After listening to Zhou Yonghui and others' introduction about this kind of smart landmine, Wu Hao and his team walked out of the laboratory under the guidance of Zhou Yonghui and others, took a shuttle bus, and came to a long-distance mine located about one kilometer away from this laboratory. The strip-shaped white factory building is also a laboratory. However, compared with the previous smart mine laboratory, this laboratory is not high, but it occupies a much larger area 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 and introduced to everyone: "This is a research center for our intelligent unmanned vehicles, mainly engaged in the research of intelligent unmanned vehicles."

Smart driverless car? Everyone was taken aback when they heard this, and then they all became puzzled.

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

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

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

Civilian-grade ride-on smart unmanned vehicles are currently the most competitive field. Major manufacturers are targeting this field and have launched a series of self-driving vehicles. Riding an unmanned vehicle is not really unmanned, the unmanned here has to be unmanned, that is, the autopilot promoted by automakers.

Autonomous driving ranges from L1 to L4. At present, L2 is more common. Although many manufacturers claim that they are looking at L4 autonomous driving, which does not require driver intervention, the current law is not perfect. Regarding autonomous driving Laws have not been enacted. So most of the current autonomous driving 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 automatic driving six or seven years ago.

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

For example, the automatic driving technology cooperated by BA Automobile and Haoyu Technology has reached the L4 level. It's just because of this reason that the technical control method has been compressed to the L2 level. But its automatic driving performance has already surpassed the same level of L2 level, and even the L4 level of automatic driving technology promoted by some manufacturers.

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

It is assigned to the owner and the passengers. They are just pure passengers and have not interfered with the driving of the car, so what responsibility do they have. Even if it is natural, it is at most a joint liability, so who should bear the main responsibility for the accident?

It is assigned to the manufacturer, who is only a manufacturing unit, so why should it bear the relevant responsibilities that arise during the use process? Even if the problems are caused by some defects of the vehicle itself, what can be investigated is only general responsibility.

It is precisely because of this that it is difficult to define responsibilities in this area. 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 risks are too high. Even if it is accepted, the premiums are very high. Just like new energy vehicles, the insurance premium is very high, basically three or four times that of ordinary vehicles.

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

Only the introduction of standards in this area can regulate all kinds of autonomous driving technologies on the market, instead of the level of autonomous driving technology claimed by the manufacturer.

This is like the 46-level English test. You will know what level you are after taking the test.

Compared with some automobile manufacturers who want to pass by and lower the threshold of autonomous driving technology, Haoyu Technology and a manufacturer of autonomous driving technology advocate raising the entry threshold of autonomous driving technology~www.mtlnovel .com~ to ensure the safety of autonomous driving technology.

The motivation or purpose of these car manufacturers to lower the threshold of autonomous driving technology is actually very simple, that is, they do not have this technology themselves, and the technology in this area is all patchwork. Blocked out, raising 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 vehicle manufacturing. These manufacturers and capital do not have technology in their hands, and they all buy other people's related technologies. In order to control costs, these manufacturers buy some technically obsolete or outdated technologies, and then repackage and market them, thus launching so-called cost-effective vehicles.

Then brag about what level of L3 and L4 their so-called autonomous driving technology has reached, but who knows what level it is, let them define and say for themselves.

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

And as this part of the technology suppliers who really own 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 developed by people with millions or tens of millions is at the same level as the self-driving technology that they spent billions or tens of billions to develop. So what is this? What's the point?

In addition, if the 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, and will affect autonomous driving and independent innovation in the automotive industry.

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