autonomous cruise control in cars

Demystifying Adaptive Cruise Control: A Comprehensive Guide

As an auto tech expert and self-driving car enthusiast, I often get asked about Adaptive Cruise Control (ACC) and how exactly it works to automatically adjust your car‘s speed. ACC is one of the coolest semi-autonomous technologies available today, making highway drives safer and less stressful. But it‘s also complex under the hood!

In this comprehensive guide, I‘ll give you an in-depth look at ACC – how it works, different types, key benefits, limitations, and what the future holds for adaptive cruise and autonomous driving.

ACC 101 – Adjusting Speed to the Car in Front

ACC uses radar, laser sensors or cameras to monitor the vehicle ahead and adjust your speed accordingly to maintain a preset following distance. If the vehicle in front slows, so does your car – automatically! ACC reduces the constant manual braking and acceleration required in heavy traffic.

Here‘s a quick ACC capability comparison:

ACC delivers a major safety and convenience upgrade from old cruise control technology first introduced in the 1950s. Let‘s look under the hood at how ACC performs this speed adaptation trickery…

ACC Sensor Technology – Radar vs. Laser vs. Camera

ACC systems rely on forward-facing sensors to detect the speed and distance of vehicles ahead. Most ACC systems use radar (radio waves), while some premium vehicles use laser sensors or cameras paired with image processing. Here‘s how each sensor approach works:

Radar Adaptive Cruise Control

• Uses radio waves in the 24 GHz or 77 GHz frequency bands
• Excellent range (160m+) and unaffected by weather
• Distributed beam provides wide field of view
• Cannot identify shape and classification of objects
• Overall the most robust and widely adopted ACC technology

Laser Adaptive Cruise Control

• LIDAR (Light Detection and Ranging) laser sensors
• Very high resolution and accuracy
• Narrow, focused beam with longer range than radar
• Performance impacted by weather and dirt
• Limited adoption due to higher cost

Camera-Based Adaptive Cruise Control

• Uses front-facing camera and video processing
• Can visually identify vehicles braking ahead
• Shorter effective range with narrow field of view
• Limited use for ACC, better for lane centering

Radar ACC is the most common since it combines long range, wide scanning angle, with reasonable cost. However, some automakers like Toyota and BMW use both radar and cameras to complement each other.

Real World ACC Performance

In optimal highway conditions, ACC works exceptionally well to adapt your vehicle‘s speed based on traffic ahead. However, ACC has limitations that require driver supervision:

Following distance – Most systems allow setting 1,2 or 3 second gap to car ahead. Younger drivers tend to prefer the risky 1 second gap!

Cut-ins – When a vehicle changes lane in front, ACC response can be delayed

Curves & hills – Around blind turns or over hills, performance drops as radar line-of-sight is lost

Bad weather – Heavy rain, snow, and fog degrade radar and laser sensor effectiveness

Bright light – Low sun angles and bright reflections can overwhelm camera sensors

Small objects – Most ACC systems have trouble consistently detecting motorcycles, bicycles, pedestrians

While ACC has its limits, it‘s remarkably helpful day-to-day in reducing driver burden. But expect some occasionally quirky behavior so you‘re not caught off guard!

ACC Availability Across Vehicle Makes

ACC technology premiered in 1992, but only became popular on luxury cars in the early 2000s. ACC is now commonplace across all major auto brands:

And it‘s a standard feature on most luxury vehicles:

With so many automakers offering ACC, it‘s now an expected convenience feature for car buyers.

Comparing OEM Adaptive Cruise Systems

While ACC capabilities are similar across brands, there are some notable differences between automaker systems:

Mercedes-Benz Distronic

• Industry-leading ACC technology since introduced in 1998
• Uses long-range 77 GHz radar + stereo cameras
• Capable of full stop-and-go operation
• Automatically adjusts speed for curves and junctions

GM Super Cruise

• Camera + radar ACC combined with precision GPS mapping
• Enables hands-free driving on limited access highways
• Driver attention monitoring via face tracking camera

Nissan ProPilot Assist

• Budget ACC + lane centering system
• Smooth performance but more limited capability
• Delayed responses compared to premium systems

Toyota Dynamic Radar Cruise

• Lower speed operation down to 25mph
• Conservative speed adjustment when following
• Prone to leaving large gaps in traffic

Overall Mercedes sets the benchmark for ACC performance and capability in my opinion, with German automakers continuing to lead the way.

Adding ACC to Older Vehicles

You don‘t need to buy a new car to experience ACC convenience. There are aftermarket ACC systems available to add radar-based speed adaptation to older vehicles:

Comma Two : $1100 standalone ACC system powered by camera and radar sensors. Installs by connecting directly to vehicle CAN bus. Impressive capabilities given aftermarket nature.

Autocruise : $2500 ACC system requiring professional installation. Uses front camera and radar sensors. Provides ACC + lane centering.

RoadMate : $1800 radar-only ACC system. Easier self-install with OBDII plug-in. But limited braking capability.

Aftermarket systems provide a taste of ACC and advanced driver assist capabilities. But overall, OEM automaker ACC integration delivers a smoother and more reliable driver experience.

The Road to Fully Autonomous Driving

A key benefit of ACC systems is paving the way for fully autonomous self-driving vehicle (SDV) technology. The cruise control computers, radars, and cameras ACC relies on provide the foundational sensing and actuation building blocks for SDVs.

Here are some of the key ACC enhancements feeding into full autonomy:

Improved camera imaging – Higher resolution, HDR, night vision, wider field of view

Sensor fusion – Combining radar, camera and ultrasounds for 360 degree coverage

Tighter vehicle integration – Braking and steering authority expanded beyond ACC

Detailed 3D mapping – Ultra-precise maps enable self-driving without relying solely on sensors

V2X communication – Sharing intent and sensor data with nearby vehicles, infrastructure

Redundant systems – Backup sensors, computers, and actuators to maximize safety

The big challenge is mastering full self-driving in complex urban environments. While ACC handles long boring highway drives, crowded city streets require an entirely new level of autonomous driving expertise.

Optimizing ACC for the Future

As an auto tech expert, I see great potential ahead for ACC technology. But there are also improvements I‘d love to see:

Quicker reactions – Faster stopping when vehicle cuts in front

All speed operation – ACC availability even in start-stop traffic

Improved object detection – Identifying pedestrians, cyclists, animals

Left/right radar – Side-facing sensors to monitor blind spots

Personalization – Driver tailored ACC preferences and profiles

Intuitive controls – Simplifying overly complex ACC settings menus

Seamless transitions – Handoff between ACC, lane centering and parking systems

Driver monitoring – Alerts for distraction and loss of attention

With future refinement, ACC can move beyond just being a convenience feature and provide truly safe semi-autonomous driving.

Challenges Facing Consumer ACC Adoption

Despite the benefits of ACC, there are still barriers to mass consumer adoption:

Cost – Only available on higher trim models outside budget for many car buyers

Trust – Drivers underestimate capabilities and effectiveness of ACC

Complexity – Many settings overwhelm drivers new to the technology

Reliability – Sensor degradation and performance concerns over vehicle lifetime

Education – Lack of ACC training for consumers

Addressing these challenges will be key for ACC to transition from a luxury feature to a standard capability that drivers actually use day-to-day.

Testing and Validating Adaptive Cruise Systems

Before ACC systems hit the road, automakers put them through rigorous testing to ensure safety:

Hardware-in-the-Loop – Validating ACC sensor + ECU integration

Test track assessment – Repeated runs observing ACC capability in action

Scenario testing – Emulating cut-ins, curved roads, weather effects

Naturalistic driving – Recording ACC use in real uncontrolled driving

Simulation – Modeling ACC components and logic virtually

Public road testing – Validation in early prototype vehicles

Safety audits – Third-party review of ACC functionality

Months of testing provides confidence in ACC operation. But it‘s impossible to evaluate every edge case scenario an ACC system may encounter once on the road.

Insider ACC Troubleshooting Tips

To dig deeper into ACC, I connected with Sam who works on ACC radar sensor calibration at General Motors. He shared some pro tips on troubleshooting ACC issues:

"One problem we see is radar misalignment that prevents ACC from detecting vehicles ahead accurately. This can occur if the radar or front bumper gets even slightly shifted, say due to a minor collision. I recommend first visually inspecting the radar position and realigning if necessary. Also watch out for mud or snow buildup around the sensor which can block radio waves."

"Software bugs are another ACC gremlin, like incorrect gap distance or delayed braking. But these can often be remedied with an ECU update at the dealership. And make sure the windshield in front of the camera is squeaky clean for camera-based systems! Dirty glass is an easy pitfall."

So when ACC acts up, check for sensor obstructions, misalignment, and also ask your dealer to verify the latest software is installed.

I hope this ACC deep dive has helped shed light on how this clever technology works and what the future holds. Let me know if you have any other ACC questions!

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Adaptive Cruise Control: What is ACC in ADAS?

• June 3, 2021

Table of Contents

What is ACC in ADAS?

When it comes to cars, ACC stands for Adaptive Cruise Control. In a Consumer Reports survey , 85 percent of drivers with Adaptive Cruise Control (ACC) on their vehicles said they were very satisfied with it. What’s more, 19 percent said their ACC system helped to avoid a crash.

Standard cruise control has been around since the 1950s . Adaptive cruise control has been in development since the 1990s . Mercedes was the first automaker to bring ACC to the U.S. market in 1999 . Twenty years later, automakers are still working to improve their cruise control offerings. In the meantime, ACC technology has become one of the building blocks of autonomous driving.

In this article, we will explain adaptive cruise control and how it works, provide examples of ACC features in ADAS packages, and explain the importance of adaptive cruise control calibration.

What is Adaptive Cruise Control?

Adaptive cruise control or Active Cruise Control (ACC) is an advanced driver assistance system (ADAS) that automatically adjusts a vehicle’s speed when there are slow-moving vehicles ahead, with the aim of maintaining a safe following distance. When the road ahead is clear, ACC automatically accelerates to your pre-set speed. Adaptive cruise control is ideal for highway speeds.

ACC is a major component and precursor of fully autonomous vehicles. According to SAE , Driving Automation Level 1 driver support features provide steering OR brake/acceleration to the driver while the jump to Level 2 requires features that provide both steering AND brake/acceleration to the driver. On its own, ACC is a Level 1, but when combined with another driver assist feature that steers, your vehicle reaches Level 2 on the Driving Automation scale – a step closer to fully autonomous driving .

As a foundation of autonomous driving, ACC has the capability of reducing driver stress and radically improving driver safety. A study from the Highway Loss Data Institute studied insurance claims data from 2013-2017 BMW vehicles to see how ADAS affected collision, damage, and injury rates. The BMW Driving Assistance package added ACC to the following ADAS: Forward Collision Warning , Lane Departure Warning , Front Automatic Emergency Braking . With the addition of ACC, this package reduced the rates of property damage by 27 percent and bodily injury claim rates by 37 percent.

How does Adaptive Cruise Control work?

Just as with traditional cruise control, the adaptive cruise control system requires drivers to choose their preferred speed. Next, ACC requires drivers to set their preferred following distance from the vehicle’s pre-set options. Many have close, medium, and far selections to toggle between.

Sensors Used in Adaptive Cruise Control

Vehicles with adaptive cruise control use ACC sensor data to tell your car’s speed, distance from other vehicles, and the speed of vehicles ahead of you. There are many types of adaptive cruise control technology. The following types of sensors have all been used for ACC:

• Laser (Lidar)

Most (but not all) current forms of this ADAS use radar as their main source of information. A radar sensor mounted in the front of the vehicle is used to analyze the road ahead. It does this by emitting radio waves and measuring how long they take to return to the ACC sensor. A few internal calculations and your vehicle can tell the car’s distance and speed. Data from the radar distance sensors and the vehicle speed sensors are used to adjust your speed and keep your car a set distance from the one ahead of you.

