Last quote about Driverless cars
All quotes about Driverless cars
You can say, Take me to the eye doctor or grocery store.' It will come back and ask which one. Most of the time, we get it right.
I wouldn't know how to act. The concept that I'm in a car, the car is driving, and I have no driver – it's just something that's a little too strange for me.
It's not chronological age that's important, it's biological. There are 100-year-old drivers who are fine, and some 60-year-olds who shouldn't be on the road.
The aging of the population converging with autonomous vehicles might close the coming mobility gap for an aging society. If seniors don't trust the technology and don't like giving up control, it will slow down this business dramatically.
I want all of us to have self-driving cars; conversational computers that we can talk to naturally; and healthcare robots that understand what ails us. The industrial revolution freed humanity from much repetitive physical drudgery; I now want AI to free humanity from repetitive mental drudgery, such as driving in traffic. This work cannot be done by any single company – it will be done by the global AI community of researchers and engineers.
What we want to show is that there are many configuration errors. Many people put their smart homes, their own personal Internet of Things, online. At least it should be properly protected.
A growing market segment is industry and inspection flights. What you see here behind us are models of industry facilities such as offshore facilities where it is not easy to fly to. So we need a strong and reliable system in the air.
We do have three LiDAR sensors here, here, and up there. They are like the eyes of the vehicle. The bus recognises obstacles through these sensors and knows that it has to stop.
Cameras and sensors get better and they become lighter. So flight times get longer, and the data about the facilities inspected get more and more reliable.
If a worker has those glasses, they will find it easier to work. We have concrete projects with the industry that we have developed around those glasses, which will help to contribute to an ergonomic workplace.
This is the priority of our second fund, which we are launching as I speak.
Time and space will become the luxury goods of the future.
It will be able to process much faster and more efficiently than currently available processors.
We've gradually evolved how we design our high end processors over the years but this is a fairly major step change in the way we combine them. We think it will be revolutionary in the way it enables our customers to build their products and design their chips. From a safety point of view what we have here is unique. We don't believe there is anyone else on the market that can do this well.
It's so easy to immediately focus on self-driving cars as the new and the scary and forget that every day 100 people die on the road.
Uber taxis are transporting passengers in Pittsburgh, Google's self-driving prototypes are criss-crossing Texas, and Tesla's cars are taking over the wheel nationwide, with little official testing or licensing of the technology beforehand.
Am I concerned about self-driving cars? Yes. But I'm terrified about today's drivers.
Our mission is very different. Google could potentially be a partner, they could be a customer for us. We are changing everything from the design of the car, the interior of the car. NIO Eve was actually designed inside out – we did the interior first and then the outside of the car, so it's a very different thinking. We are changing, for example, the network in the car so it acts more like the internet experience that you're used to. Most cars today have a network that is more like a dial-up modem and we need to bring that forward to bring it into the internet age.
Our target is really ownership – we are targeting people that have to commute. We call this autonomous vehicle a living space that moves you, so you can work in it, you can sleep in it, you can be entertained in it, that's the model we are going after.
There is a 40 percent in divorce rates if one spouse commutes more than 45 minutes each way.
What we are witnessing is the digitization of transportation, and digitization is something that Israel has been a leader in. This is far from a one-day or one-week story. This is going to be a story for the next 10 years.
In the last 12 months, the global interest is rising more and more. Everyone is looking for the next Mobileye.
The deal confirms Israel's global leadership position in autonomous driving technologies. The deal will also increase attention and funding for the already burgeoning Israeli cohort of next generation autonomous driving technology startups.
Some smaller firms are a little more gung-ho and a little more willing to take risks and push limits.
It'll be life changing once we get this technology.
My mom's getting older and having those hard conversations about you're not able to safely drive anymore. We need to take your keys away. A technology like this can really give a lot of people mobility for a very long time.
When the human driver is expected to take over at any time … we know that's a real unsafe situation.
This is like the smartphone transition times ten as far as the potential to change our existence on the planet. There's a sense of almost panic and certainly a frantic pace that all these industries are going through to try to position themselves in this new world.
The technology itself will perform a lot better than we perform now as humans. We needed to provide a clear path to completely driverless vehicles, because of the safety benefits.
In the near future, you're going to see these schedules pull in.
This is good news for the automotive industry which is notoriously slow to adapt to and implement new technology as it will have more time to defend its position against the new entrants.
Because of deep learning, because of AI (artificial intelligence) computing, we've really supercharged our roadmap to autonomous vehicles. No human could write enough code to capture the vast diversity and complexity that we do so easily, called driving.
As vehicles become fully autonomous, even the most observant human driver's attention will begin to wane. Their mind will wander. This is particularly true if they are engaging in other activities such as reading, answering emails, engaged in conversations with passengers, watching movies or surfing the internet.
INTC's use of cash for M&A makes us wonder if the market is drifting away from x86. The bar is low, but we think its P/E multiple drifts down.
