Tesla FSD

Tesla FSD Wants Child-Sized Dummy Videos Removed

Tesla FSD

Tesla FSD driver hits a young crash-dummy. Dan O’Dowd of the “Dawn Project” just posted a video of a Tesla test track featuring a cone road. Telsa FSD allegedly doesn’t brake consistently for kids. O’Dowd’s critics said the film was manufactured or poorly made, and several staged their own demos, even using “volunteer” children. The interesting topic is whether a Tesla FSD prototype can reliably brake for children.

O’Dowd wants Tesla FSD banned. I covered his campaign, and he ran for California Senate exclusively to conduct anti-Tesla FSD advertisements. Elon Musk and the pro-Tesla community are furious. As a result, fighting ensued. Later editions of the above video showed FSD active. Some alleged screen shots showed the motorist pressing the pedal. Other statistics show the automobile slowing down or delivering warnings, and the demonstration’s validity is disputed.

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Provocative because automobiles hitting children is terrifying. Every day in the US, 3 children die in car accidents, and 170 kid pedestrians are killed. For many, no technology that runs over a child is acceptable. +2.2% SA is investigating Tesla Autopilot’s deployment and the FSD prototype. Ralph Nader has also called to remove the FSD prototype. After a few people duplicated the test with real children, the NHTSA warned against it and Youtube removed footage of it. Tesla wants videos of its car hitting a test dummy erased. The Washington Post saw Tesla’s cease-and-desist letter.
As usual, nobody gets this topic completely right. The FSD beta is a prototype. Most developers believe self-driving prototypes (and betas) need extensive road testing, and every team does it, with human “safety drivers” monitoring the system and intervening when it makes mistakes to prevent accidents. Tesla is uncommon in that it allows ordinary customers to participate in testing, while other businesses use trained workers, usually two per vehicle.

Self-driving vs. driver-assist

Many issues revolve around the difference between driver-assist systems, which need a human fully engaged in the drive but supervising the system rather than physically moving the controls, and self-driving systems, where no human supervision is needed (and indeed, the vehicle can run with nobody in it.)

Many industry insiders believe NHTSA erred in classifying them as two “levels” of automation technology. Aurora self-driving co-founder Sterling Anderson says getting from driver assist to self-driving is like building larger ladders.
Cruise control was the first advanced driver assist system to enable people take their feet off the pedals. Later, lanekeeping enabled you take your hands off the wheel, and the two were merged in Tesla “Autopilot.” As ADAS tools, they require full attention.

While not everyone initially accepted it, today’s consensus is that these devices operate and pose no traffic danger. People first doubted even rudimentary cruise control, but it quickly became ubiquitous.
Tesla Autopilot generated new problems for a variety of reasons, but the most noteworthy is that it’s plainly superior in functionality to older products, including simpler cruise controls – yet same superiority could make it more dangerous, and hence inferior. The better the system, the worse the result may be since it creates “automation complacency” in the supervising driver.

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