ACC System Versions and Commonly Bundled ADAS

Most automakers have their own version of adaptive cruise control. Not everyone uses the same names for their ACC system. Here are a few industry terms that are all different names for ACC:

• Dynamic cruise control
• Intelligent cruise control
• Radar cruise control
• Radar adaptive cruise control
• Dynamic laser cruise control
• Autonomous cruise control
• Smart cruise control
• Dynamic radar cruise control

ACC with Stop & Go, Traffic Jam

Beyond the similar naming, there are several different features that adaptive cruise control is often bundled with to provide sensor fusion. One example of this is a feature called ACC with Stop and Go or ACC with Traffic Jam Assist. This adds the ability to come to a complete stop via automatic braking and then re-accelerate to the car’s set speed as traffic moves. All the while, data from sensors is used to keep a set, safe distance from cars ahead when you encounter heavy traffic.

Because it’s not an autonomous car, those with stop and go capabilities will only “go” again within three seconds if traffic flow allows. If it’s longer than three seconds, driver action is needed to re-engage the system.

ACC + Forward Collision Warning & Automatic Braking

Forward Collision Warning and Automatic Emergency Braking (AEB) advanced driver assistance systems are often combined with ACC to provide audible alerts, instrument panel alerts, and tactile warnings of a forward collision risk, then automatic braking to prevent or mitigate damage from a collision.

ACC + Lane Centering

Adaptive Cruise Control works well with others. As previously mentioned, when adaptive cruise control is combined with an ADAS with steering capabilities like lane centering and proactive lane keeping assist systems, your car is considered a Level 2 on the SAE autonomous driving scale — meaning that the vehicle can accelerate, decelerate, and steer on its own — under very specific conditions, including initiation speed and weather. While it’s a step up in terms of driving automation, for safety, a human driver is still required to supervise constantly, including steering, braking, or accelerating.

ACC + GPS or Traffic Sign Recognition

Some ACC systems offer advanced traffic sign recognition , while others utilize GPS speed limit data. These optional ACC features help to combat the use of ACC technology to speed.

4 Examples of Adaptive Cruise Control

There are many different flavors of ACC. Names, tech, and bundled features make the automotive landscape — dotted with endless features, diverse names, and function variations — a bit tricky to navigate. To help you recognize ACC features, here are four automaker examples.

Ford Adaptive Cruise Control

Ford is one example of an automaker with adaptive cruise control. Here’s how Ford’s describes its system and capabilities:

“Available on select Ford vehicles is a series of Adaptive Cruise Control (ACC) features employing advanced radar and camera technology. ACC lets you set a cruising speed and distance from the vehicle ahead of you. When it slows down, you automatically do too; when traffic picks back up, you resume your preset speed and distance. Then comes ACC with Stop-and-Go, which enables you to come to a complete stop when the vehicle ahead stops. Now add Lane Centering, which scans the lane markings to help you stay in your lane if the system detects you’re drifting out of it. And that’s not all. Now there’s Intelligent Adaptive Cruise Control, which includes all of these features plus new Speed Sign Recognition that can automatically adjust the set speed of your vehicle to the posted speed limit.”

Honda Adaptive Cruise Control (ACC) with Low-Speed Follow

In the Honda Sensing ADAS package, the automaker offers ACC on many 2021 models with what it calls Low Speed Follow. Here’s how Honda describes it :

“Cruising on the open highway has never been easier! Honda’s Adaptive Cruise Control (ACC) with Low-Speed Follow lets you set your cruise speed and interval behind a vehicle detected ahead, and then maintains that interval by braking your vehicle or applying the throttle.  And the Low-Speed Follow function can bring your vehicle to a complete stop when a vehicle detected ahead slows to a stop, and it lets you resume operation by pressing a button or the accelerator.”

Hyundai Smart Cruise control (SCC) with Stop & Go

Hyundai offers adaptive cruise control, including on the Santa Fe. Here’s how the automaker describes it :

“While traveling at a speed set by you, it uses radar to maintain a safe distance from the car ahead. When the system slows the vehicle to a stop, it will reactivate if the vehicle in front moves within 3 seconds.”

Hyundai also offers Highway Driving Assist that works together with Smart Cruise Control. Here’s how Hyundai describes this feature :

“Your “co-pilot” for highway driving, when actively engaged with Smart Cruise Control or Lane Following Assist, this smart convenience automatically helps keep you centered in your lane and traveling at a safe distance behind the car ahead. Not only that, it also can keep you driving at the right speeds, automatically setting your pace based on GPS and highway data.”

Subaru EyeSight Adaptive Cruise Control

As part of Subaru’s Eyesight Driver Assist Technology Package, ACC is standard on many of the brand’s 2021 models and optional on the rest. It uses dual forward-facing color cameras mounted near the rearview mirror. Here’s how Subaru describes its ACC system in a promotional video :

“With adaptive cruise control, eyesight can help you stay with the flow of traffic. When you set cruise control, you can select from up to four present following distances. EyeSight watches ahead and if it detects traffic is slowing, adaptive cruise control adjusts your speed accordingly to keep your selected distance. Once traffic starts moving faster, it can automatically accelerate back up to your set speed. It can even work in stop-and-go traffic.

For some, it’s less worry about adjusting cruise control. For others, it’s like having an extra set of eyes on the road.”

Adaptive Cruise Control Limitations

Drivers should know that they are responsible for what happens when they are behind the wheel. Every company makes sure to include an asterisk and notice that drivers are still needing to be actively engaged in driving. Some drivers are using ACC to speed . A study of 40 drivers by the Insurance Institute for Highway Safety (IIHS) found that they were more likely to speed when equipped with ACC.

ACC works well in clear day and night driving, and in light weather. However, if there is fog, heavy rain, or snow, it won’t work. Additionally, if dirt, snow, or ice are on the sensors, they won’t work. ACC also has trouble on winding roads.

With or without ACC, it’s important to always leave more space during poor driving conditions, including inclement weather.

Adaptive Cruise Control Calibration

ACC is one of the most common ADAS features in vehicles today. Like other ADAS systems, ACC needs to have sensors recalibrated after a collision and many vehicle services like windshield replacement . ADAS calibration keeps ACC systems working properly.

What is adaptive cruise control calibration?

Adaptive Cruise Control calibration takes place when the camera, lidar, and radar sensors that inform your vehicle’s actions are re-aligned to improve or re-establish sensor accuracy.

Getting a car calibrated takes drivers knowing about it and recognizing the warning signs.

ACC Calibration Warnings for Drivers

For drivers, the biggest sign that you need a car calibration is a recent collision. Other circumstances that necessitate Adaptive Cruise Control calibration include any time you repair or replace something nearby the location of a sensor. Another sign would be an overly sensitive ACC system, even when you have changed the settings (where possible). Here are some related warning messages that may signal it’s time to get an ADAS calibration:

• Adaptive cruise control sensor blocked
• Adaptive cruise control failure
• Adaptive cruise control temporarily unavailable

ADAS Calibration for Auto Shops

When a car comes into the shop, techs need to know when to order or perform ADAS calibrations . They also need to understand their importance. If calibrated incorrectly, ACC systems may have following distance settings that drivers aren’t used to. They can also make the systems overly sensitive, or not sensitive enough.

Every new model year brings more and more ADAS-equipped vehicles to the streets. Cars need to be calibrated after collisions, and any repairs that may affect sensor alignment. If you want to capitalize on this impending influx of needed calibrations, Car ADAS Solutions can help. We are at the forefront of the ADAS calibration services industry. We provide turnkey ADAS calibration solutions with framework, specialty software, training, and support, built-in. Contact Car ADAS Solutions today !

Additional ACC Resources:

• Cars with Adaptive Cruise Control – Car and Driver
• 10 Best Cars with Adaptive Cruise Control – TrueCar
• Adaptive Cruise Control – MyCarDoesWhat.org

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What Is Adaptive Cruise Control?

By Rick Popely

Like regular cruise control systems that have been around for decades, adaptive cruise control keeps a vehicle cruising at a set speed selected by the driver. The system also maintains a set distance from the car ahead and can slow or, in some models, stop a vehicle.

Adaptive cruise control first appeared in the U.S. in the 1999 Mercedes-Benz S-Class and now is widely available on lower-priced vehicles as well as luxury models. 

Related: Which Cars Have Self-Driving Features for 2021?

Carmakers identify their systems with different names such as Distronic, Dynamic Cruise Control, Smart Cruise Control and Intelligent Cruise Control, but all of the systems use radar and cameras to monitor the road ahead. With ACC, the driver can select a cruising speed and a distance to be maintained from a vehicle ahead in the same lane, usually with a choice of short, medium or long intervals.

If the road ahead is clear, the vehicle will cruise at the selected speed, but if a vehicle comes within the set range, ACC will reduce engine power and, in some cases, apply the brakes to maintain the set distance. ACC will accelerate back to the set speed once the vehicle ahead speeds up or moves out of the way.

Differences Between Systems

More advanced ACC systems offered by some manufacturers include a stop-and-go feature that can bring the vehicle to a stop without canceling the cruise control. Some will then accelerate automatically if traffic ahead starts moving in less than three seconds, though that can vary by automaker. If the vehicle remains stopped for more than three seconds, the driver typically has to tap the accelerator or press the cruise control resume switch to get going.

Other ACC systems will cancel the settings if the vehicle drops below a certain speed, and the driver will have to manually accelerate and reset the ACC.

The speed at which ACC can be engaged also varies by manufacturer, with some allowing it to operate at less than 15 mph and others requiring 25 mph or faster. (Information on how a specific system operates can be found in a vehicle’s owner’s manual.)

Like regular cruise control, ACC can typically be canceled by tapping the brake pedal or the cancel switch on the steering-wheel controls. The driver also can operate in regular cruise without using the distance setting.

When paired with lane keep assist, which keeps the vehicle centered in the lanes, a vehicle with ACC is in Level 2 of the autonomous driving protocols because the vehicle can control some acceleration, braking and steering functions.

Safety Implications

The Insurance Institute for Highway Safety and others, including vehicle manufacturers , warn that ACC has limitations and that drivers should always keep their hands on the steering wheel and eyes on the road at all times when using ACC.

Among the limitations are reduced capability in rain and snow or if the cameras or sensors are obscured. Also, the sensors don’t recognize stop signs or traffic signals; they may not be able to detect motorcycles, bicycles, animals or stopped vehicles; and they are less capable on winding roads.

Researchers have found that using ACC and lane keep assist can lull drivers into a false sense of security and reduce attentiveness , which can lead to accidents. However, an IIHS study of 2013-2017 BMW models found that vehicles equipped with ACC and other so-called advanced driver-assistance systems had significantly fewer insurance claims for property damage and injuries. Collision claims were lower by 6%, property damage claims by 27% and bodily injury claims by 37%. The study did not say how much of the reductions were due to ACC, however.

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What is adaptive cruise control?

It’s not a stretch to call cruise control one of the earliest driving aids. It wasn’t always electronic, and it certainly didn’t make your grandfather’s 1982 Cadillac Seville autonomous, but it was a revolutionary invention. (Although here’s a fun fact: Your grandfather’s Buick had the first infotainment system way back in 1986.)