In order to drive that innovation, we have to think of the car as a computer. If you think of the car as a robot, driven by software, you have to reorient the car.
The opportunity we think we have is to change our experience from driving to being, being human beings.
If you think about autonomous vehicles, they democratize mobility.
Talk of a new entrepreneurial class masks the fact that many self-employed people are struggling to pay their bills. Confusion reigns over how to regard Britain’s nearly 5 million self-employed, a number that has doubled over the past 20 years. Are they the heroic backbone of a flexible, innovative economy, driving employment and productivity growth, with the added, morally admirable quality of looking after themselves? Or are they the victims of a modern capitalism that is ruthlessly shifting risk on to ordinary people who can ill afford to bear it?
He also told me that he planned to 'replicate' this Waymo technology at his new company. We were having dinner at a restaurant near the office, and he told me that it would be nice to create a new self-driving car startup and that Uber would be interested in buying the team responsible for the LiDAR we were developing at Google.
We don't want to race to meet a deadline. We want to get this right.
There were other reported problems, too. The self-driving cars couldn't pass on the left, even to move around a truck blocking the right lane; they couldn't make right turns at red lights, since the algorithms can't edge forward and scan for traffic – which frustrated the heck out of human drivers waiting behind.
The top sensors create a sensing 'curtain' around the vehicle. The lower ones scan further ahead and create a 25cm-high, flat-scan of the world.
Then you tell it where to go and it takes you there. It then drives away and parks, perhaps recharging itself. It could even be programmed to go down to the supermarket and collect your shopping for you.
We've been looking at autonomous driving technology for over 20 years.
The whole traffic system is based on the visual system. Drivers don't have bat ears and sonars, you just look around and drive. You can go to Scandinavia and see snow but there's no New York in Scandinavia. How do you test all types of traffic with snow? Trucking companies would be happy if the drivers could be eliminated but the trade unions will have different ideas.
The speed of research in the field has been remarkable.
Every day there's a temporary traffic sign somewhere, what does the first car that sees that do?
We would recognise it as a big mass of body, but probably would not be able to forecast what this animal will do.
Trucking companies are competing for 1-2% price difference, but 60% of the cost is the driver.
Our remote drivers will pilot trucks from the door of the distribution center to the highway, then remotely engage the autonomous system.
Responding to your previous email, I politely disagree. We are not an [autonomous vehicle] and getting a permit further reinforces the misperception that we are an AV. We don't do AV testing.
As you know, an autonomous vehicle cannot be operated in autonomous mode on public streets without the manufacturer holding a permit issued by the department. Is the vehicle that Uber has in San Francisco being tested in autonomous mode on public streets? By the pictures we've seen, the vehicle fits the definition of an 'autonomous vehicle' because it is 'equipped with autonomous technology that has been integrated into the vehicle'. The better course is to apply for a testing permit to eliminate any confusion about the operation of that vehicle on public roads.
In their minds, they really thought they weren't autonomous. But we decide what's autonomous. And under our regulations, it was.
If we are not tied for first, then the person who is in first, or the entity that's in first, then rolls out a ride-sharing network that is far cheaper or far higher-quality than Uber's, then Uber is no longer a thing.
These types of articles and inquiries are why we want and welcome an open channel of communication with you.
We did not steal any Google IP.
There's a lot at stake in getting this technology right.
This administration is evaluating this guidance and will consult with you and other stakeholders as we update it and amend it, to ensure that it strikes the right balance.
We will ask for your input as the (Federal Aviation Administration) develops standards and regulations to ensure that drones can be safely integrated into our country's airspace.
The American Transportation Research Institute estimates there is currently a shortage of 100,000 truck drivers in the industry, which is poised to only get worse as baby boomer drivers – the bulk of the industry's workforce – retire over the next decade. Embark's goal is to increase productivity per driver and prevent the shortage from becoming a crisis.
I don't make a connection between campaign contributions and policy.
If somebody is allowed to put technology on the roads and highways that proves to be unsafe, that could have very harmful repercussions. These bills aren't being introduced at GM's urging.
We didn't want to pick winners and losers in the autonomous vehicle arena.
This is an historic moment for Roborace and for the future of autonomous vehicle development. Seeing these two cars interacting at speed on a race track shows how fast the technology is progressing and how important a platform Roborace is for further development. It is so exciting to see these vehicles functioning without any human intervention, making their own decisions and taking appropriate actions in order to guide themselves around the track.
Cruise, Lyft, Maven are all bringing different parts of this singular solution around autonomous on-demand networks in urban environments.
If you assume the cost of these autonomous vehicles, the very early ones, will be six figures, there aren't very many retail customers that are willing to go out and spend that kind of money. But even at that sort of cost, with a ride sharing platform, you can build a business. We walked in not wanting so much to talk about the business today, but how do we work together to develop this idea of autonomous, on-demand networks in cities. If you take those three things, no one company has all three.
