in the early stage of such development despite its incremental investment in related arenas.
The logo of Israeli tech company Mobileye is seen on the building that houses its headquarters in Jerusalem, Israel, May 15, 2018. /Reuters
But an entire cutoff is unlikely, as tech companies can't separate from traditional manufacturing, according to Song. Control units, cameras and circuits, among a variety of ingredients, need traditional manufacturing. "The U.S. has been blighted by a hollowing-out of manufacturing in recent decades, and China's position as the world factory can hardly be replaced," Song said.
"There's no denying that a tech decoupling is looming as the U.S. seeks to contain China's hi-tech development, but core chips only constitute a tiny part," said Wang Dan, chief economist of Hang Sheng Bank (China), during a phone interview with CGTN.
A slew of Southeast Asian countries have seen the migration of certain American factories amid trade and tech tensions, but they have a difficult time catching up with China in precision manufacturing at an affordable cost. "They have lower labor costs, but most of their products are of coarse quality in addition to a much longer time span," said Chen Lei, an application engineer at iMotion.
A researcher uses a microscope to place a semiconductor on an interface board during research to design and develop a semiconductor product in Beijing, China, February 29, 2016. /Reuters
Besides its strength in high-end manufacturing, China has developed the most complete supply chain in the world, as well as reliable infrastructure over four decades of reform and opening up. The country also has the world's largest automotive market, making it a lucrative destination for chipmakers of autonomous driving systems.
American tech companies that got ahead in achieving truly self-driving vehicles have been making inroads into the Chinese market. Nvidia, a California-based company, is reported to have the world's fastest processors for running artificial intelligence programs that can power self-driving cars. It has teamed up with Baidu to develop an autonomous vehicle platform for China, but the tech export restriction has hampered the endeavor. Mobileye, on the other hand, partnered with Chinese electric vehicle startup NIO to apply its sensor chips to mass-produced cars.
A handful of big Chinese cities have begun issuing commercial testing licenses for self-driving cars in recent months. A dozen Chinese tech companies, ranging from ride-hailing platform Didi Chuxing to startups such as WeRide, have introduced self-driving taxis in autonomous driving zones across Chinese cities.
The biggest opportunity on the horizon, Song said, is the upcoming deployment of 5G networks in China. According to data from the Ministry of Industry and Information Technology, more than 600,000 5G base stations were expected to be built nationwide by the end of 2020. A forecast from the Global System for Mobile Communications shows that China is set to become the world's largest 5G market by 2025, with 460 million 5G users.
"Under 4G network, latency in communications means it would be hard to realize autonomous driving, but under 5G network, it would be much easier," he explained.
The chip war, nonetheless, has put all these prospects in the crosshairs. "Globalization is only going to continue, albeit a bit slowly," Wang said. Cooperation between countries continues to drive the world economy, bringing to life what was seemingly science fiction just a decade ago.
Article written by Wang Xiaonan, Yu Jing
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|From: Sam||9/20/2020 9:47:42 AM|
|Canadian police charge Tesla driver who was allegedly doing 90 miles per hour while asleep |
By Sara Spary, CNN Business
Updated 12:53 PM ET, Fri September 18, 2020
London (CNN Business)Canadian police have charged a 20-year-old man with dangerous driving after he was arrested for allegedly being asleep at the wheel of a 2019 Tesla Model S while it was operating in its semi-autonomous "Autopilot" mode.
The Royal Canadian Mounted Police (RCMP) said it received a complaint of a car speeding near Ponoka, Alberta at around 4 pm on July 9.
The vehicle was traveling at more than 140 km (86.9 miles) per hour, with both front seats "completely reclined and both occupants appearing to be asleep," the RCMP said.
When a police officer approached the vehicle with emergency lights the Tesla "automatically began to accelerate" to 150 km (93.2 m) per hour, the RCMP said.
After pulling him over, the officer charged the driver, who is from British Columbia, with speeding and suspended his license for 24 hours. After further investigation, police charged him with dangerous driving and he is summoned to appear in court in December.
"Although manufacturers of new vehicles have built in safeguards to prevent drivers from taking advantage of the new safety systems in vehicles, those systems are just that -- supplemental safety systems," Superintendent Gary Graham of Alberta RCMP Traffic Services said. "They are not self-driving systems, they still come with the responsibility of driving."
Tesla did not respond to a request for comment from CNN.
The company has been adamant that drivers maintain control of the vehicle while the Autopilot system is in use, with a warning before it is first used saying drivers must keep their hands on the steering wheel and be prepared to take over at any time.
While Autopilot can keep the vehicle in a highway lane and maintain distance from traffic, it is not a fully autonomous system and still requires driver oversight.
But it is not the first time the car manufacturer and Autopilot have been embroiled in a traffic incident -- though the company has defended the technology.
Last year, a 50-year-old man died in a car crash after switching from manual mode to Autopilot, according to the National Transportation Safety Board (NTSB).
And in 2018, Apple employee Walter Huang died when his car veered off a highway to the left, accelerated and crashed before bursting into flames. The Autopilot feature had been engaged for nearly 19 minutes, the NTSB found. His family announced last year they were suing Tesla, claiming the feature caused his death.
At the time, Tesla said that the only way the vehicle could have crashed is if Huang had not "paid attention" to the road, "despite the car providing multiple warnings to do so."
Another man, Joshua Brown , died in May 2016 when his Tesla crashed into a tractor-trailer in Florida while the software was active.
CNN's Jackie Wattles and Peter Valdes-Dapena contributed to this report.
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|From: Sam||10/31/2020 6:53:49 AM|
|Waymo pulls back the curtain on 6.1 million miles of self-driving car data in Phoenix |
Over 21 months in Arizona, Waymo’s vehicles were involved in 47 collisions and near-misses, none of which resulted in injuries
By Andrew J. Hawkins @andyjayhawk Oct 30, 2020, 10:00am EDT
InIn its first report on its autonomous vehicle operations in Phoenix, Arizona, Waymo said that it was involved in 18 crashes and 29 near-miss collisions during 2019 and the first nine months of 2020.
These crashes included rear-enders, vehicle swipes, and even one incident when a Waymo vehicle was T-boned at an intersection by another car at nearly 40 mph. The company said that no one was seriously injured and “nearly all” of the collisions were the fault of the other driver.
The report is the deepest dive yet into the real-life operations of the world’s leading autonomous vehicle company, which recently began offering rides in its fully driverless vehicles to the general public. Autonomous vehicle (AV) companies can be a black box, with most firms keeping a tight lid on measurable metrics and only demonstrating their technology to the public under the most controlled settings.
Indeed, Waymo, which was spun out of Google in 2016, mostly communicates about its self-driving program through glossy press releases or blog posts that reveal scant data about the actual nuts and bolts of autonomous driving. But in this paper, and another also published today, the company is showing its work. Waymo says its intention is to build public trust in automated vehicle technology, but these papers also serve as a challenge to other AV competitors.
continues at theverge.com
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