自动驾驶,车道线_什么是自动驾驶汽车？何时我的车道上有自动驾驶汽车？

自动驾驶,车道线

Over the past few years, automakers and tech giants have been dumping billions of dollars into making the first true accident-free self-driving car. It’s been a dream for nearly as long as cars have existed: getting in your car, cranking up the tunes, and kicking up your feet as a self-correcting, self-driving computer swivels and swerves effortlessly through traffic better than any human ever could. but how close is that dream to a reality?

在过去的几年中，汽车制造商和科技巨头一直在倾注数十亿美元，以制造出第一款真正的无事故自动驾驶汽车。 几乎在汽车存在的时候就一直是一个梦想：进入汽车，加快曲调，抬起脚来，这是一种自动校正，自动驾驶的计算机，可以比以往任何人都更轻松地通过交通转弯。 但是那个梦想离现实有多近？

它们如何工作？ (How Do They Work?)

Driverless cars use an array of sensors, cameras, radars, real-time 3D maps, and gigabytes of specialized software to “see” the road in front of it, behind it, and around every corner. Operated by actuators attached to the driving column and pedals, self-driving cars take a constant stream of data coming from all corners of the vehicle and translate it into the motions of driving on freeways, city streets, and even suburban school zones.

无人驾驶汽车使用一系列传感器，摄像头，雷达，实时3D地图和千兆字节的专用软件来“看到”道路的前方，后方以及各个角落。 无人驾驶汽车通过安装在驾驶柱和踏板上的执行器进行操作，不断获取来自车辆各个角落的数据流，并将其转化为在高速公路，城市街道甚至郊区学区行驶的动作。

By incorporating what the car can see into one coherent image of the road, self-driving vehicles are able to navigate almost any terrain in any weather condition, save for a few select instances where it still struggles to get a proper lay of the land (as we’ll get into later).

通过将汽车所看到的东西整合到一条连贯的道路图像中，自动驾驶汽车可以在任何天气条件下几乎可以在任何地形上行驶，除了少数仍然难以获得适当地形的精选实例(稍后再讨论)。

Right now, the two biggest players in the space of mapping and building the cars themselves are Google and Tesla. Each company maintains their own armada of retrofitted driver-based cars that were modified to become self-driving after stock, as well as a smaller selection of prototypes that were built from scratch on the factory line to be fully autonomous from day one. In fact, Google’s so confident in their self-driving models they’ve actually taken out the steering wheel and pedals altogether in the latest model, removing the driver’s ability to interfere with their program and leaving the rest up to the engineers.

目前，在地图绘制和制造汽车领域中最大的两个参与者是Google和Tesla。 每家公司都拥有自己的改装后的基于驾驶员的汽车舰队，这些汽车经过改装后可以变成无人驾驶，还有少量的原型是从工厂生产的零开始建造的，从第一天起就可以完全自动驾驶。 实际上，谷歌对自动驾驶模型非常有信心，实际上他们已经在最新模型中完全拆掉了方向盘和踏板，从而消除了驾驶员干扰程序的能力，而剩下的则留给了工程师。

今天的自动驾驶汽车 (Autonomous Vehicles Today)

Not many people are aware of this, but we’ve already had semi-autonomous cars on our roads for years now. While they may not be picking us up from the store just yet, you can already get some self-driving features in premium packages of certain cars. They can parallel park themselves, press the brake if they sense an impending collision, or course correct the wheel if it detects the driver is drifting out of their lane on the highway without using a turn signal first.

没有多少人意识到这一点，但是我们已经在道路上行驶了多年的半自动驾驶汽车了。 尽管他们可能还没有从商店接我们，但您已经可以在某些汽车的高级套餐中获得一些自动驾驶功能。 他们可以并行停车，如果感觉到即将发生碰撞，则踩刹车，或者如果车轮检测到驾驶员正在高速公路上偏离车道而没有先使用转向信号，则可以正确校正车轮。

These are automated systems that are integrated into some of the higher-end brands like Lexus, Mercedes-Benz, and BMW, designed to take some of the guesswork out of squeezing into a tight spot on the street or preventing that next fender bender from making you late to work. Ultimately they don’t amount to much more than an advanced form of cruise control, but they still use many of the same sensors you’d find in a fully autonomous vehicle (radar, distance-calculating lasers, etc.) to predict what other drivers are doing and react accordingly.