These are the things we should expect in the next five to ten years. It sounds futuristic and sci-fi but that's where the world is going.
In most states and cities, there are no rules about driverless cars. Relationships with cities are hard sometimes, so you have to invest in a lot of them.
We need real road miles to make the thing work.
The governor welcomes us there and wants to be part of innovation trends.
The Volkswagen agreement is a turning point. [T]he agreement provides a framework for industry-wide cooperation between automobile manufacturers to jointly produce the map contents that are needed for autonomous driving.
Imagine now a car that is delivering food but doesn't have [a] driver. How do you get the food? You could come down and get it but if you have three kids … you want somebody to bring it up. And at some point there is going to be a humanoid that crawls up your stairs .. and hands you your pizza.
Bringing in one person is not enough. Hyundai should form alliances with other companies, which will help hedge financial risks related to developing self-driving cars at a time of falling profit. But this requires commitment from the top management.
From an accounting standpoint, [Argo AI] is a subsidiary. But in terms of how they're operating and how we're structuring the board, this gives them a lot of independence. Argo AI's initial focus will be solely and exclusively to support Ford's efforts to bring our autonomous vehicle to the marketplace.
We founded [Argo AI] with the intent and the vision to see self-driving vehicles be made available and at scale. In order to do that you really need the scale and know-how of a company like Ford.
Automated vehicles have the potential to transform our roads in the future and make them even safer and easier to use, as well as promising new mobility for those who cannot drive. But we must ensure the public is protected in the event of an incident and this week we are introducing the framework to allow insurance for these new technologies.
"We must ensure the public is protected in the event of an incident and this week we are introducing the framework to allow insurance for these new technologies,"
This four-fold improvement reflects the significant work we've been doing to make our software and hardware more capable and mature. And because we're creating a self-driving car that can take you from door to door, almost all our time has been spent on complex urban or suburban streets. This has given us valuable experience sharing the road safely with pedestrians and cyclists, and practicing advanced maneuvers such as making unprotected left turns and traversing multi-lane intersections.
Auto manufacturers like Daimler are crucial to our strategy, because Uber has no experience making cars – and in fact, making cars is really hard. We can combine Uber's global ride-sharing network with the world-class vehicles of companies like Daimler, so that Uber riders can have a great experience getting around their cities.
This is just more evidence of the gulf between Waymo and all other companies in terms of testing and execution of self-driving systems.
Let's see how people will adopt them, how they will react in a vehicle without a driving wheel and no driver.
To respond to the pollution emergency in big urban zones it is urgent to innovate with new transportation systems that are more environmentally friendly.
And do not even get me started on how interesting and exciting self-driving is for a computer scientist.
We are deeply interested in Tesla's self-driving system. We are hoping to expand our collaboration by jointly developing devices for that, such as sensors.
If you could buy a self-driving truck, which you can't.
CES has become increasingly automotive-centric in recent years, particularly as relates to autonomous driving.
I've got it and you haven't, is what used to make premium. Now it is much more about having a better quality experience. So much of what defines an experience to the current generation is about what the technology delivers. The autonomous vehicle is the pinnacle of that.
In our industry, the word autonomous is being used very, very liberally. There's different levels of autonomy. The question that should be asked when a company says they're going to have an autonomous vehicle ... is at what level.
In our case, we said a Level Four vehicle in 2021.
What's new is the fact that they're trying to make it more into a product a few years down the road, while before it was really research and development effort and it was positioned that way. Now they're getting more serious about deployment.
Well, we're serious about creating fully self-driving cars that can help millions of people, and to do that we have to oversee both the self-driving software and the self-driving hardware.
Our latest innovations have brought us closer to scaling our technology to potentially millions of people every day.
A single integrated system means that all the different parts of a self-driving car work together seamlessly.
We're not looking to develop a proprietary system. We want to work with others to develop a standard platform and open standards for self-driving systems, especially around data and mapping.
If you want to build a truly autonomous car, this is a task for more than one player. The technological challenges are immense. I would compare it to sending a man to the moon.
What's going on in the industry right now is like a hyper version of musical chairs - and the music is still playing. Everyone is changing partners.
We would like to create a standard system for everybody to use by 2021. That would share the costs and speed up the process of development and adoption.
There will be a mix because it's quite a complex system (with) sensing, data fusion, artificial intelligence, connectivity, man-machine interface and so on. Those are big blocks.
There's not one supplier out there who can provide the whole solution - no one who knows everything, every part of what's needed to make an autonomous car.
It's relatively mature because of the many years of driving assist. Driving assist is all about … interpreting sensing to prevent collisions.
These are called high-definition maps.
If you think of when TVs went from CRT to flat screen, and when they went to high definition, the first people that bought them were wealthy technology enthusiasts. You also saw some business technology enthusiasts, to just learn about them. But the first visionaries were, for instance, sports bars in a city. All of the sudden sports bars, in the period of about a year, went to high-definition TVs.