What to look for in an adaptive cruise control system

What do automakers call adaptive cruise control, are there aftermarket adaptive cruise control systems, who does adaptive cruise control best.

Adaptive cruise control takes it to the next level. It maintains a set speed for your vehicle, like a conventional cruise control system, but it also adjusts the speed based on the traffic flow. Better systems can come you a full stop in heavy traffic and continue when congestion lightens. This technology can make cruise control more useful by taking some (but not all) of the workload off the driver. Here’s what it is, and how it works.

The concept is simple: Make the car accelerates and decelerates automatically depending on how quickly the cars around it are moving. The devil’s in the details, however.

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To do it, a car must be equipped with sensors that allow it to detect nearby vehicles and potential obstacles. Most adaptive cruise control systems use radar, with high resolution radar on the horizon, although a camera and lidar (which works on the same principle as radar, but with light waves) can be used as well. You can often spot these cameras integrated into the grille or mounted behind the windshield. These sensors communicate with a computer that controls the throttle and, sometimes, the brakes and the steering system.

In its most basic form, adaptive cruise control technology only handles acceleration and deceleration, usually by following the car in front and maintaining a set following distance. Some automakers have started bundling this feature with a system that can bring the car to a full stop if needed, which comes in handy in a traffic jam, and/or one that provides a limited amount of steering assistance to keep the car centered in its lane.

Adaptive cruise control is at the center of the pile of electronic driving aids some automakers believe could form the basis of fully autonomous driving . We’re nowhere near autonomous cars, though, and it’s important not to mistake adaptive cruise control and other related technologies for full autonomy. These systems are designed to help the driver, not to drive the car themselves while the driver dozes off or counts blue cars going the other way.

Adaptive cruise control is sometimes known as dynamic radar cruise control or intelligent cruise control, and most automakers give the system brand names to make it more marketable. Regardless, the basic idea is that a car accelerates and decelerates automatically depending on how quickly the cars around it are moving.

BMW:  Active Cruise Control, Active Cruise Control with Stop and Go Cadillac: Super Cruise Honda and Acura:  Adaptive Cruise Control, Adaptive Cruise Control with Low-Speed Follow Hyundai:  Smart Cruise Control Kia:  Advanced Smart Cruise Control Mercedes-Benz:  Active Distance Assist Distronic Nissan and Infiniti: Intelligent Cruise Control, a part of Nissan’s ProPilot 2.0 system Subaru: Adaptive Cruise Control, Adaptive Cruise Control with Lane Centering, part of the brand’s EyeSight package Tesla: Autopilot Toyota and Lexus : Dynamic Cruise Control, Dynamic Cruise Control with Stop and Go

This is one technology that cannot easily be retrofitted to an existing car. The complexity of adaptive cruise control systems puts them beyond the reach of the aftermarket. Considering that these systems can mean the difference between a car driving along and a car smashing into the back of another vehicle, concerns over liability will probably keep adaptive cruise control firmly within the domain of the original equipment manufacturers for the time being.

Like systems available from other automakers, Cadillac’s Super Cruise  allows the car to accelerate, steer, and brake without driver intervention on highways. But Cadillac is the only automaker to specifically claim that drivers can take their hands off the wheel. That’s because Cadillac did a thorough job in setting up Super Cruise. Not only does the system rely on an array of cameras, radar, and lidar, but Cadillac also mapped 200,000 miles of highway. Super Cruise also has a driver-facing camera, and will only work if a certain level of driver alertness is maintained.

It’s too bad Super Cruise isn’t widely available, at least, not yet. Cadillac launched the system on its flagship CT6 sedan but has been slow to expand to other models. With the CT6 set to be discontinued, Cadillac finally announced that Super Cruise will be available on the CT4 and CT5 sedans when they go on sale in the coming months. Those sedans use a new electrical architecture that can support Super Cruise.

Subaru’s EyeSight system uses cameras instead of radar, bringing down its cost and making installation of the hardware a bit easier. EyeSight bundles adaptive cruise control with lane-keeping assist, a “pre-collision throttle management” feature that cuts the throttle ahead of an anticipated collision, and low-speed autonomous emergency braking. On some models, Subaru has also added a driver-facing camera to ensure the driver stays alert while these features are in use.

Mercedes-Benz

Mercedes offers one of the most comprehensive adaptive cruise control and driver-assistance suites of any automaker. Its latest Distronic Plus system can keep up with traffic, but also brake the car to a full stop in stop-and-go situations. The system will automatically resume driving if the car remains stopped for less than three seconds; longer stops require a tap of the accelerator pedal or of the cruise control’s “resume” button. A steering-assist feature helps keep the car centered in its lane, and certain versions of the system can initiate lane changes.

Tesla’s Autopilot system  has attracted its share of controversy, and the name is a bit misleading considering that a human driver must be kept in the loop, but it’s still one of the most advanced systems of its kind. In addition to following traffic and automatically keeping a car in its lane, Autopilot can execute lane changes with the flick of a turn signal, and negotiate some highway off-ramps. Tesla’s ability to pull data from cars using the system and launch over-the-air software updates means Autopilot has significant potential to improve over time.

It’s no surprise that an automaker obsessed with safety was an early adopter of adaptive cruise control. Volvo was also one of the first automakers to pair the technology with autonomous emergency braking, allowing a car to both automatically follow a vehicle in front and brake if it encounters an obstacle. Volvo’s latest Pilot Assist II system doesn’t need to track a vehicle ahead, can a keep a car centered in its lane, and can operate at speeds up to 80 mph.

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• Robotaxi firm Cruise ordered to halve fleet following incidents

General Motors-backed Cruise revealed this week that its fully driverless cars have now traveled more than a million miles, mostly on the streets of San Francisco.

The achievement comes just 15 months after the company’s first fully driverless ride, during which time it also launched San Francisco’s first paid driverless robotaxi service.

Cruise’s autonomous cars are heading to Texas and Arizona before the end of this year.

The General Motors-owned company plans to launch ridesharing pilots in Austin and Phoenix in what will be its first expansion of the service outside of San Francisco.

General Motors autonomous car unit, Cruise, has started to offer driverless rides to residents of San Francisco as it moves toward the launch of a full-fledged robo-taxi service.

Following a test run of the service last week, Cruise has released a video (below) showing the reaction of the very first passengers as they rode through the streets of the Californian city in a vehicle that had nobody behind the wheel.

Cruise Control In Cars Explained (And How To Safely Use It)

Have you ever wished you could set your car's speed and just sit back and relax while driving on a long stretch of highway? If that's the case, then cruise control is just the ticket you've been searching for—and the good news is, it's a standard feature in most cars these days!

Cruise control is a handy feature for drivers that allows you to maintain a constant speed without having to keep your foot on the gas pedal. In this post, we'll explore how cruise control works, its benefits, and how to use it safely to make your driving experience more comfortable.

Understanding Cruise Control

Cruise control, also known as speed control, is an electronic system that allows you to maintain a specific speed without manually controlling the accelerator pedal. The system uses sensors and electronic components to control the throttle and keep your car moving at a desired speed. First introduced in the late 1950s, cruise control has since become a standard feature in most modern vehicles you see on the road today.

How Does It Work?

At its core, cruise control involves a series of sensors that monitor the vehicle's speed and a control unit that regulates the throttle. When the driver sets the cruise control to a specific speed, the system adjusts the throttle to maintain that speed. If the car begins to slow down because of an incline (e.g. going up a hill), the system will open the throttle to accelerate. Conversely, if the car starts to speed up due to a declin (e.g. going downhill), the system will close the throttle to decelerate.

Modern cruise control systems also come with additional features like adaptive cruise control (ACC), which uses radar or cameras to detect vehicles ahead and automatically adjusts the speed to maintain a safe following distance (more on this BELOW).

The History of Cruise Control

The invention of cruise control can be traced back to the late 1940s and early 1950s, when engineer Ralph Teetor developed the first-speed control system. This innovative feature was designed to help drivers maintain a steady speed, reduce fatigue while driving, and improve fuel efficiency. Over the years, cruise control technology has undergone significant advancements, leading to the development of sophisticated systems like adaptive cruise control.

Types of Cruise Control Systems

Today, drivers can choose from a range of cruise control systems, each with its own unique features and functionalities.

Conventional Cruise Control

Conventional cruise control is like your old reliable friend. It's pretty basic and doesn't have any fancy bells and whistles. You just set the speed you want, and it'll keep your car cruising along at that speed, no problem. It's perfect for those long drives on open highways, but it doesn’t automatically react to other cars on the road.

So, if the car in front of you slows down, you'll need to step in and adjust your speed manually. This trusty system comes standard on most cars and is great for saving some fuel on those long road trips .

Adaptive Cruise Control (ACC)

Now, if conventional cruise control is your old reliable friend, then Adaptive Cruise Control (ACC) is like that friend's tech-savvy younger cousin. ACC isn't just maintaining your set speed, it's also keeping an eye on the car in front of you. If that car slows down, ACC slows your car down to keep a safe distance .

It's like having an extra set of eyes on the road, making highway driving a breeze. Plus, some ACC systems can even handle stop-and-go traffic, bringing your car to a full stop and then picking up speed again when traffic gets moving.

Predictive Cruise Control

Predictive Cruise Control is like the fortune teller of cruise control systems. It uses GPS and map data to see into the future and predict what's coming up on the road, like hills or curves, and adjusts your speed accordingly. This means you get a smoother ride and better fuel efficiency, but it all depends on the quality of the GPS and map data. If that's a bit out of date, your fortune-telling cruise control might not be so accurate. It's usually found in more high-end vehicles where top-notch fuel efficiency is a focus for the engineers.

Cooperative Adaptive Cruise Control (CACC)

And then we have Cooperative Adaptive Cruise Control, or CACC. This is like the team player of cruise control systems. It allows cars to talk to each other, coordinating their speeds to maintain a safe distance. It's like having a well-coordinated team of cars all working together to make the traffic flow smoother and reduce congestion. Picture it like a synchronized dance on the highway, where every car knows its place and keeps the right distance. This tech is still pretty new, but it's got a lot of potential. Imagine a future where traffic jams could be a thing of the past.

Remember, these systems are here to make your drive smoother and safer, but they're not a replacement for your attention. No matter how fancy your cruise control is, these systems can be greatly influenced by external conditions like weather and traffic, and they should always be used as aids, not replacements, for attentive driving.

Common Cruise Control Symbols and Indicators

Understanding the various symbols and indicators associated with cruise control is important for safe and effective usage. These symbols typically appear on the dashboard (or on the side of the steering wheel) and may include a speedometer icon, "SET," "RES" (resume), and "CANCEL". Be sure to consult your vehicle's owner's manual for specific details and explanations of these symbols.

Benefits of Using Cruise Control

Cruise control offers several benefits to drivers, especially during long road trips or highway driving.

Fuel Efficiency

One of the main advantages of using cruise control is improved fuel efficiency. By maintaining a constant speed, cruise control helps reduce fuel consumption, leading to better gas mileage. Rapid acceleration and deceleration, on the other hand, can lead to increased fuel consumption.

Comfort and Convenience

Cruise control allows drivers to take their foot off the accelerator pedal, reducing fatigue and improving comfort during long drives. It also helps drivers avoid unintentionally exceeding the speed limit by setting a maximum speed.

When used correctly, cruise control can contribute to safer driving. By maintaining a steady speed, it reduces the likelihood of erratic driving behavior and potential accidents. However, it is important to note that cruise control shouldn't be used in certain conditions, such as heavy traffic or slippery roads .