这些自动化系统已集成到雷克萨斯(Lexus)，梅赛德斯-奔驰(Mercedes-Benz)和宝马(BMW)等一些高端品牌中，旨在消除一些猜测，避免挤入大街小巷或阻止下一个挡泥板弯曲你上班迟到了。 最终，它们不仅仅具有先进的巡航控制功能，而且仍然使用与全自动驾驶汽车相同的传感器(雷达，测距激光等)来预测其他类型的传感器。驾驶员正在做相应的React。

All of these features had to pass extremely vigorous safety testing and navigate through a gauntlet of bureaucratic loopholes before they were approved for consumer purchase, and it’s expected that the legal battle ahead for autonomous vehicles could take decades before they’re eventually approved to hit the streets. That said, both Google and Tesla have been testing their own vehicles on the freeways and around the suburbs of Silicon Valley and California for upwards of four years, often with no one even sitting in the driver’s seat (considered a sore point of contention by the state’s legislature).

所有这些功能都必须通过极其严格的安全测试，并且要经过一系列官僚主义漏洞之后才能被批准用于购买消费者，并且预计自动驾驶汽车面临的法律斗争可能需要数十年才能最终被批准打击汽车。街道。 也就是说，谷歌和特斯拉都已经在高速公路上以及硅谷和加利福尼亚州郊区进行了长达四年的测试，通常没有人坐在驾驶席上(这被汽车制造商认为是一个痛苦的争论点)。州立法机关)。

In all of the testing that both companies have run in that time (1.2 million miles driven by Google’s fleet of 23 Lexus SUVs alone), driverless cars have proven themselves to not only be just as good as people at driving, but actually better than us in most cases. Their accident rate is lower than 0.2% (while easily-distracted humans average closer to 1.09%), and in the very few cases where the cars did get into an accident, it happened to be the fault of another person hitting them from the side or behind.

在两家公司当时进行的所有测试中(仅Google的23辆Lexus SUV车队就驱动了120万英里)，无人驾驶汽车已经证明自己不仅在驾驶方面同样出色，而且实际上比我们更好在大多数情况下。 他们的事故率低于0.2％(而容易分心的人的平均事故率接近1.09％)，并且在极少数情况下汽车确实发生了事故，这恰好是另一个人从侧面撞到他们的错或落后。

Thus far, the cars have shown they can run long distances without any problem (Google’s engineers have been taking regular trips to and from Lake Tahoe in the snow), and as long as it has updated mapping data of the area it plans to navigate, the only risk to anyone riding shotgun is if the road conditions suddenly change, say on a patch of black ice or during a hydroplane.

到目前为止，这些汽车已经证明它们可以长距离行驶(Google的工程师一直在雪中定期往返于太浩湖)，只要它已更新了计划导航区域的地图数据，骑shot弹枪的人唯一的风险就是道路状况突然改变，例如在黑冰上或在水上飞机上。

那么为什么还不卖他们呢？ (So Why Aren’t They Being Sold Yet?)

Even with all these obvious benefits to adopting self-driving cars, there are still three major drawbacks that stand in Google’s way for total pavement domination: the lack of available mapping data, minor technical difficulties, and legal troubles.

即使采用自动驾驶汽车具有所有这些明显的好处，Google仍占据着整个人行道主导方式的三个主要弊端：缺少可用的地图数据，较小的技术困难和法律麻烦。

The first issue is solvable, but it’s not going to be easy. When a self-driving car goes on a new road, the entire route it travels on needs to be 100% mapped by a normal car before the self-driving vehicle even knows what to do with itself. This means that for every street, dirt path and back alley way we might want to travel in the future, it will first have to be uploaded to a database, then mapped by Google, and uploaded to the hard drive of all driverless vehicles on the road.

第一个问题是可以解决的，但这并不容易。 当自动驾驶汽车行驶在新道路上时，普通汽车必须将其行驶的整个路线100％绘制地图，然后自动驾驶汽车才知道如何处理自己。 这意味着，对于将来我们可能要行驶的每条街道，泥泞小路和后巷，首先必须将其上载到数据库，然后由Google映射，然后上载到所有无人驾驶车辆的硬盘上路。

This is obviously a monumental task in road-happy countries like the US, which means that before we can even push go on these cars, the Google Maps street team is going to have a lot of ground to cover both domestically and abroad.

在美国这样的道路友好国家中，这显然是一项艰巨的任务，这意味着在我们甚至不敢推销这些汽车之前，Google Maps街道团队将有很多业务覆盖国内外。

Next, there’s the problem of the law, insurance companies, and deciding who’s going to be left on the hook if a car causes an accident. When we talk about automated driverless vehicles, it’s impossible to ignore where the moral and ethical responsibility of a person ends, and the actions of their car begins.