Cars are still two or three years away. There's more focus on home appliances. The internet of things ... was big last year. Now we're going to see the integration, using the bots. Apple, Microsoft and Google are putting AI into everything. ... That's what 2017 will hold.
The wearables that I think showed a lot of potential were B2B. A glove that's got sensors to help Mercedes-Benz have better quality on the assembly line by noticing a mistake. Or building a set of clothing that miners can wear underground that monitor their environment.
Often I've seen with consumer products that they first cross the chasm with business.
Arizona welcomes Uber self-driving cars with open arms and wide open roads. While California puts the brakes on innovation and change with more bureaucracy and more regulation, Arizona is paving the way for new technology and new businesses. Arizona is proud to be open for business. California may not want you, but we do.
This is about economic development, but it's also about changing the way we live and work. Arizona is proud to be open for business. California may not want you, but we do.
You can't fundamentally use different channels (of communication), right? So in the end we need a unification process. This will be complicated and difficult but is in the best interests of the industry.
Rolling them (subsides) back is important because you can't rely on policy supports forever.
As consumers' transportation needs evolve, strategic collaborations such as this one are vital to promoting a culture of innovation, safety, and technology. Our partnership with Waymo enables FCA to directly address the opportunities and challenges the automotive industry faces as we quickly approach a future where fully self-driving vehicles are very much a part of our daily lives.
With this great new minivan on the road in our test markets, we'll learn how people of all ages, shapes, and group sizes experience our fully self-driving technology. Today, we're sharing a first look at the completed vehicles, equipped with our latest Waymo self-driving technology, including our suite of updated sensors, all-new computer and other major system updates.
We think that's an extremely important part of building trust and understanding. The problem is that (the policy) does not apply to us.
You don't need to wear a belt and suspenders and whatever else, things that don't apply, if you're wearing a dress. If you're driving a car, you don't need a fish and game permit.
It's hard to understand why the DMV would seek to require self-driving Ubers to get permits when it accepts that Tesla's autopilot technology does not need them. We asked for clarification as to specifically what is different about our tech from the DMV, but have not received it.
At the end of the day, the only thing that actually matters is what's in regulation and legislation. The legislation clearly defines what an autonomous vehicle is, and it's a binary thing: you're either it, or you're not it. There's no sliding scale.
We believe the efforts in automotive tie back to services in that automotive for Apple may mean partnering with experienced automakers to deliver great services rather than building the hardware itself, cars in this case. While an autonomous vehicle solution from Apple, either a car or the software, is likely multiple years away, we view auto as the next platform likely for the company to try to own.
This type of technology is commonplace on thousands of cars driving in the Bay Area today, without any DMV permit at all.
It is illegal for the company to operate its self-driving vehicles on public roads until it receives an autonomous vehicle testing permit. It is essential that Uber takes appropriate measure to ensure safety of the public. If Uber does not confirm immediately that it will stop its launch and seek a testing permit, DMV will initiate legal action.
We respectfully disagree with the California Department of Motor Vehicles legal interpretation of today's autonomous regulations.
We're just not capable of doing that yet.
Don't start doing this stuff. Apply for the permit. Follow the rules.
This is where science and logic needs to trump blind compliance.
We are getting close, and we are getting ready.
We are not in the business of making better cars.
An autonomous vehicle is not going to pick up a package at your retailer, then walk the stuff up to the customer's doorstep and get a signature.
I don't want to regulate the vehicles. There is nobody in state government that has any knowledge to be able to say that a vehicle is ready to go on the road.
It makes Michigan a location where particularly for the auto market it's a good location to do work.
These are responsible parties.
It's a risk worth taking, because the future of the technologies we know are going to help reduce those crashes and reduce those fatalities.
From this, you should be able to replicate our initial ... experiments.
It's basically a supercomputer in a car.
We are looking at Pittsburgh and Boston and a couple of others.
Safety is obviously number one.
Certainly we think it's going to be one of the foremost automotive research corridors in the world.
It goes really smoothly and travels very safely.
We now have discovered that the advancement speed and the ideas of the two business are a little various.
When you can't drive, it can be very isolating, and everyone wants to be able to go out, run their errands, go to the doctor, see their friends, on their terms. And that's what a self-driving car can really bring.
We had a breakout quarter - record revenue, record margins and record earnings were driven by strength across all product lines. Our new Pascal GPUs are fully ramped and enjoying great success in gaming, VR, self-driving cars and data center AI computing.
But I think when you have a technology that brings so much benefit that I don't think people are going to drop off … after one problem.
I can say I feel comfortable with the decision.
Then, after 2020 you'll have the driverless cars, the cars without the driver.
The most exciting technology is the combination of connected (cars) and autonomous (driving). Now the car becomes a mobile space, connected, where you can have a video conference, see a movie, talk to your kids or consult your doctor.