Troubleshooting Common Cruise Control Issues

Occasionally, you may encounter issues with your cruise control systems. Common problems include cruise control not engaging or disengaging unexpectedly. Possible causes may include a faulty brake light switch, malfunctioning sensors, or issues with the control module. If you experience any problems with your cruise control, it's best to have a qualified technician diagnose and repair the issue for you.

Cruise Control and Road Etiquette

Practicing proper road etiquette while using cruise control is essential for a safe and pleasant driving experience. Here are some tips on how to use cruise control courteously:

• Avoid using cruise control in heavy or congested traffic, as it may hinder your ability to react quickly to changing conditions.
• Be mindful of other drivers when setting your speed. Avoid setting a speed that's significantly slower or faster than the flow of traffic.
• If you are in the passing lane and using cruise control, be sure to adjust your speed or temporarily disengage the system to allow faster-moving vehicles to pass.
• Always signal your intentions, such as lane changes or exiting the highway, even when using cruise control.

The Future of Cruise Control Technology

Cruise control technology plays a vital role in the development of autonomous vehicles, or self-driving cars . In autonomous vehicles, cruise control systems work together with other advanced driver assistance systems (ADAS) to enable the vehicle to operate without direct driver input. These systems include lane-keeping assist, automatic emergency braking, and collision avoidance systems.

As autonomous vehicles become more sophisticated, cruise control technology is evolving to support higher levels of automation. For example, some autonomous vehicles are equipped with advanced cruise control systems that can navigate complex traffic scenarios, merge onto highways, and even change lanes autonomously.

While fully autonomous vehicles are still in the developmental stages, the integration of cruise control technology is a big step toward creating safer and more efficient transportation systems.

As automotive tech continues to advance, cruise control systems are becoming more intelligent and capable. Here are some potential developments we can expect to see in the future of cruise control technology:

• Integration of artificial intelligence (AI) to improve decision-making and responsiveness in adaptive cruise control systems.
• Enhanced connectivity and vehicle-to-vehicle (V2V) communication, enabling cars to share information about traffic conditions and coordinate their speeds for smoother traffic flow.
• Greater customization and personalization options, allowing drivers to set preferences for cruise control behavior, such as following distance and speed adjustments.

Overall, the future of cruise control technology holds promise for creating a more seamless and enjoyable driving experience, with a focus on safety, comfort, and sustainability.

Debunking Myths About Cruise Control

Let's address and debunk some common misconceptions about cruise control:

Myth : Cruise control can be used as a substitute for driver attention.

Fact : Cruise control is a driver assistance feature, not a replacement for attentive driving. Drivers should always remain alert and ready to take control when necessary.

Myth : Cruise control increases the risk of accidents.

Fact : When used appropriately, cruise control can contribute to safer driving by maintaining a steady speed and reducing erratic driving behavior.

Cruise control is a valuable feature that can enhance your driving experience by providing comfort, convenience, and fuel efficiency. Remember to use it safely and appropriately based on driving conditions, and always stay attentive while on the road.

If you found this post informative and want to learn more about car features, driving tips, and automotive technology, be sure to subscribe to our newsletter for regular updates. We're here to help you stay informed and enhance your driving experience.

Frequently Asked Questions About Cruise Control

To further enhance your understanding of cruise control, here are answers to some common questions:

Q : Can cruise control be used in all weather conditions?

A : It isn't advisable to use cruise control in adverse weather conditions, such as heavy rain, snow, or icy roads, as it may reduce your ability to respond quickly to changing road conditions.

Q : Can I use cruise control in urban areas with frequent stop-and-go traffic?

A : Cruise control is best suited for open roads and highways with consistent traffic flow. It isn't recommended for use in urban areas with frequent stops or heavy traffic.

Q : Does cruise control work at any speed?

A : Cruise control typically has a minimum speed threshold, below which it can't be engaged. This threshold varies by vehicle, so check your owner's manual for specific information.

About the Author: This article was crafted by the LOOP Marketing Team. Comprising of seasoned professionals with expertise in the insurance industry, our team is dedicated to providing readers with accurate, up-to-date, and valuable information. At LOOP, we're passionate about helping families navigate the world of car insurance, ensuring they get the best coverage at the most affordable rates. Learn more about our mission and values here.

For more insights on auto insurance and other related topics, visit our blog .

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Self-Driving Cars: Everything We Know About Autonomous Cars

Self-driving cars, a.k.a. "autonomous cars," have been a hot topic for years now. But what exactly is a self-driving car? It's a vehicle that can move, navigate and make intelligent decisions on its own. Today's more advanced autonomous cars process information gathered through a bevy of sensors as they communicate with other vehicles, surrounding infrastructure and even satellites. If that sounds complicated, it's because it is. But we're going to do our best in this article to demystify driverless cars.

Six Steps to a Self-Driving Car

Just like there are steps to a goal, there are levels of automation for self-driving cars. Precisely six levels have been defined by a global association of more than 128,000 engineers and technical experts known as SAE International . The scale starts with Level 0, where you do all the driving, and ramps up to full autonomy at Level 5, where the vehicle does all the driving. The animation above illustrates each of the SAE levels. In the following detailed rundown, we've added our own half-level in the middle to represent some of the self-driving car technologies that are currently out in the marketplace.

For specific definitions of key terms, check out our glossary at the end of the article.

LEVEL 0: MINIMAL ASSISTANCE

How much are you driving.

Practically all driving is your responsibility. You must steer, accelerate and brake like the olden days. There are a few instances where the vehicle will step in to help but only in emergencies.

How much is the vehicle driving?

There is no self-driving at this level. The vehicle is more like an attentive passenger, notifying you if other vehicles are nearby or if you're drifting outside of your lane. It may be able to brake if it senses an impending collision, but it really doesn't do any of the actual driving.

Examples of vehicle technologies at this stage:

• Automatic emergency braking
• Forward collision warning
• Lane departure warning
• Blind-spot warning
• Parking sensors

LEVEL 1: BASIC ASSISTANCE

At this early stage, you are still doing nearly all of the driving. You'll receive one form of active assistance along with emergency intervention, but you're still required to be aware and fully engaged at all times.

This is the start of self-driving car technology. The vehicle offers partial driving participation, but not much. This is the level where the vehicle's advanced driver assistance systems (ADAS) are able to control a single component of driving. In addition to providing the systems mentioned above, it also either steers or modulates speed, actively managing your position within the lane or your distance from the vehicle in front of you. But it won't steer and control speed together.

Examples of vehicle technologies at this stage (one or the other):

• Adaptive cruise control
• Lane keeping assistance

LEVEL 2: ADDITIONAL ASSISTANCE

You're still doing the vast majority of driving, but the vehicle can now do more than one thing for you simultaneously. You still must make decisions and take action when doing things like changing lanes, and you'll likely have to take control if there are any significant bends in the road. In most cases you'll need to have an active hand on the wheel to provide assurance to the system that you haven't crawled into the back seat to take a nap. Even still, a well-tuned Level 2 system can really help ease driving fatigue.

Self-driving car technology progresses here by having an additional component. The vehicle can now actively assist with steering and speed management, and most of the latest systems do this down to a complete stop. Some systems will also automatically begin accelerating again if there is a lead vehicle to follow. The vehicle also continues to be a good watchdog, alerting you of any dangers and providing nudges if it thinks you aren't paying enough attention.

• Adaptive cruise control with lane keeping assistance

LEVEL 2.5: ADVANCED ASSISTANCE

This is a half-step between Levels 2 and 3 and isn't an officially defined level in the SAE standard . Much like Level 2, you're still doing most of the driving, but now you're able to take your hands off the wheel when conditions permit. This level gives you a taste of autonomous driving during those hands-free stretches, but the ADAS may require that your eyes be looking down the road and not at your smartphone (it knows, trust us).

This level is where self-driving car technology begins to rely on externally sourced data, such as GPS map data provided by the manufacturer. The ADAS is more sophisticated because it can combine map data with onboard cameras to recognize traffic signs and other environmental elements. It can adapt to speed-limit changes, anticipate curves by slowing in advance, and even perform some lane changes automatically within designated areas.

• Tesla Full Self-Driving beta (formerly known as Tesla Autopilot and also known as Tesla FSD)
• Ford BlueCruise
• General Motors' Super Cruise/Ultra Cruise

Self-driving cars video

Can your car drive itself | the six levels of autonomous driving | self-driving cars overview, level 3: conditional automated driving.

You remain responsible for the majority of driving and decision-making, but on certain roads you have the option to go completely hands- and feet-free (while remaining in the driver's seat, of course). You must be ready to resume control once you're notified that the vehicle is about to relinquish control.

At this level, self-driving cars begin to advance toward true autonomy thanks to an automated driving system (ADS), which is more advanced than ADAS despite losing a letter. When conditions permit, the vehicle can steer, manage speed, make lane changes and pass slower cars, all without driver input. An ADS also employs artificial intelligence (AI) to enhance situational awareness.

• Mercedes-Benz Drive Pilot

LEVEL 4: ADVANCED AUTOMATED DRIVING

This is the future people dream about. You can choose to be a passenger in your own car (though you'll still need to sit in the driver's seat), or maybe you just hailed a driverless taxi and you're nowhere near the controls. As long as the vehicle is operating in a defined area, it does all the driving. You can still take over if it's your own car, but why do that when you can kick back and relax? The vehicle assumes all driving responsibilities in these areas. However, if you travel outside of these areas, you will have to assume control and drive.

At Level 4, self-driving cars can operate independently most of the time. Indeed, the vehicle can drive itself all of the time as long as it's within the limits of a defined area. Combining artificial intelligence with sensors and cameras, the automated driving system is further upgraded with connections via broadband networks to nearby infrastructure, vehicles and even pedestrians. It sees and knows more than you do about the surrounding environment and can process that information faster than you could ever hope to.

• There are a few metropolitan areas being used for testing by various companies. Waymo has a fully autonomous taxi service called Waymo One that operates in both the Phoenix and San Francisco areas. Waymo also operates various self-driving test vehicles for data collection purposes that range from a modified Prius to the Jaguar I-Pace EV. Uber has self-driving food and package delivery programs running in Houston along with three cities in California: Los Angeles, Santa Monica and Mountain View. Uber has also partnered with Motional to provide Hyundai Ioniq 5 robotaxis in Las Vegas.

LEVEL 5: FULL AUTOMATED DRIVING

You can now be a passenger all the time, on any road, in any conditions. In some instances you may have the option to resume control, but that assumes there are controls in the car to begin with.

This is the holy grail: Self-driving cars are fully functional and the vehicle’s automated driving system is in control all of the time, connected to the surrounding environment by way of broadband and live satellite data. It knows and sees virtually everything you do and a lot of things you don't. Resistance is futile.

• None, as level 5 is purely theoretical at this point.

Edmunds says

At the lower levels — anything below Level 3 — claims of self-driving or autonomous capability are misleading. Level 3 is where true autonomy begins, and anything below should be considered support. There's a long road ahead to full self-driving cars (Level 5), which we may not see before 2040 or even 2050. Much of that has to do with infrastructure deficiencies rather than the vehicles themselves. As we move closer to achieving Level 5, cars should continue to get safer as long as we understand their limitations. We're aiming to provide you with the most honest and current information about the state of automation and all the players involved.

Glossary of terms:

Automatic emergency braking: a driver assistance feature that identifies when a possible collision is about to happen and responds by automatically activating the brakes.

Forward collision warning: a driver assistance feature that detects vehicles, pedestrians and other objects in front of the vehicle and triggers an audio, visual or vibrating alert to warn of a potential collision.