其次，法律，保险公司的问题，以及如果汽车造成事故的人，该由谁来决定。 当我们谈论无人驾驶自动驾驶汽车时，不可能无视一个人的道德和道德责任在哪里结束，而他们的汽车就开始行动了。

The question here basically boils down to some version of of “They haven’t killed anyone now; but what happens when they do?” It may not be today or tomorrow, but as time goes on we could be seeing weekly headlines about another accident that resulted in serious injury or death. Who’s held liable in that case? The company who made the car? The coder who programmed it? What about the person who was sitting in the drivers seat but didn’t react quick enough when the car took a wrong turn? When you hand the keys for a two-ton steel machine of death over to a robot, who ultimately takes responsibility in the 0.001% of cases when a bug or glitch ends the life of another person?

这里的问题基本上可以归结为“他们现在还没有杀死任何人； 但是当他们这样做时会发生什么呢？” 可能不是今天或明天，但是随着时间的流逝，我们可能每周都会看到有关另一起导致严重伤害或死亡的事故的头条新闻。 在这种情况下，谁应承担责任？ 造车的公司是谁？ 编码员是谁编程的？ 坐在汽车驾驶员座位上但转弯错误时React不够快的人呢？ 当您将两吨重的死亡机器的钥匙交给机器人时，在0.001％的错误或故障终止另一个人的生命的情况下，谁最终负责？

These are the scenarios that no one is too eager to address without running through a bit more data first. Though there haven’t been any injuries as the result of driverless cars being on the road (yet), the sample size of the activated fleet is so small compared to the number of human-powered vehicles on the road that it will only become more difficult to predict what the world might look like once that statistic starts to tip the other way.

在这些情况下，没有人急于解决而不先运行更多数据的情况。 尽管目前还没有由于无人驾驶汽车在道路上造成任何伤害，但与道路上的人力车数量相比，已激活车队的样本量很小，以至于只会增加一旦统计数据开始向相反方向倾斜，很难预测世界会是什么样。

Until we do enough peer-reviewed studies on the risk of bodily harm in wide-scale rollouts of driverless automobiles, the reality of seeing a self-driving car in every driveway on the block is still just a pipe dream wrapped in a haze of murky laws that haven’t even come close to being agreed upon yet.

直到我们对大规模推出的无人驾驶汽车的人身伤害风险进行足够的同行评审研究之前，在街区的每个车道上看到无人驾驶汽车的现实仍然只是一个梦dream以求的梦尚未接近商定的法律。

Last, there are still some purely technical hurdles that the engineers on these projects will need to overcome before anyone is buying these things down at the local dealership. Namely, engineers need to solve what’s known as the “this or that problem”: when two separate driving choices present themselves at the same time, and the car needs to decide the best course of action. Say you’re driving along in a city, and the car takes a wrong turn right into a parade full of people thirty blocks long: should it attempt to reverse around a corner it can’t see, or wait 20 minutes until every float goes by? Which is considered the “safer” option when people start to surround the car from the back, too?

最后，在任何人向当地经销商购买这些东西之前，这些项目的工程师仍然需要克服一些纯技术上的障碍。 即，工程师需要解决所谓的“这个或那个问题”：当两个单独的驾驶选择同时出现时，汽车需要决定最佳的行驶过程。 假设您在城市中行驶，并且汽车在错误的转弯处变成了三十人长的游行队伍：它应该尝试在看不见的拐角处倒车，还是等20分钟直到每一个浮标消失通过？ 当人们也从后面开始包围汽车时，哪个被认为是“更安全”的选择？

Driving is a lot of things, but at its core, it’s something that involves a lot of judgment and decisions–something humans still excel at. Until a machine can think at least as quickly as us about how to react to various new situations on the fly, they won’t be anywhere near as efficient as we are at getting through detours, roadblocks, or St. Patrick’s Day celebrations from the moment they pop up…but that doesn’t mean all hope is lost just yet.

驾驶是很多事情，但从本质上讲，它涉及很多判断和决策，而人类仍然擅长这一点。 除非一台机器至少能像我们一样Swift思考如何应对各种新情况，否则它们将无法像我们通过弯道，路障或圣帕特里克节庆祝活动那样高效。当他们突然出现时……但这并不意味着所有的希望都还没有消失。

明天的自治 (Autonomy Tomorrow)

Like any new technology that’s hurled into the lexicon of public discourse, the adoption of fully autonomous vehicles will be a slow, but constant march forward into the unknown. Although it may be a while yet before the average driver is lucky enough to have a self-driving car parked in their garage, it’s predicted that the commercial transportation sector could begin adopting self-driving trucks and taxis en masse as early as next year.