I'm no big fan of Star Wars, but it's not crazy to imagine that one day our big cities will have flying cars making their way along roads in the sky. In a not too distant future, we'll use our smartphones to book a fully automated flying taxi that will land outside our front door – without any pilot.
In as little as 10 years, we could have products on the market that revolutionize urban travel for millions of people.
Many of the technologies needed, such as batteries, motors and avionics are most of the way there.
First, you had anti-lock brakes, then you had lane departure warning lights. It's just another thing to protect you, that's all.
We admire Otto's vision that will shape the future of self-driving transportation. As we continue to partner with long-haul carriers to ship our beers, we hope to see this technology widely deployed across our highways to improve safety for all road users and work towards a low-emissions future.
The incredible success of this pilot shipment is an example of what is possible when you deploy self-driving technology. It also showcases the importance of collaboration with forward-looking states like Colorado and innovative companies like Anheuser-Busch.
We can see a future where this type of equipment is standard on all trucks.
You will also be able to add your car to the Tesla shared fleet just by tapping a button on the Tesla phone app and have it generate income for you while you're at work or on vacation, significantly offsetting and at times potentially exceeding the monthly loan or lease cost.
This dramatically lowers the true cost of ownership to the point where almost anyone could own a Tesla. Since most cars are only in use by their owner for 5 percent to 10 percent of the day, the fundamental economic utility of a true self-driving car is likely to be several times that of a car which is not.
Tesla's Elon Musk announcing a future road map, noting Tesla car's going forward will use NVDA's Titan GPU away from the MBLY.
Selling a vehicle with the latest and greatest hardware, but an unproven self-driving software package is a risky strategy.
Lidars are becoming very inexpensive, and they will always add an additional safety layer. So in these early days of self-driving, I wonder why anyone wouldn't want to use lidars for added safety.
The goal is making sure that we can get this life-saving technology out on the streets.
If we do not do exactly what's being asked of us voluntarily by NHTSA, we can not test an automated system in the state of California. That is unbelievable which suggests testing that is happening today might be halted which indicates testing that will be started might be delayed.
With this acquisition, we take a big step into the lidar technology that will play an important role in the safety cocoon essential to fully automated cars. We intend to make lidar an affordable feature for every new-built car worldwide.
The problem is there is going to be accountability and there is going to be enforcement. We need to go through this with a fine tooth comb.
It is not just the camera and the radar. The contribution of lidar has to do with redundancy requirements.
We intend to make lidar an affordable feature for every new-built car worldwide.
Factories operate like small indoor cities, complete with roads, traffic, intersections and pedestrians. Unlike city streets, a factory floor is a controlled environment, which makes it an ideal place to introduce self-driving vehicles at scale. Companies like Google, Tesla and Uber are still testing, whereas our self-driving vehicles are commercially available today.
You get to 90 percent autonomy in 10 percent of the time and then spend 90 percent of your time on the last 10 percent.
Self-driving car engineers are extremely in demand. The acquisition landscape is a very good way to measure the desperation. Desperation is the wrong word. But the same urgency and desire, particularly with our partners, companies like Mercedes – they really are looking for talent.
There can be no compromise on safety, which is absolutely crucial - that is why at PSA we've always believed autonomy will happen in incremental steps. This is not the case for certain competitors who have tried to produce a fully autonomous vehicle right away.
Sam is our astronaut.
There are real barriers to transportation and we need to be clear about what those are and make sure we leverage the technology to address them.
There are some people who are just so isolated that it really compromises their ability to enjoy their basic civil rights.
This is a business opportunity for our company. The auto industry is becoming increasingly dependent on technologies in the electronics sector.
We will be combining nuTonomy's self-driving car software with Grab's app, with their proven fleet routing technology and their mapping capabilities.
We have indications from our customers, I mean the European ones that they will continue to increase the externalisation, outsourcing because they absolutely need to make productivity gains.
Within the aerospace sector the main driver for us is Airbus, and as you know Airbus has completely achieved the development of the A350 and A380 planes. So of course the R&D budget has decreased at Airbus.
Consumers need more than just guidelines. This new policy comes with a lot of bark, but not enough bite.
They want to allow innovation, but they want to be very proscriptive in managing the risk side of this. In my mind, they're trying to manage the unknown.
How do you regulate a complex software system?
There is a competitive aspect to all this data, all of the software.
This technology is moving so rapidly that it is outpacing the public policy that is necessary to make sure we're doing this properly.
Make no mistake: If a self-driving car isn't safe, we have the authority to pull it off the road. We won't hesitate to protect the American public's safety.
If a self-driving car isn't safe, we have the authority to pull it off the road. We won't hesitate to protect the American public's safety.
What we see is that all of these systems have a similar technology platform, a similar framework in terms of what they're doing, and they have the same requirements in terms of having processors that can safely make decisions about what the system should do.
If you have a piece of safety critical code, you want to be sure that nothing can interfere with that.