Lane departure warning: a driver assistance feature that detects if your vehicle is straying outside of your designated lane and triggers an audio, visual or vibrating alert.

Blind-spot warning: a safety feature that detects potentially unseen vehicles in the adjacent lane (your blind spot) and triggers either an audio, visual or vibrating alert.

Parking sensors: a driver assistance feature that monitors the perimeter of your vehicle and triggers an audio or visual alert to warn of a potential collision.

Adaptive cruise control: a driver assistance and safety feature that can automatically maintain a safe distance from the vehicle traveling in front of you. In some instances, it can bring your vehicle to a complete stop.

Lane keeping assistance: a driver assistance feature that constantly monitors your vehicle and intervenes to prevent it from straying outside of your lane.

Tesla Full Self-Driving beta (formerly known as Tesla Autopilot): Also known as Tesla FSD, this system incorporates adaptive cruise control, lane keeping assistance and blind-spot warning along with data gathered by Tesla to enable semi-autonomous driving.

Ford BlueCruise: a system developed by Ford that incorporates adaptive cruise control, lane keeping assistance and blind-spot warning and adds GPS map and surrounding environment data to enable semi-autonomous driving on certain highways.

General Motors' Super Cruise/ Ultra Cruise : a system developed by General Motors that incorporates adaptive cruise control, lane keeping assistance and blind-spot warning and adds GPS map and surrounding environment data to enable semi-autonomous driving on certain highways.

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What are self-driving cars the technology explained, what is an autonomous vehicle, how do self-driving cars work, what are the pros and cons of driverless cars, advantages of self-driving cars, challenges of self-driving cars, what autonomous car companies are on the market, the future of self-driving cars.

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A young man sitting in an autonomous car.

An autonomous vehicle is broadly defined as one equipped with technology that senses the conditions around it, including traffic, pedestrians, and physical hazards and can adjust its course and speed without a human at the controls. The terms “autonomous” and “self driving cars” are often used interchangeably.

However, as defined by the SAE, formerly known as the Society of Automotive Engineers, there are six levels of automated driving ranging from full control of a vehicle by a physical driver, assisted by advanced safety technology, to a vehicle that can operate without any on-board human input. Only that top level represents a driverless, or fully autonomous vehicle.

In this feature we’ll define the six levels of what the SAE terms “automated driving,” or AD, the pros and cons of self-driving vehicles, where they’re being used, effects on traffic and the environment and what the prospects are of private citizens being able to own a car that drives itself.

An autonomous vehicle is defined by the University of Michigan Center for Sustainable Systems as one that uses “technology to partially or entirely replace the human driver in navigating a vehicle from an origin to a destination while avoiding road hazards and responding to traffic conditions.”

The SAE’s six levels of what it terms “automated” driving ranges from the first three levels (which start with zero), where a driver is behind the wheel and in control, but is aided by various automated warnings or safety features such as blind spot warning and automatic emergency braking. Levels 3 and 4 represent technology in which the vehicle is self-driving under certain circumstances but may require a human driver to take over. Finally, level 5—a fully autonomous, or self-driving, vehicle that does not require a human to operate the controls. This is the only level at which a vehicle is considered fully autonomous.

SAE chart showing six levels of automated driving.

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Self-driving cars see what’s going on around them using three main electronic “eyes”—radar, cameras and laser-based LiDar, which stands for light detection and ranging. All three feed data into on-board processors, using sophisticated software, algorithms and machine learning to send signals to the vehicle’s actuators to trigger appropriate actions such as braking, steering and acceleration.

The array of sensors can detect a wide variety of road features and obstacles such as lane markings, curbs, pedestrians, cyclists or other vehicles. This is done either visually, through cameras, or by bouncing light impulses or radar signals off of surrounding objects. While self-driving automation technologies help improve safety, they are not 100% infallible, and their effectiveness can be diminished when sensors or lane markings are covered by snow or other heavy precipitation.

Self-driving vehicles where there is either what’s known as a “safety driver” on board or no driver at all are currently in use, mainly by fleets that include warehouse yard trucks that transport goods from one contained location to another. Companies such as Kodiak Robotics and Gatik operate self-driving commercial trucks on certain routes with safety drivers on board.

Cab of Kodiak Robotics sixth-generation driverless ready autonomous semi-truck.

While Kodiak and Gatik aspire to run their trucks with no human on board, taxi services such as Waymo and Cruise are examples of when self-driving technology goes awry. Cruise, a subsidiary of General Motors GM Co., was forced to shut down its robotaxi service after one of its cars was involved in an accident that injured a pedestrian. In 2018 a driverless Uber UBER robotaxi with a safety driver aboard struck and killed a bicyclist in Tempe, Arizona. Conversely, Ann Arbor, Michigan-based May Mobility recently launched a transit service in Sun City, Arizona, using self-driving Toyota Sienna minivans with no backup driver aboard after successful testing.

Self-driving cars offer a number of advantages over vehicles requiring hands-on drivers including convenience, access to mobility, efficiency, cost-savings and traffic congestion.

For those incapable of driving due to age or disabilities or without access to conventional methods of public transportation, self-driving taxis and other transit vehicles are seen as a way to provide mobility to get to errands, work or medical appointments. Commercial operators see self-driving vehicles as boosting cost-savings and efficiency because they can run for longer hours without having to stop for meals or breaks, and they require fewer employees.

Cars and trucks with self-driving safety technology called automated driver assistance systems, or ADAS, are already reducing traffic congestion and accidents. A report by the National High Traffic Safety Administration notes ADAS helps reduce traffic accidents because they “assist a driver by anticipating imminent dangers and working to avoid them.”

The combination of reducing traffic jams due to accidents and potentially decreasing the number of vehicles on the road when self-driving transit becomes more prevalent provides promising environmental benefits. A University of Michigan study concluded that when “savings from the driving efficiencies associated with self-driving vehicles are factored into the equation, the net result is a reduction in lifetime energy use and associated greenhouse gas emissions of up to 9% compared to the conventional vehicles.”

The notion of widely available fully autonomous cars relieving travelers from any of the duties and stresses of driving remains fraught with challenges that range from cost to safety concerns. No matter how well any of the technology works, none of it so far emulates human thought, logic or instincts to make split second decisions.

However, taking the human element out of the equation also eliminates distractions or emotions from affecting the vehicle’s operation. For that reason, fully self-driving cars are viewed as potentially safer since the technology is designed to operate the vehicle safely and logically by detecting and reacting to traffic conditions and the route it’s programmed to follow.

That brings up a question of ethics . Since self-driving cars are basically robots programmed to react a certain way in a given situation, they cannot make an ethical decision, for instance, to avoid a collision. Should the car take action to prevent it from striking a person or a group of people? Germany passed a law prioritizing saving human lives over animals.

Serious accidents such as those in California and Arizona have contributed to fear and concern on the part of many communities that would just as soon not have driverless vehicles plying their streets.

Other challenges to wider adoption of self-driving cars include weather, where sensors and road markings could be obscured by snow, sleet or a hard rain. Overall cost remains a major obstacle to private ownership of fully automated vehicles as well. A 2023 study by McKinsey and Company predicts “By 2030, 12% of new passenger cars are sold with L3+ autonomous technologies, and 37 percent have advanced AD technologies in 2035.”

GM's Super Cruise system can temporarily take over driving on certain roads and during certain ... [+] conditions. The service is offered on a subscription basis.

Right now the highest level of automation available to consumers are systems such as GM’s Super Cruise, Ford Motor F Co.’s BlueCruise and Tesla’s TSLA Full Self Driving—all Level 2. With those systems a driver can temporarily engage the systems to operate the car under certain conditions.

There are several companies building or operating self-driving vehicles for commercial deliveries and robo transit services.

Waymo operates robotaxi service in several U.S. markets.

One of the most successful is Waymo . It operates robotaxi service in San Francisco, Metro Phoenix, and is ramping up in Los Angeles and Austin, Texas. As noted above, GM’s Cruise unit has been less successful after a series of traffic accidents. Gatik operates autonomous trucks that deliver goods from distribution points to retail locations, while Kodiak Robotics adds its autonomous technology to semi-trucks running long-haul and local routes for such companies as Kroger KR and Ikea. Swedish tech company Einride’s autonomous electric pods deliver goods in Europe and North America. Pods are driven by remote operators and have no cabs for human drivers.

Consumer appetite for leaving the driving to technology is growing and they’re willing to pay for it, leading automakers to boost ADAS and other automation offerings, perhaps paving the way for fully self-driving cars and trucks to one day be available and affordable for individuals.

Based on consumer interest in automated driving features and commercial solutions available on the market today, in its report, McKinsey predicted ADAS and AD could generate between $300 billion and $400 billion in the passenger car market by 2035.

Indeed, the world will likely be affected in five key ways, according to artificial intelligence company Allerin: fewer traffic accidents, reduced car ownership, automated logistics including deliveries, improved livability due less noise and air pollution from fewer vehicles on the road and no parking or traffic tickets since autonomous vehicles can pick up and drop off passengers then go on their way.

It’s not certain if all cars will eventually operate without a human behind the wheel and at least partially in control. According to McKinsey, any transition will be at a snail’s pace, projecting that in 2030, only 4% of new passenger cars sold will be installed with level 3 or higher automation functions, increasing to just 17% in 2035.

Bottom Line

Don’t discard your favorite driving cap yet. While automakers are rapidly offering more sophisticated automated driver assist technologies, full, self-driving vehicles are likely to remain primarily in the realm of fleets and commercial operators for the foreseeable future.

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How to Use Cruise Control Safely

Everything you need to know for safe, stress-free driving with your car's cruise-control system.

Its Job Is to Maintain Speed

Cruise control's primary function is to maintain the speed of your choosing, relieving you of needing to keep your foot on the throttle. Virtually all cars on the road today rely on an electronic control module—a computer—to monitor the vehicle's speed and to readjust it as needed to hold the speed you've chosen regardless of the road's gradient.

Know the Controls

You operate cruise control by either a stalk on the steering column or several buttons on the steering wheel. These include an on-off switch; a "set" button to select the speed you want the car to maintain; and buttons or switches marked "+" and "—" that increase or decrease the speed after it has been set, often in 1-mph increments. A "cancel" button disengages the cruise-control system without shutting it off entirely, allowing the car to coast. (Cars with stalk-operated cruise control have a "cancel" position that you move the stalk to in order to disengage the system.) A "resume" function or button brings the car back to its previously set speed. Braking or depressing the clutch at any time will also cancel cruise control. Should you need to make a quick pass, you can always override the preset speed by simply pressing down further on the gas pedal.

Adaptive Cruise's Added Features

Many newer cars offer what's known as adaptive cruise control, sometimes also called active cruise. It works in the same way as conventional cruise systems and additionally relies on front-mounted radar , cameras, or sensors to detect the presence of vehicles directly ahead in your lane. This enables adaptive cruise-control systems to maintain a set distance from the vehicle in front no matter how it varies its speed.

Adaptive systems allow you to adjust how closely your vehicle follows the one ahead but are programmed so that they always maintain at least a safe minimum following distance. Some of these systems also have the ability to brake and even come to a complete stop in city traffic and, depending on the vehicle, automatically accelerate without the driver pressing the gas pedal when traffic starts to move again.

Semi-Autonomous Cruise Control

Finally, the newest, most advanced cruise control systems, such as such as Nissan ProPilot Assist, Subaru EyeSight, and Audi Traffic Jam Assist, are semi-automated driving assistants that combine adaptive cruise control with lane-keeping assist, which self-steers the car gently to keep it in lane if you let it wander out—although you can only take your hands off the wheel for a few seconds before the system sounds alarms and then shuts off.