就像将任何新技术扔进公共话语词典一样，全自动驾驶汽车的采用将是一个缓慢而持​​续的步伐，向未知领域迈进。 尽管可能要过一会儿，普通驾驶员才有幸在自己的车库里停放了无人驾驶汽车，但据预测，商业运输行业最早可以在明年开始采用无人驾驶卡车和出租车。

Both long-haul truckers and taxi drivers could be the first to hit the unemployment line as a result of self-driving cars taking over the wheel, as multi-national conglomerates use their massive piles of spare cash to buy up the technology in bulk, while simultaneously using their roster of lawyers to push the necessary laws through state and federal courts to get it on the road. Tech startups like Uber have already begun placing orders for half a million autonomous taxis to be delivered from Tesla by 2020, while shipping companies like Freightliner just let their first fully-automated Inspiration 18-wheeler loose on the highways of Nevada back in May.

由于跨国集团利用大量的闲置现金来大量购买这项技术，因此，由于无人驾驶汽车取代了方向盘，长途卡车司机和出租车司机都可能率先进入失业线。同时利用他们的律师花名册，通过州和联邦法院推动必要的法律，以使之得以实施。 像Uber这样的科技初创公司已经开始订购到2020年从特斯拉交付的50万辆自动出租车的订单，而像Freightliner这样的航运公司只是在五月在内华达州的高速公路上放开了他们的第一台全自动Inspiration 18轮摩托车。

Autonomous cars could also reshape how we look at white collar work. Right now, people waste upwards of half of their entire day just commuting to and from the office, all valuable time that could be better used catching up on reports, video conferencing, or even typing up that monthly expense sheet. Once cars are self-driving, all the time we waste paying attention to the road could instead be spent in a “mobile office” of sorts, where early tasks of the day can be folded right into the commute. This means more time spent with our families, enjoying our hobbies, and less road rage buildup that explodes when you least expect it.

自动驾驶汽车还可以重塑我们对白领工作的看法。 现在，人们上下班上下半天都在浪费时间，所有宝贵的时间本可以用来赶上报告，视频会议，甚至输入每月费用表，这些时间都可以更好地利用。 一旦汽车自动驾驶，我们浪费的所有时间都可以花在“移动办公室”中，在那里，每天的早期任务都可以放在通勤路上。 这意味着更多的时间与我们的家人在一起，享受我们的业余爱好，并且减少了在您最不期望的时候爆发的道路狂怒。

我什么时候可以“开车”开车？ (When Do I Get to “Drive” One?)

Don’t start blowing off the commute to work just yet, though, because it’s still going to be half a decade or more before any state or federal agency signs themselves up as the guinea pigs for true consumer distribution models. Yes, both Google and Tesla’s self-driving cars have impeccable driving records for the time being, and yes, they have millions of miles under their belt where the only accidents were the fault of some other human. Realistically the technology that makes these cars work in all conditions isn’t more than year or two from being 100% road ready…but people fear change, legislators doubly so.

不过，不要马上开始通勤工作，因为距离任何州或联邦机构签约成为真正的消费者分销模式的豚鼠还需要五年甚至更长的时间。 是的，谷歌和特斯拉的自动驾驶汽车暂时都拥有无可挑剔的驾驶记录，是的，他们有数百万英里的路程，唯一的事故是其他人的过错。 实际上，使这些汽车在所有条件下都能工作的技术距离100％上路准备仅需不到一两年的时间……但人们担心变化，立法者对此倍加怀疑。

Fight as they might against the inexorable march of progress however- just as the introduction of the first car flipped cities and horse stables around the country on their heads – self-driving cars will inevitably shake up more than a few major industries before the next century is over, and we’re all just going to have to get used to it once they do.

然而，正如他们可能与无可阻挡的前进之路作斗争-就像第一辆汽车的问世使全国各地的城市和马stable摇摇欲坠一样-无人驾驶汽车将不可避免地在下一世纪之前撼动许多主要行业结束了，一旦他们做到了，我们所有人都将不得不习惯它。

But they will also bring with them a new way to work while we’re on our way to work, give us more time to interact with family or friends on long road trips, and once fully adopted, create entire nations filled with safer and more accident-free roads. Driverless cars are everything that comes to mind when you think about “the future”, and they’re only a few skips and a jump away from completely revolutionizing the way we get ourselves around.

但是，在我们上班的路上，他们还将带来一种新的工作方式，为我们提供更多时间与家人或朋友进行长途旅行，与他们互动，一旦被完全采用，将使整个国家变得更加安全，更加安全。无事故的道路。 无人驾驶汽车是您想到“未来”时想到的一切，而且距彻底改变我们的出行方式仅几步之遥。

Image Credits: Tesla, Flickr, Wikimedia 1, 2, 3, PixGood, Freightliner

图像现金：特斯拉， Flickr的，维基1 ， 2 ， 3 ， PixGood ，福莱纳

翻译自: https://www.howtogeek.com/233073/what-are-autonomous-cars-and-when-will-i-have-one-in-my-driveway/

自动驾驶,车道线