Right now, for too many senior citizens and Americans with disabilities, driving isn't an option. Automated vehicles could change their lives. Safer, more accessible driving. Less congested, less polluted roads. That's what harnessing technology for good can look like.
We have to get it right.
This project imagines a fleet of autonomous boats for the transportation of goods and people that can also cooperate to produce temporary floating infrastructure, such as on-demand bridges or stages that can be assembled or disassembled in a matter of hours.
States are welcome to do what they want to do, but we hope it will be in support of a [consistent uniform national policy].
(The problems) are actually greater than for self-driving cars.
Guidance is the right action to take since the technology is developing quickly and collaboration between automakers and NHTSA is critical to avoid policies that become outdated and inadvertently limit progress in reducing the number of crashes and saving lives. A policy that evolves is smart, given the pace of technology.
Our enforcement authority stands strong, and it will be used to its fullest effect as needed.
Being able to do road tests will greatly accelerate our progress.
[Autopilot] is not designed to cover all possible crash situations in a safe manner... No matter how you spin it, [Autopilot] is not designed for that. It is a driver assistance system and not a driverless system.
We really feel that Pittsburgh is the double black diamond of driving.
I don't think that Uber by any means has it in the bag.
Since the mid-90s pretty much this entire field has been focused on doing that last step.
I think the public is going to be delighted. You call an Uber and you are used to a specific experience. And now you have the future coming to you a little bit early.
This is the next level of safety, really allowing machine precision and machine execution to be able to bring more safety to driving.
If you go through this curriculum you are on the bleeding edge of self-driving cars.
I love people with MIT and Stanford degrees.
You'd be hard-pressed to say the Udacity candidate is going to be more qualified because they have some specific knowledge about self-driving cars, versus someone who has a rock-hard degree in computer science or data science.
Do you remember when you were a kid, and Christmas Eve, it was so exciting, you weren't sure what was going to be downstairs? Well, it's going to be Christmas Eve for a while.
We want to make sure that if one system fails, the vehicle has multiple redundant systems to operate the vehicle safely.
We think that this is going to be the most comprehensive package without being really overblown like California.
There's a lot of desire to have something that doesn't go to that extreme.
Specifically, we will look to deploy the technology across our efforts in augmented, virtual and merged reality (AR/VR/MR), drones, robotics, digital security cameras and beyond.
Movidius will help further Intel's efforts to offer solutions around computer vision and artificial intelligence. The company is betting big on securing a place in the next wave of technology that will be instrumental across multiple areas including autonomous driving, drones, mixed reality, navigation and robotics.
Personal lines underwriters face considerable future fundamental challenges as telematics and price segmentation continue to expand, customer buying practices evolve, and ride sharing and driverless cars alter vehicle usage and safety - affecting the longer-term product and risk offering of auto insurance.
NuTonomy's first-in-the-world public trial is a direct reflection of the level of maturity that we have achieved with our AV software system. The trial represents an extraordinary opportunity to collect feedback from riders in a real-world setting, and this feedback will give nuTonomy a unique advantage as we work toward deployment of a self-driving vehicle fleet in 2018.
This is really a moment in history that's going to change how cities are built, how we really look at our surroundings.
I don't expect there to be a time where we say, We've learned enough. The software installed can make the right decisions at the right time. What we're finding is the number of interested parties is really overwhelming.
It's these two technologies converging together that get you to the self-driving utopia that we're all shooting for.
We believe that global demand for this category of aircraft can support fleets of millions of vehicles worldwide. In as little as ten years, we could have products on the market that revolutionise urban travel for millions of people.
I expect the first such vehicles to hit the market in the next 3-5 years.
We have a massive need to now work with the same passion for detail and the same focus on software and services as on hardware (cars).
The goal is to wean us off of having drivers in the car.
Autonomous driving is key. For this you need software to develop and be safe.
Volvo is a leader in vehicle development and best-in-class when it comes to safety.
This decade, for the auto industry, will be defined by the automation of the vehicle. From our standpoint, we see autonomous vehicles as the potential to have the same societal impact that Ford's moving assembly line did more than 100 years ago.
We abandoned the stepping-stone approach. There are too many risks involved in the safe "hand-over" of driving responsibility between car and driver.
We feel really good about where we're at.
The self-driving car project is in the middle of graduating from X and this is sort of a gradual process.
Seven years ago, the idea that a car could drive itself wasn't much more than an idea. Chris has been a vital force for the project, helping the team move from a research phase to a point where this life-saving technology will soon become a reality. He departs with our warmest wishes.
We do not want any potential confusion in the marketplace to detract from the giant step forward in vehicle safety the 2017 E-Class represents.
Go into Starbucks, for example. No one can just patiently wait in line, they're all doing something on their phones. It's kind of pathetic.
Drivers in these quasi- and partial modes of automation are a disaster in the making. If you have to rely on the human to see something and take action in anything less than several seconds, you are going to have an accident like we saw.
There is a tendency of people to take one ride in one of these vehicles and then conclude that because they have not crashed over the course of 10 minutes that the system must be ready.