.css-1rvrtxn{font-family:Gliko,Gliko-fallback,Gliko-roboto,Gliko-local,Georgia,Times,Serif;font-size:1.625rem;line-height:1.2;margin:0rem;-webkit-text-decoration:underline;text-decoration:underline;text-decoration-color:#DBCA8B;text-decoration-thickness:0.25rem;}@media(max-width: 48rem){.css-1rvrtxn{font-size:2.25rem;line-height:1.1;}}@media(min-width: 48rem){.css-1rvrtxn{font-size:2.625rem;line-height:1.1;}}@media(min-width: 64rem){.css-1rvrtxn{font-size:3rem;line-height:1.1;}}.css-1rvrtxn b,.css-1rvrtxn strong{font-family:inherit;font-weight:bold;}.css-1rvrtxn em,.css-1rvrtxn i{font-style:italic;font-family:inherit;} No matter what type of cruise control your car has, the rules for using it safely are the same.

Most of these systems also can autonomously negotiate only the most gentle curves on the interstate. Some semi-autonomous systems, such as those from Tesla and Mercedes-Benz , can do more, including steering the car into the adjacent lane while keeping enough distance from other cars.

Follow These Safety Rules

No matter which type of cruise control your car has, the guidelines for using it effectively and safely are the same:

• Always remain alert and aware of other traffic, and be ready to take control and brake or steer around obstacles, inattentive drivers, or emergency situations.
• Think of even the most advanced adaptive and semi-autonomous cruise control systems as "dumb." They are programmed by humans and may react unpredictably in certain, unforeseen conditions. (See previous point: "remain alert.") Rain, snow, and fog can obscure radar signals and confuse cameras or sensors, sometimes disabling adaptive cruise control entirely. As with conventional cruise control, with an advanced cruise system you must always be prepared to take full control at a moment's notice.
• Cruise control is still best suited for use on highways and in light traffic. If your vehicle has conventional (not adaptive) cruise control, be sure to leave adequate spacing between your car and those ahead, and be prepared to disengage the system by braking or tapping "cancel" as you creep up on other vehicles or get into heavy traffic.
• Do not use cruise control in slippery conditions, including snowy or icy roads or rain-soaked roads awash in deep puddles. Most cruise systems will attempt to maintain your speed until you intervene, and on slippery roads that could cause you to momentarily lose traction, upsetting the car and potentially precipitating an accident.

Treat cruise control as a simple labor-saving convenience, however—but one that must be monitored—and you'll enjoy many miles of comfortable, stress-free travel.

Clifford Atiyeh is a reporter and photographer for Car and Driver , specializing in business, government, and litigation news. He is president of the New England Motor Press Association and committed to saving both manuals and old Volvos.

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G.M.’s Cruise Moved Fast in the Driverless Race. It Got Ugly.

Cruise has hired a law firm to investigate how it responded to regulators, as its cars sit idle and questions grow about its C.E.O.’s expansion plans.

By Tripp Mickle ,  Cade Metz and Yiwen Lu

Tripp Mickle, Cade Metz and Yiwen Lu have been reporting throughout the year on the rollout of robot taxis in San Francisco.

Two months ago, Kyle Vogt, the chief executive of Cruise, choked up as he recounted how a driver had killed a 4-year-old girl in a stroller at a San Francisco intersection. “It barely made the news,” he said, pausing to collect himself. “Sorry. I get emotional.”

To make streets safer, he said in an interview, cities should embrace self-driving cars like those designed by Cruise, a subsidiary of General Motors. They do not get distracted, drowsy or drunk, he said, and being programmed to put safety first meant they could substantially reduce car-related fatalities.

Now Mr. Vogt’s driverless car company faces its own safety concerns as he contends with angry regulators, anxious employees, and skepticism about his management and the viability of a business that he has often said will save lives while generating billions of dollars.

On Oct. 2, a car hit a woman in a San Francisco intersection and flung her into the path of one of Cruise’s driverless taxis . The Cruise car ran over her, briefly stopped and then dragged her some 20 feet before pulling to the curb, causing severe injuries.

California’s Department of Motor Vehicles last week accused Cruise of omitting the dragging of the woman from a video of the incident it initially provided to the agency. The D.M.V. said the company had “misrepresented” its technology and told Cruise to shut down its driverless car operations in the state.

Two days later, Cruise went further and voluntarily suspended all of its driverless operations around the country, taking 400 or so driverless cars off the road. Since then, Cruise’s board has hired the law firm Quinn Emanuel to investigate the company’s response to the incident, including its interactions with regulators, law enforcement and the media.

The board plans to evaluate the findings and any recommended changes. Exponent, a consulting firm that evaluates complex software systems, is conducting a separate review of the crash, said two people who attended a companywide meeting at Cruise on Monday.

Cruise employees worry that there is no easy way to fix the company’s problems, said five former and current employees and business partners, while its rivals fear Cruise’s issues could lead to tougher driverless car rules for all of them.

Company insiders are putting the blame for what went wrong on a tech industry culture — led by the 38-year-old Mr. Vogt — that put a priority on the speed of the program over safety. In the competition between Cruise and its top driverless car rival, Waymo, Mr. Vogt wanted to dominate in the same way Uber dominated its smaller ride-hailing competitor, Lyft.

“Kyle is a guy who is willing to take risks, and he is willing to move quickly. He is very Silicon Valley,” said Matthew Wansley, a professor at the Cardozo School of Law in New York who specializes in emerging automotive technologies. “That both explains the success of Cruise and its mistakes.”

When Mr. Vogt spoke to the company about its suspended operations on Monday, he said that he did not know when they could start again and that layoffs could be coming, according to two employees who attended the companywide meeting.

He acknowledged that Cruise had lost the public’s trust, the employees said, and outlined a plan to win it back by being more transparent and putting more emphasis on safety. He named Louise Zhang, vice president of safety, as the company’s interim chief safety officer and said she would report directly to him.

“Trust is one of those things that takes a long time to build and just seconds to lose,” Mr. Vogt said, according to attendees. “We need to get to the bottom of this and start rebuilding that trust.”

Cruise declined to make Mr. Vogt available for an interview. G.M. said in a statement that its “commitment to Cruise with the goal of commercialization remains steadfast.” It said it believed in the company’s mission and technology and supported its steps to put safety first.

Mr. Vogt began working on self-driving cars as a teenager. When he was 13, he programmed a Power Wheels ride-on toy car to follow the yellow line in a parking lot. He later participated in a government-sponsored self-driving car competition while studying at the Massachusetts Institute of Technology.

In 2013, he started Cruise Automation. The company retrofitted conventional cars with sensors and computers to operate autonomously on highways. He sold the business three years later to G.M. for $1 billion .

After the deal closed, Dan Ammann, G.M.’s president, took over as Cruise’s chief executive, and Mr. Vogt became its president and chief technology officer.

As president, Mr. Vogt built out Cruise’s engineering team while the company expanded to about 2,000 employees from 40, former employees said. He championed bringing cars to as many markets as fast as possible, believing that the speedier the company moved, the more lives it would save, former employees said.

In 2021, Mr. Vogt took over as chief executive. Mary T. Barra, G.M.’s chief executive, began including Mr. Vogt on earnings calls and presentations, where he hyped the self-driving market and predicted that Cruise would have one million cars by 2030.

Mr. Vogt pressed his company to continue its aggressive expansion, learning from problems its cars ran into while driving in San Francisco. The company charged an average of $10.50 per ride in the city.

After a Cruise vehicle collided with a Toyota Prius driving in a bus lane last summer, some people at the company proposed having its vehicles temporarily avoid streets with bus lanes, former employees said. But Mr. Vogt vetoed that idea, saying Cruise’s vehicles needed to continue to drive those streets to master their complexity. The company later changed its software to reduce the risk of similar accidents.

In August, a Cruise driverless car collided with a San Francisco fire truck that was responding to an emergency. The company later changed the way its cars detect sirens .

But after the crash, city officials and activists pressured the state to slow Cruise’s expansion. They also called on Cruise to provide more data about collisions, including documentation of unplanned stops, traffic violations and vehicle performance, said Aaron Peskin, president of San Francisco’s Board of Supervisors.

“Cruise’s corporate behavior over time has increasingly led to a lack of trust,” Mr. Peskin said.

With its business frozen, there are concerns that Cruise is becoming too much of a financial burden on G.M. and is hurting the auto giant’s reputation. Ms. Barra told investors that Cruise had “tremendous opportunity to grow” just hours before California’s D.MV. told Cruise to shut down its driverless operations.

Cruise has not collected fares or ferried riders in more than a week. In San Francisco, Phoenix, Dallas, Houston, Miami, and Austin, Texas, hundreds of Cruise’s white and orange Chevrolet Bolts sit stagnant. The shutdown complicates Cruise’s ambition of hitting its goal of $1 billion of revenue in 2025.

G.M. has spent an average of $588 million a quarter on Cruise over the past year, a 42 percent increase from a year ago. Each Chevrolet Bolt that Cruise operates costs $150,000 to $200,000, according to a person familiar with its operations.

Half of Cruise’s 400 cars were in San Francisco when the driverless operations were stopped. Those vehicles were supported by a vast operations staff, with 1.5 workers per vehicle. The workers intervened to assist the company’s vehicles every 2.5 to five miles, according to two people familiar with is operations. In other words, they frequently had to do something to remotely control a car after receiving a cellular signal that it was having problems.

To cover its spiraling costs, G.M. will need to inject or raise more funds for the business, said Chris McNally, a financial analyst at Evercore ISI. During a call with analysts in late October, Ms. Barra said G.M. would share its funding plans before the end of the year.

Tripp Mickle reports on Apple and Silicon Valley for The Times and is based in San Francisco. His focus on Apple includes product launches, manufacturing issues and political challenges. He also writes about trends across the tech industry, including layoffs, generative A.I. and robot taxis.  More about Tripp Mickle

Cade Metz is a technology reporter and the author of “Genius Makers: The Mavericks Who Brought A.I. to Google, Facebook, and The World.” He covers artificial intelligence, driverless cars, robotics, virtual reality and other emerging areas. More about Cade Metz

Yiwen Lu reports on technology for The New York Times. More about Yiwen Lu

Driverless Cars and the Future of Transportation

An Appetite for Destruction: A wave of lawsuits argue that Tesla’s Autopilot software is dangerously overhyped. What can its blind spots teach us about Elon Musk, the company’s erratic chief executive ?

Along for the Ride: Here’s what New York Times reporters experienced during test rides in driverless cars operated by Tesla , Waymo  and Cruise .

The Future of Transportation?: Driverless cars, once a Silicon Valley fantasy, have become a 24-hour-a-day reality in San Francisco . “The Daily” looked at the unique challenges of coexisting with cars that drive themselves .

Stressing Cities: In San Francisco and Austin, Texas, where passengers can hail autonomous taxis, the vehicles are starting to take a toll on city services , even slowing down emergency response times.

A Fast Rise and Fall: Cruise, a subsidiary of General Motors, wanted to grow fast. Now, the company faces safety concerns  as it contends with angry regulators, anxious employees and skepticism about the viability of the business .

How a robotaxi crash got Cruise’s self-driving cars pulled from Californian roads

The whiplash from approval to ban in just two months highlights the fragmented oversight governing the fledgling industry.

