Military Technology

After listening to Zhou Yonghui and others' introduction on this kind of intelligent landmine, Wu Hao and his group walked out of the laboratory, took the shuttle bus, and came to a long building located about one kilometer away from the laboratory. The strip-shaped white factory building is also a laboratory. However, compared to the previous laboratory of intelligent mines, this laboratory is not high, but the area is much larger than the previous one.

Walking into this laboratory, Wu Hao and the others seemed to have entered a high-precision production factory, which also made everyone have a strong interest in this place.

Looking at the curious eyes of everyone, Zhou Yonghui smiled at everyone and introduced: "This is a research center for our intelligent unmanned vehicles, mainly engaged in the research of intelligent unmanned vehicles."

Smart driverless car? Hearing this, everyone was stunned at first, and then they were all puzzled.

Regarding the technology of intelligent unmanned vehicles, it is actually not new. Major manufacturers and many research institutions are scrambling to study it, and many very good intelligent unmanned vehicles have already entered the market and have achieved very good results. .

Regarding the intelligent unmanned vehicle, it is mainly divided into three parts, some of which are civilian-grade vehicles. This part of civil-grade vehicles is mainly divided into three parts: civil passenger vehicles, civil freight vehicles, and civil engineering technical vehicles.

In fact, strictly speaking, it should be counted as a special operation vehicle. However, it is difficult to define the nature of this part of the vehicle. You say it is a civilian vehicle, but it is also a special vehicle.

Civil-grade ride-on intelligent unmanned vehicles are currently the most competitive field. Major manufacturers are targeting this space with a range of self-driving vehicles. Riding in an unmanned vehicle is not really unmanned. The unmanned vehicle here has to be unmanned, which is the autonomous driving that car manufacturers strongly promote.

Autopilot ranges from L1 to L4 level. Currently, L2 level autopilot is more common. Although many manufacturers claim that they are looking at L4 level autopilot, they do not need driver intervention. However, the current law is not yet perfect. Regarding autonomous driving law has not been enacted. Therefore, the vast majority of autonomous vehicles are still at the L2 level. Of course, even at the L2 level, the current L2 level autonomous driving is much more advanced than the autonomous driving six or seven years ago.

In the past, it was a technical factor, so it could only achieve L2 autonomous driving, but now it is because of legal policies and other reasons that the technology of autonomous driving is limited to the L2 level. The two are completely different.

For example, the autonomous driving technology jointly developed by B Yaqi and Haoyu Technology has reached the L4 level. It's just for this reason that the technical control method is compressed to the L2 level. However, its autonomous driving performance has already surpassed the L2 level of the same level, and even the L4 level autonomous driving technology promoted by some manufacturers.

The reason why laws and regulations in this area have not been formulated and perfected is mainly due to the great controversy in the identification of autonomous vehicle accidents. If it's a minor accident, it doesn't matter if you take insurance or something. But if it's a major accident, especially one caused by an unintentional or malfunctioning self-driving car, how should liability be divided? Is it assigned to the owner of the car, the passengers, or to the manufacturer of the car.

Assigned to the owner of the passenger, they are just passengers and do not interfere with the driving of the car, so they have no responsibility. Even if there is nature, at most it is a joint responsibility, so who should be mainly responsible for the accident?

If it is assigned to the manufacturer, it is only a manufacturing unit, so why should it be responsible for the relevant responsibilities that arise during the use process? Even if it is a problem caused by some defects of the vehicle itself, only general responsibility can be pursued.

It is precisely because of this that responsibilities in this area are difficult to define. There is even a very real problem in the application of autonomous driving technology, that is, insurance companies are generally reluctant to accept such policies because the risk is too great. Even if it is accepted, the premiums are very high. Just like a new energy vehicle, the insurance premium is very high, basically three or four times that of an ordinary vehicle.

Therefore, at present, major auto manufacturers and autonomous driving technology suppliers are promoting the formulation of relevant domestic laws and regulations. And major manufacturers are also working with relevant departments to formulate new national standards for autonomous driving technology.

Only the introduction of standards in this regard can regulate all kinds of autonomous driving technologies on the market, not what level of autonomous driving technology the manufacturer claims is what level it is.

This is like the English 46-level test. You can know your level by taking the test.

Compared with some car manufacturers who hope to just pass by and lower the requirements or desires of autonomous driving technology thresholds, Haoyu Technology and an autonomous driving technology manufacturer advocate raising the entry threshold of autonomous driving technology, so as to ensure automatic driving. The safety of driving technology~www.readwn.com~ The motivation or purpose of these car manufacturers wanting to lower the threshold of autonomous driving technology is actually very simple, that is, they do not have this technology themselves, and this technology is all pieced together , Raising the technical threshold of this part will undoubtedly block out these manufacturers and increase their production costs.

In particular, the rise of new energy vehicles has led to a large number of capital manufacturers entering the field of new energy vehicles. These manufacturers and capital have no technology, and they are all buying related technology from others. In order to control costs, these manufacturers buy some technologically obsolete or outdated technologies, and then repackage and market them, thus launching so-called cost-effective vehicles.

Then they brag about the L3 and L4 levels of their so-called autonomous driving technology, but who knows what the level is, let them define and say by themselves.

Therefore, these manufacturers are very resistant to the introduction of the national standard for autonomous driving technology. But this is the general trend, so these manufacturers have begun to operate from various channels, hoping to reduce the technical requirements in this regard.

As a part of the technology suppliers who really have the technology, they naturally don't want to lower the technical standards in this area. On the one hand, lowering the standard is a loss for them. In this way, the so-called self-driving technology that people talk about in millions and tens of millions is the same level as the self-driving technology they spend billions and tens of billions of dollars. What's the point.

In addition, if this technical standard is set very low, it will not be conducive to the healthy development of future autonomous driving technology and even the entire automotive industry, affecting autonomous driving and the independent innovation of the automotive industry.

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