Jack is programmed to work on freeways in automated mode. It doesn't have all the antennas and the cables, and sensors sticking out. It just looks like a car that you can go buy at the dealership today.
We've got … Comma.ai which is basically using machine learning to basically figure out how to build an autonomous vehicle.
If we are not going to be able to get that correct, then we probably shouldn't be using these kinds of modes of operation.
For years people have been saying the technology is ready, and it's one of my pet peeves, because no it's not.
People want the traditional automakers to be the brawn, building these cars, and they want tech firms to be the brains of the cars.
Consumers see Google and Tesla as being on the front line of autonomous-drive technology.
Infotainment systems in vehicles continually lag the performance of mobile phones.
If you assume that the purpose of A.I. is to replace people, then you will need to teach the car ethics. It should rather be a partnership between the human and the tool, and the person should be the one who provides ethical guidance.
One missing component has been the empirical component: What do people actually want?
We expect to grow definitely in a more normalized way than before.
This will be rolled out as we are launching new vehicles one by one.
I think they'll probably make a good car and probably be successful. Google's done a great job of showing the potential of autonomous transport. But they're not a car company, so they would potentially license their technology to other companies.
Working with Google provides an opportunity for FCA to partner with one of the world's leading technology companies to accelerate the pace of innovation in the automotive industry. The experience both companies gain will be fundamental to delivering automotive technology solutions that ultimately have far-reaching consumer benefits.
We have the technology, but we want to test it also in a market where it really makes sense and I can't think of a better place than London because here it seems to be very congested.
The impact on the insurance industry is likely to be significant but let's not forget the real reason for this – fewer accidents, fewer injuries, fewer fatalities. Autonomous driving cars are the single most important advance in automotive safety to be seen in recent years.
The mission I have is we've got a clock ticking. This technology is coming. Ready or not, it's coming.
To me, the most exciting applications are buses and mass transit.
It isn't unusual for me to go to an event with prepared remarks.
Self-driving cars surely will make a huge contribution to society. We'll be able to redesign the urban environment so that parks will replace parking lots. Think of the money we'll save, the reduction in accidents and the incredible freedom this will provide people who can't drive today.
I've gone from hoping this would happen to thinking it might happen to knowing it will happen.
I very much agree with solving the high-density urban transport problem. There's a new type of car or vehicle that would be great for that and that'll actually take people to their final destination and not just the bus stop.
Highly autonomous cars and everything they connect to will require powerful and reliable electronic brains to make them smart enough to navigate traffic and avoid accidents.
The accident is very sad …. We believe today the technologies are not ready for series production.
This is an inflection point.
You now have an asset at a fraction of the cost of a manned platform.
The value creation is shifting from the actual hardware toward software and services.
We have some catching up to do in the area of machine learning and artificial intelligence. Going forward we will sell electric drivetrains. We see many smaller manufacturers who cannot afford to develop a plug-in hybrid.
The thinking here is: they too have weaknesses and there may be some win win situations. Nonetheless I need to build our own in-house competence in the next 5 to 6 years.
In the auto industry the battle will be not for horsepower but bragging rights will be 'my car is more autonomous than your car.
If I need to get to a ratio of 50:50 within five years, I need to get manpower equivalent to another 15, 000 to 20, 000 people from partnerships with suppliers and elsewhere.
As far as he-said she-said, there shouldn't be any of that. It's all there.
I'm a little bit skeptical when a carmaker…says we are going to be able to sell cars, autonomously driven, before 2020, in 2018, when the regulation is not ready. And we know the technology is still in a prototype phase.
An internal VTA investigation is still going on, there are several pieces of information that need to be examined, so no determination of liability has been made.
The next question is whether and how Google could certify that the [self-driving system] meets a standard developed and designed to apply to a vehicle with a human driver.
We are taking great care to embrace innovations that can boost safety and improve efficiency on our roadways. Our interpretation that the self-driving computer system of a car could, in fact, be a driver is significant. But the burden remains on self-driving car manufacturers to prove that their vehicles meet rigorous federal safety standards.
In a number of instances, it may be possible for Google to show that certain (federal) standards are unnecessary for a particular vehicle design. To date, however, Google has not made such a showing.
State is a place that embraces innovation and the early adoption of technology. I was pleased to meet with Google executives recently, and I'm glad they chose for this exciting new program. We're looking forward to seeing the cars on the road and understanding more about how self-driving cars might someday improve safety and provide traffic relief.
I don't see this as disruptive necessarily, as much as a natural evolution.
It's not the technology that will set the roadmap, it's the legislation and the standardisation of protocols.
The whole time I've been trucking, the railways have been going to replace me, but that hasn't happened. At the moment, our concerns are finding enough drivers.
It's a huge productivity benefit, and that's before you start looking at the impacts on road safety. You would also come to a conclusion that since 90 percent of crashes and injuries are the result of human error, you could put a fair dent in that sort of outcome as well.