SAN FRANCISCO — Two months before Cruise’s driverless cars were yanked off the streets here for rolling over a pedestrian and dragging her about 20 feet, California regulators said they were confident about self-driving technology and gave the company permission to operate its robotaxi service in the city.

That approval was a pivotal moment for the self-driving car industry, as it expanded one of the biggest test cases in the world for the technology. But now, after the Oct. 2 crash that critically injured a jaywalking pedestrian — and Cruise’s initial misrepresentation over what actually happened that night — officials here are rethinking whether self-driving cars are ready for the road, and experts are encouraging other states to do the same.

On Thursday, just two days after the California Department of Motor Vehicles suspended Cruise’s driverless permits, the company said it would suspend all driverless operations in the country to examine its process and earn back public trust.

“It was just a matter of time before an incident like this occurred,” San Francisco City Attorney David Chiu said of the Oct. 2 crash. “And it was incredibly unfortunate that it happened, but it is not a complete surprise.”

The final 11 seconds of a fatal Tesla Autopilot crash

Immediately after California’s Public Utilities Commission (CPUC) voted in August to allow General Motors’ Cruise and Google’s Waymo to charge for rides 24/7 around San Francisco, Chiu filed a motion to halt the commercial expansion, arguing the driverless cars had serious “public safety ramifications.”

Here in California, the whiplash from approval to ban in just two months highlights the fragmented oversight governing the self-driving car industry — a system that allowed Cruise to operate on San Francisco’s roads for more than three weeks following the October collision, despite dragging a human pinned underneath the vehicle.

California Assembly member Phil Ting (D), whose district includes San Francisco, said the DMV did “the right thing” by suspending the permits when it learned the full extent of the crash. While state legislators are grappling with how to control this rapidly developing industry, he said the DMV already has a rigorous permit approval process for autonomous vehicles. Cruise, for example, said it has received seven different permits over the past few years from the DMV to operate in California.

In California alone, more than 40 companies — ranging from young start-ups to tech giants — have permits to test their self-driving cars in San Francisco, according to the DMV. According to a Washington Post analysis of the data, the companies collectively report millions of miles on public roads every year, along with hundreds of mostly minor accidents.

“It’s hard being first, that’s the problem,” Ting said. “We are doing the best we can with what we know, while knowing that [autonomous vehicles] are part of our future. But how do we regulate it, not squash it?”

A skewed version of events

Just as the light turned green at a chaotic intersection in downtown San Francisco that October night, a pedestrian stepped into the road. A human-driven car rammed into the woman, causing her to roll onto the windshield for a few moments before she was flung into the path of the Cruise driverless car.

The human-driven car fled the scene, while the Cruise remained until officials arrived.

The morning after the collision, Cruise showed The Post and other media outlets footage captured by the driverless vehicle. In the video shared via Zoom, the driverless vehicle appeared to brake as soon as it made impact with the woman. Then the video ended.

When asked by The Post what happened next, Cruise spokeswoman Hannah Lindow said the company had no additional footage to share and that the autonomous vehicle “braked aggressively to minimize the impact.” According to the DMV, representatives from the department were initially shown a similar video.

But that original video captured only part of the story.

Aaron Peskin, president of the San Francisco Board of Supervisors, said that first responders who tended to the crash noted a trail of blood from the point of impact with the woman to where the vehicle ultimately stopped about 20 feet away.

The DMV said it met with Cruise the day after the crash but received additional footage 10 days later after “another government agency” told the DMV it existed. While the Cruise vehicle did initially brake as the company reported, the longer video showed the car began moving again toward the side of the road.

According to the DMV, the Cruise vehicle dragged the woman pinned underneath for about 20 feet, a move that may have worsened her injuries.

Cruise rebuts the DMV’s account, saying “shortly after the incident, our team proactively shared information” with state and federal investigators.

“We have stayed in close contact with regulators to answer their questions and assisted the police with identifying the vehicle of the hit and run driver,” Lindow said in a statement. “Our teams are currently doing an analysis to identify potential enhancements to the [autonomous vehicle’s] response to this kind of extremely rare event.”

In its decision to revoke Cruise’s driverless permits Tuesday, the DMV said that Cruise vehicles are “not safe for the public’s operation” and determined the company misrepresented “information related to safety of the autonomous technology.”

Meanwhile, the National Highway Traffic Safety Administration also opened an investigation into Cruise this month over reports that its vehicles “may not have exercised appropriate caution around pedestrians in the roadway.”

Ed Walters, who teaches autonomous vehicle law at Georgetown University, said that driverless technology is critical for a future with fewer road fatalities because robots don’t drive drunk or get distracted. But, he said, this accident shows that Cruise was not “quite ready for testing” in such a dense urban area.

“In hindsight you would have to say it was too early to roll these cars out in that environment,” he said. “This is a cautionary tale that we should be incremental. That we should do this step by step and do as much testing as we can with people in the cars to see when they are safe and whether they are safe.”

Incomplete data

Under the DMV’s autonomous vehicle program, companies are asked to publicly report collisions involving driverless cars only when they are in test mode . That means if an incident like the Oct. 2 crash occurs while the company is technically operating as a commercial service, the company does not have to publicly report it as an “Autonomous Vehicle Collision Report.”

As of mid-October, the DMV said it received 666 such reports. The Oct. 2 crash is not one of them.

“In commercial deployment, filing crash reports with the state is essentially voluntary,” Julia Friedlander, San Francisco Municipal Transportation Agency’s senior manager of automated driving policy, told city officials during a recent meeting. “It’s possible that some companies are making the decision to file reports sometimes and not necessarily file reports at other times.”

Cruise said it complies “with all required reporting from our regulators” and the company has “conversations with regulators about a number of reportable and non-reportable incidents on a regular basis.” Lindow, the spokeswoman, said the company reported the Oct. 2 crash to the DMV under reporting requirements that are not publicly available.

This is just one example of how difficult it is to get an accurate picture of the performance of driverless cars.

There are few clear federal regulations that set rules for how autonomous vehicles must function , and what standards they must meet before they are tested on public roads. At the federal level, the National Highway Traffic Safety Administration gathers mostly self-reported crash data from companies. In California, the DMV issues permits for testing and deployment, and the CPUC regulates commercial passenger service programs.

In San Francisco, city officials have no say over whether — or how — the cars are deployed on their streets.

That lack of control has unnerved city officials, especially as driverless cars created by Cruise and Waymo have become ubiquitous in San Francisco. The cars have caused major headaches in the city, as they have disrupted first responders on numerous occasions, from rolling into scenes cordoned off by caution tape to once colliding with a firetruck on its way to an emergency scene. City leaders attempted to halt the expansion by highlighting these incidents, but were ultimately unsuccessful.

In an interview with The Post last month, Cruise CEO Kyle Vogt said the criticism of driverless cars and the incidents involving his company were overblown.

“Anything that we do differently than humans is being sensationalized,” he said at the time.

Who’s responsible when there’s no driver?

While it was a human that hit the pedestrian and a Cruise vehicle that dragged her for 20 feet, Peskin, the Board of Supervisors president, said those on the CPUC who granted the company expanded permits — despite a flurry of issues reported with the technology — also bear some responsibility for the crash.

“Yes I blame Cruise,” he said. “But there was supposed to be a check and balance — and that check and balance completely failed, and it failed in a spectacular way.”

Terrie Prosper, a spokesperson for the CPUC, declined to make any of the commissioners available for an interview about this issue, saying “this matter is under deliberation.”

Moving forward, Chiu, the San Francisco city attorney, said officials are still working on their request to appeal Waymo’s permits to operate their robotaxi service in the city.

While the company has not caused as many high-profile incidents as Cruise lately, he said it is important for the state to “go back to the drawing board” until regulators can figure out clearer standards for the technology.

“The fact that we have multiple state agencies that appear to be working in different directions is challenging,” he said. “Who is ultimately responsible for ensuring safety on our streets?”

Another autonomous vehicle startup shutters, Zoox expands driverless testing and investor fervor for AI escalates

TechCrunch Mobility is a weekly newsletter dedicated to all things transportation. Sign up here —  just click TechCrunch Mobility  — to receive the newsletter every weekend in your inbox. Subscribe for free.

Welcome back to TechCrunch Mobility — your central hub for news and insights on the future of transportation.

I spent a few days in Austin for SXSW , where I met with up founders and executives, caught a few talks and even moderated two panels. While generative AI was clearly the big attraction, the future of transportation still garnered attention from investors, urban planners, founders, corporations and media. I heard a lot of conversations about how autonomous vehicles would fit into cities as well as debates over what technology could help alleviate traffic and reduce emissions.

I caught an interesting conversation between Austin Mayor Kirk Watson and Uber CEO Dara Khosrowshahi , who predicted the company would be greener, more affordable and challenge Amazon in the future. These goals seem a bit more attainable — and higher on the priority list — now that Uber has finally ticked the profitability box.

Waymo co-CEO Tekedra Mawakana was also at SXSW, where she announced the company will begin offering a robotaxi service to the public in Los Angeles this week and in Austin by the end of the year. Side note: we’re hearing the service in Austin will likely come sometime this summer. Perhaps I will be back in the city sooner than expected!

Alrighty, let’s jump into the rest of the news of the week!

A little bird

EV startup Fisker has spent the last few months courting dealerships in an effort to pivot away from a Tesla-style direct sales model after struggling to sell half the cars it made in 2023.

It seemed the company had made some progress on that front. However, a little bird told us that one of the dozen-or-so dealerships it had signed up has already called it quits. Fisker Ourisman, which was supposed to be the newest extension of the Ourisman Automotive Group, has walked away from the startup and wiped the website it set up to promote Fisker’s Ocean SUV just one month after singing the deal.

The dealership loss comes as the Wall Street Journal reported Fisker hired outside help to consider a possible bankruptcy filing .

It’s not immediately obvious if any other dealers have followed suit. Mike Domenicone, the owner-operator of Classic of Atlanta, said he’s given more than 150 test drives and sold out the first shipment of Ocean SUVs at his new “Classic of Fisker” offshoot.

Got a tip for us? Email Kirsten Korosec  at [email protected] or Sean O’Kane [email protected] .   If you prefer to remain anonymous ,  click here to contact us , which includes SecureDrop ( instructions here ) and various encrypted messaging apps.

Deal of the week

If you’re looking for yet another example of investor enthusiasm for AI just take a look at the latest fundraise over at autonomous vehicle software company Applied Intuition .

The company raised $250 million in a round that sent its valuation up to $6 billion and included a who’s who of high-profile investors. The Series E round was led by Lux Capital’s Bilal Zuberi, investor Elad Gil, and Porsche Investments Management, the sports car maker’s independent venture arm. Others joining the round were Andreessen Horowitz, Mary Meeker’s growth fund Bond and even Formula 1 world champion Nico Rosberg.

Applied Intuition says it is pushing to bring more artificial intelligence to the automotive, defense, construction and agriculture sectors. As reporter Sean O’Kane wrote, the company appears to have nailed a particular sweet spot for VCs who are on the hunt for startups with AI products that cross into large industries with big budgets — defense being one hot area — with seemingly endless opportunities.

Other deals that got my attention …

Anaphite , a battery technology startup, raised £1.6 million ($2 million)via a government-backed grant investment led by Elbow Beach Capital.

inDrive , a mobility app that includes ride-hailing and other urban services, expanded its financing arrangement with General Catalyst to $300 million, up from the initial $150 million secured in 2023.

Joyride , a micromobility software provider, raised $5.2 million in Series A funding round led by Yamaha Motors and includes returning investments from Urban Innovation Fund, Proeza Ventures, Two Small Fish Ventures and Export Development Canada (EDC).

Motional , the autonomous vehicle technology startup Motional, secured a bridge loan that provides a temporary financial reprieve as the company searches for a longer-term source of funding, TechCrunch exclusively learned.

Telo , the electric vehicle startup aiming to produce a pint-sized pickup truck, raised $5.4 million in a round from Neo and Spero Ventures. Marc Tarpenning, a Spero venture partner and Tesla co-founder, will be joining the board.

Volvo Car invested an undisclosed amount into UK startup Breathe Battery Technologies. Volvo plans to integrate the startup’s battery management software into its next generation of electric vehicles to improve charging time by 30%.

Notable reads and other tidbits

Autonomous vehicles.

Apptronik , the Austin-based robotics startup, has partnered with Mercedes-Benz . The two companies will collaborate on identifying and then testing applications for highly advanced robotics in Mercedes-Benz Manufacturing.”

Aurora showcased its autonomous vehicle system during an analyst and investor day at its headquarters in Pittsburgh. The company demonstrated how Peterbilt 579 semi-trucks equipped with the latest Aurora Driver system (and no human behind the wheel) handled real-world driving conditions on closed course.

Phantom Auto , a remote driving startup that launched seven years ago amid the buzz of autonomous vehicle technology, shut down after failing to secure new funding. The startup had raised $95 million since its founding and had customers. And we’re told they were close to raising more funds before that fell through. We’ll be watching to see what happens to Phantom Auto’s IP.

Zoox expanded its driverless testing — in terms of operational hours, conditions and geography — near its Foster City, California headquarters and in Las Vegas. The driverless Zoox, which is not yet open to the public, is now operating along five miles of road from the south end of the Las Vegas Strip. Zoox is expected to open up to public riders in Las Vegas later in 2024.

Electric vehicles, batteries & charging

Coreshell , a battery materials startup, revealed a breakthrough that could lower the cost of lithium-ion batteries.

Lucid Motors is stuck in a trademark fight over the name of its Gravity SUV.  Google Ventures-backed EV charging company Gravity Inc. filed a “petition for cancellation” with the U.S. Patent and Trademark Office’s Trademark Trial and Appeal Board (TTAB) in December asking for Lucid’s Gravity trademark to be revoked.

India will lower import taxes on certain electric vehicles for companies committing to invest at least $500 million and setting up a local manufacturing facility within three years, a policy shift that could bolster Tesla’s plans to enter the South Asian market.

Lordstown Motors emerged from bankruptcy with a new name — Nu Ride Inc. — and a nearly singular focus: continuing its lawsuit against iPhone-maker Foxconn for allegedly “destroying the business of an American startup.” The reconstituted version of Lordstown Motors will also pursue “potential business combinations,” though it did not say what kinds of mergers it is seeking.

Ride-hailing

Uber and Lyft are leaving Minneapolis over a minimum wage law.

This week’s wheels

Image Credits: Kirsten Korosec

While I was in Austin, I took a demo ride on public streets in a self-driving VW ID Buzz prototype . This wasn’t a true driverless ride as a human safety operator was still behind the wheel. However, it did give me some insight into how VW ADMT — the autonomous driving, mobility and transport subsidiary at the German automaker — is progressing. The final and commercial version of the driverless ID. Buzz AD, which will be designed for ride-hailing, is expected to launch in 2026 .

You might recall that VW’s autonomous vehicle ambitions were wrapped up in Argo AI, a startup backed solely by the automaker and partner Ford. The two companies pulled financial support for Argo AI, leading to its shut down. VW then turned to Mobileye and has since pursued a different path towards automated driving that lies in contrast to Waymo, Cruise, Zoox and Motional.

VW and Mobileye believe in a progressive approach in which technology found in advanced driver assistance systems used in modern cars can progress to a driverless system used in robotaxis. It’s similar to what Tesla has argued.

My ride wasn’t totally smooth, although I didn’t expect it to be. However, the vehicle did see and stop suddenly when a human-driven vehicle came popping out of an alley unexpectedly. One hiccup came as we approach a double-parked emergency vehicle. The ID. Buzz sat for awhile before the safety operator took control and drove around it.

Best viewed in portrait mode

Service update

We have temporarily paused driverless service in all markets while we evaluate how to best serve our riders and the communities where we operate. For more information, please see our latest blog post.

Driverless by design

Cruise is a leader in self-driving technology. We’re partnering with cities to build services that support communities through driverless ridehail and delivery.

Ride with Poppy

Driverless delivery

Cruise partnered with Walmart to deliver thousands of Walmart orders in the Phoenix area.

Where Are the Robotaxis? Self-Driving Vehicles Are Downshifting

• It seems self-driving vehicles are downshifting, based on regulatory response to accidents, people vandalizing robotaxis in California, and research finding low consumer confidence in the technology.
• Perhaps San Francisco—a city with decent public transportation and a growing biking community—was not the best place for Waymo and Cruise to experiment?
• “The assumption that highway Level 4 is easier than urban Level 4 is common, but we’ve learned that’s mistaken. Higher speeds bring unique challenges,” says John Krafcik, the former Waymo CEO.

In San Francisco’s Chinatown last month, a crowd celebrating the Lunar New Year surrounded an empty Waymo Jaguar, broke its windows and threw fireworks inside, The San Francisco Standard reports.

There were no injuries from the incident, according to Waymo. A few days earlier in the city, according to the San Francisco Examiner , a Waymo robotaxi hit a cyclist, causing minor injuries and no hospitalization.

The Lunar New Year torching got very little media attention outside the city. General Motors’ Cruise already had pulled its operations out of San Francisco following a serious injury to a pedestrian, just weeks after the California Public Utilities Commission gave both Waymo and Cruise permission to charge robotaxi fares 24/7 in the city in the face of protests by cyclists and other locals opposed to the geofenced autonomous cabs.

In a guest editorial in the Standard , Mayor London Breed described the robotaxi’s torching as an act of vandalism, “not a political act.”

But a video posted to social media revealed a crowd of about a dozen people surrounding the Waymo Jaguar and scribbling graffiti on its doors, the front-left fender and the hood. “One man bashed the front passenger window and windshield with a skateboard,” the Standard ’s story said, “shattering the glass.”

This month, San Francisco police arrested a man in connection with two Tesla fires and said he was not a suspect in the Waymo torching, “as the department initially said,” according to the Standard .

Perhaps San Francisco—a city with decent public transportation and a biking community growing bigger as e-bikes became a popular way to handle its steep hills—was not the best place for Waymo and Cruise to experiment?

“I suppose it’s a good sign in this environment that one has to be reminded that Waymo, and AV tech in general, didn’t exactly launch in San Francisco,” John Krafcik, who was Waymo’s CEO from 2015 to 2021, told Autoweek via email.

“Waymo launched its AV ride-hailing service in Metro Phoenix, in fall 2020, in an area larger than San Francisco, in a safe, drama-free fashion two years before it launched in San Francisco.”

Sam Abuelsamid, principal analyst for Guidehouse Insights, added: “Generally, I think Waymo has done a better job working with officials, collaborating with cities.”

The CPUC in February was about to expand the parts of California where Waymo would be allowed to run commercial operations, adding San Mateo County, which would make the Jaguar robotaxis potential airport shuttles between the city and San Francisco International, as well as in Los Angeles County.

But the CPUC notified the company it was suspending its request to expand commercial operations for “further staff review,” according to the Examiner . The CPUC’s deadline for approving or denying Waymo’s request is now pushed back to June 19.

Autonomous-vehicle development was for a long time on the same upward trajectory as electric vehicles, but now the two technologies seem to be suffering hiccups on their own, individually.

“AVs benefit from electrification,” Abuelsamid said. “And EVs can move forward without AV technology, but the opposite is more challenging.”

Ford Motor Company pulled support of Argo AI, putting the autonomous technology company it worked with in a collaboration with Volkswagen AG out of business in late 2022, though Ford’s own Blue Cruise highway driving assist has since been top-rated by Consumer Reports .

But in mid-March, the National Transportation Safety Board launched an investigation of Ford’s hands-free driver system regarding a fatal accident in which a BlueCruise-equipped Mustang Mach-E struck a Honda CR-V that was stationary on Highway 10 in San Antonio, according to Reuters . The CR-V driver later died.

Tesla CEO Elon Musk has repeatedly referred to the automaker’s autonomous technology as “full self-driving” and once suggested it would be criminally negligent to withhold the technology from the general driving public.

But following 41 special crash investigations into Tesla’s Autopilot technology—now called Full Self Driving—the National Highway Traffic Safety Administration has launched a full-out preliminary investigation of the EV automaker’s system.

NHTSA has so far linked 273 of 392 Tesla crashes and five of six reported deaths between July 1, 2021, and May 15, 2022, to Autopilot/Full Self-Driving, according to a timeline by auto journalist Benjamin Hunting, for a report by CapitalOne’s Auto Navigator.

Combine the Cruise, Waymo, and Tesla incidents with consumer surveys in recent years indicating low confidence in autonomous vehicles, and it becomes clear why we don’t have driverless cars roaming the Earth, quite yet.

A March 2022 survey by the Pew Research Center on artificial intelligence and human enhancement found that 44% believe “widespread use of driverless cars would be bad for society.” The 28% who think it would be “good” were outpolled by the 29% who were “not sure.”

“I think it’s more than a blip, but I don’t think it’s permanent,” Abuelsamid said. “But it is an indication it’s a much harder problem to solve than we thought 10 years ago, or even five years ago.”

Alphabet’s Waymo, as Google back in the day, and GM, long before it bought Cruise, could both be considered pioneers in self-driving vehicles, going back to the DARPA (Defense Advanced Research Project Agency) Challenges of the ‘00s.

While GM and its competitors have tackled the problem of self-driving beginning with freeways, Waymo (and Cruise) began at the stop-and-go, urban congestion-end of the driving experience.

“The fifth generation of the Waymo Driver’s urban AV ride-hailing technology has progressed on track, but that’s not the case for highway driving, which has taken longer than we had expected,” says Krafcik, the former Waymo CEO who now serves on Rivian’s board of directors and Daimler Truck’s supervisory board.

“The assumption that highway Level 4 is easier than urban Level 4 is common, but we’ve learned that’s mistaken. Higher speeds bring unique challenges… We can all remember seeing pedestrians and cyclists on highways, which means even more robust long-range perception, behavior prediction, and path-planning approaches for highway Level 4 are needed to handle those rare occurrences,” Krafcik says.

“Broad application of highway L4 technology, at scale, is going to take longer than most think.”

Are you at all hopeful that you could someday ride safely in a self-driven vehicle? Please comment below.

Things to Do in Elektrostal, Russia - Elektrostal Attractions

Things to do in elektrostal.

• 5.0 of 5 bubbles
• 4.0 of 5 bubbles & up
• Good for a Rainy Day
• Good for Kids
• Good for Big Groups
• Adventurous
• Budget-friendly
• Hidden Gems
• Good for Couples
• Honeymoon spot
• Good for Adrenaline Seekers
• Things to do ranked using Tripadvisor data including reviews, ratings, photos, and popularity.

1. Electrostal History and Art Museum

2. Statue of Lenin

3. Park of Culture and Leisure

4. museum and exhibition center.

5. Museum of Labor Glory

7. Galereya Kino

8. viki cinema, 9. smokygrove.

10. Gandikap

11. papa lounge bar, 12. karaoke bar.

• Statue of Lenin
• Electrostal History and Art Museum
• Park of Culture and Leisure
• Museum and Exhibition Center
• Museum of Labor Glory