I'd guess I'd want to see more and understand more. It's the first I'm hearing about it.
Good roads need a clear path and they need guardrails. What we heard from the secretary today was their willingness to provide both of those things.
Our obligation is to make sure that everyone who is going to inform the discussion and decision on this really understands how our technology works.
We know that 83 percent of car accidents are due to human error. What happens if human error could be eliminated? That's a powerful possibility, and that's a possibility worth pursuing.
One of the biggest problems is people with bicycles.
They don't respect any rules usually.
Advocates of driverless cars often forget that people live next to roads and use them regularly, so safety must be prioritized especially when normal unpredictable and legal human behavior comes into contact with driverless machines.
Sustainably serving China's cities, and the riders and drivers who live in them, is only possible with profitability. This merger paves the way for our team and Didi's to partner on an enormous mission, and it frees up substantial resources for bold initiatives focused on the future of cities – from self-driving technology to the future of food and logistics.
We think our business and personal mobility will change more in the next five years than the last 50.
It is completely silent. The bell which warns you that the bus is coming is the only sound I remember hearing. It moves quite fast. I thought it would have been much slower. My children were impressed, it's a very smooth ride.
Our citizens didn't accept it immediately, they felt uneasy, and I understand that. It caused disruption, we had to install fiber optic lines and dig the streets again. But they're gradually changing their mind, because they can see that Trikala is making headlines for good reasons.
Here we see the images relayed by the camera. Here, for example, is the camera directed to the right. From this camera, we can reconstruct the scene in 3D and identify obstacles that we can then use in the car for navigation.
Currently, the car is driving at slow speeds. In order to make it more attractive, we have to increase the speed. But for that some technical challenges have to be tackled. One of them is to improve the perception capability of the car. The other one is the car's reasoning capability, so that the car can make good predictions about what the other traffic participants are doing.
I want Britain to be at the forefront of this exciting new development, to embrace a technology that could transform our roads and open up a brand new route for global investment.
I think we see the merging of several worlds, the tech industry, the internet and the automotive industry. These two worlds merging is like a smart phone on wheels, or you can say it's a car that has many of the capabilities of smart phones and computers and so on.
The autonomous car will be a big topic at CES. All the major automakers come to this show.They come here to show off the ways in which the their cars are working with your smart watch, with your phone, there is talk of things like automatic valet service, so you just tell your car to come get you and it drives to you.
The radar sensors are positioned in the bumpers. The cameras are hidden in the central mirror and there are some computers – that are not standard yet – that process all the incoming data. We are convinced that this technology will make fewer mistakes than a human.
The autonomous car is based on technical modules. These modules are being prepared. In fact some of these modules you're going to see in the Infiniti cars, or the Nissan cars, or the Renault cars coming before 2020. But assembling all these modules to make the autonomous car? I think 2020 is a very reasonable date, and by the way I don't think ours will be the only one coming in 2020.
This is downright dangerous. You shouldn't have to wonder when you are driving down the autoroute whether that giant truck behind you is being driven by an employed driver who is rested or a self-employed driver who has worked 84 or 86 hours this week. It's downright dangerous.
If autonomous driving was to be fully implemented our expectations or our hopes are that we can see close to zero crashes in the system and of course that would be a large benefit. Of course we aim at making them autonomous but that doesn't take the responsibility away from the driver.
We now activate the system and I do that by pressing a button here on the steering wheel and the system is now active. So I can remove my feet from the pedals and my hands from the steering wheel.
We have to utilise each inch of space, so we cannot say we make a large courtyard in between the houses. We have to realise everything in a vertical situation. So they are much more interrelated.
So here we have a new food waste device and we use the concept of an ecosystem. Here you can see the insect, this one (is a) black soldier fly; it will lay eggs and then hatch into the larvae. These larvae will eat the food waste and then crawl out to become the fish food. And then we also collect this fish poo to grow the vegetables.
Within a couple of years I hope we will surpass the safety metrics we've put in place, which is to be significantly safer than a human driver, and we will start testing them without drivers and hopefully you'll be able to utilise them at some limited cities.
We have a goal of zero crashes eventually, and we also have a goal of safety for everyone. We believe this technology can help us achieve those goals (and) give the driver a stress-free and safe driver experience.
The idea of wireless charging in vehicles really captures people's imagination. But, the idea of maybe charging medical devices is a key aspect where this technology can really have significant impact. And also things like charging your phone in your pocket. These things are not easy to do, but they are possible with this sort of technology.
We've got a transmitter, which transmits energy to this receive coil which picks up this energy and can then power various devices like laptops, mobile phones, or even electric cars.
It is not a driverless car. A driver has to be in the driver's seat and has to engage the system. And the driver has to be available to re-engage when the system's complete with its function.
One of the intermediate steps is a partially autonomous vehicle. That means that the vehicle will be able to drive by itself but will still need some supervision by the driver.