Driving Too Dumb? A Brave New World

Too stupid to drive.

From seatbelt buzzers to drowsiness detectors: The automotive industry is introducing innovations that disempower drivers and, frankly, annoy them.

"The route," says the Audi A6, "is being recalculated due to current traffic reports." Its navigation system receives traffic warnings from radio broadcasts and adjusts the course accordingly.

Basically, this is a pleasant feature. However, the voice has already spoken for the third time within a minute. Can't this car simply calculate without talking?

There is a briefcase on the passenger seat. The driver had to fasten it with a seatbelt because the Audi required it. Modern cars have a "seat occupancy sensor."

A weight sensor is embedded in the passenger seat cushion. If the automatic system detects that a bag is placed on the seat without a person being present, an annoying warning beep sounds. The driver then has three options: they can ignore the beeping (practically impossible), remove the bag from the seat (inconvenient), or (the least unpleasant option) secure the bag with a seatbelt.

In the pursuit of perfection and safety, automobiles are increasingly entering a realm where humans feel just as constrained as they are constraining. Engineers have long identified the user of the vehicle as the biggest problem within the system and are trying to address their weaknesses – almost everywhere.

The art lies in keeping the customer believing that they are "in control," as Mercedes' chief developer Thomas Weber asserts – while progress has long been defined by the increasing disempowerment of the vehicle user. Saab is already developing an ignition key called "Alcokey" that only starts the car after a breathalyzer test confirms that the driver is sober.

However, some innovations are quite useful because it is proven that humans are not smart enough to drive: they can't even brake fully. An irrational inhibition prevents them from pressing the pedal with all their might. Sensors detect the intention based on the speed of the foot movement and automatically initiate full braking. The ABS and ESP control systems prevent the car from skidding during this process. Ideally, the "master" doesn't notice any of it.

For some time now, researchers have also been working on eliminating rear-end collisions through complete control of the driver. Radar-based cruise control systems with distance regulation are precursors to automatically initiated full braking.

Currently, the devices only operate at a maximum of one-quarter of their available braking force, for liability reasons. A full stop caused by a false activation would be undesirable. However, confidence in the technology is growing. Mercedes will already incorporate the system with half braking power in the upcoming S-Class. The rain sensor, which is already widely used, seems safe, but it is also completely useless.

It's one thing that humans can't brake properly. Most people aren't overwhelmed by simply turning on the windshield wipers. However, it seems the automatic system is having problems: It either reacts far too early, causing the wiper arms to scrape across almost dry glass, or sometimes it stubbornly ignores even heavy downpours until the driver, frustrated, reaches for the lever.

The automatic headlight switch, already offered by many manufacturers, has not noticeably improved safety. In fact, it only turns on in the twilight when more attentive drivers would have already switched on their headlights themselves.

However, there is an urgent need for assistance systems that address one of the most dangerous human weaknesses: fatigue. Every year, over 200 people die on German highways alone because drivers fall asleep.

The most practical lane departure warning system currently available is already offered by Citroën in two models: Infrared sensors located under the front bumper monitor the road markings. If the vehicle drifts out of its lane without the turn signal being activated, a strong vibrating alarm is triggered in the driver's seat.

However, the "Hello-wach" seat can only help if the driver remembered to turn it on before falling asleep. Continuous operation is not yet possible, as journeys on country roads would inevitably become a "massage marathon." However, it is already conceivable to have a car that detects driver drowsiness and then automatically activates an alarm system. In a research project with psychologists from the University of Würzburg, BMW developed an infrared camera that monitors the driver's eyes and can determine the level of fatigue based on their blinking rate.

The technology is already mature enough for mass production. However, BMW is hesitant. The often-stated brand philosophy of not wanting to "disempower" people would be definitively rendered absurd if the car were to literally give its dull driver a kick in the rear. "The customer benefit," explains a company spokesperson, "is not really tangible."


Source: http://www.spiegel.de

Hi,

What's missing is the driver fatigue detection system that Bosch has been developing.


Regards,
Sure, here is the translation of the text from German to English:

'Micha'

Bee wrote:

...what's missing is the driver fatigue detection system, which Bosch has been developing....

"...in the source material, there's a diagram where the system is mentioned... by the way, not only Bosch is working on it."

What I would introduce with full brutality : A loud warning sound that goes off when the fog lights are turned on AND the vehicle is traveling faster than 50 km/h, in accordance with traffic regulations. (Fog lights should only be used when visibility is less than 50 meters -> and a speed limit of 50 km/h MUST also be observed).

Then, at the very least, people won't be blinded anymore by countless 'wobbly dachshund on dashboard' drivers/riders who turn on their lights at the slightest drizzle. It's a very effective educational effect.

But seriously: Why wasn't a traffic communication system introduced at the same time as airbags, a system that would be triggered by the airbag? In such a system, the colliding vehicle would emit a standardized radio signal backwards, which would trigger a warning message and hazard lights in the receiving vehicles (which might be speeding towards the accident). This signal would then be relayed from car to car at fixed intervals, reaching approximately 100 vehicles in total. The insurance industry would certainly welcome such a system, while the automotive industry and repair shops probably wouldn't.

I would also find a system useful that automatically prevents rear-end collisions in dense urban traffic by continuously monitoring the distance to the vehicle in front. To prevent false alarms, the system must redundantly obtain the measured values using different methods: ultrasound, an optical stereo camera, and detection of brake lights. All three conditions must be met simultaneously before the system can independently apply the brakes. To skeptics: Even the best drivers experience rear-end collisions due to inattention at a critical moment. This IS a human weakness.
The computing requirements for this system, especially for the stereo camera, are likely to be quite demanding, but in today's age, they are certainly cheaper than the damage that could occur in a collision at 5 km/h.
And if DivX players are already available for under €100 (DivX/MPEG4 is a highly complex technology), then a security computer with a specially designed chip shouldn't be a problem to produce for the mass market.

Here's another small point: I now believe that daytime running lights are also useful on highways, and in some countries they are even mandatory. However, during the day, illuminating the road surface is completely pointless and ineffective, which is why I think it's a waste of normal headlights, which are too expensive and energy-intensive (by the way, the electricity consumed from the vehicle's internal network is roughly 10 times more expensive than electricity from a standard 230V outlet ). With daytime running lights, only the scattered light comes into play, which is necessary for the warning effect. The illuminating beam of light dissipates uselessly on the road surface without anyone noticing it. This (useful) scattered light probably accounts for only 10% of the total light output.
Therefore, daytime running lights should be designed that only emit diffused light, are perceived visually the same as low beam headlights, and are energy-efficient and durable. This could be achieved with energy-saving lamps or white LEDs. They should be integrated into the headlights. They should be able to be switched on instead of the parking lights while driving.

Best regards,
Holger.

Let's talk about the fog lights.

However, the manufacturers are also to blame. Why does the fog light and rear light switch always have to be combined?

It's getting foggy, you press the button (click click), and the rear lights come on, but initially, you only notice the increased brightness at the front.

Sure, I'll think about it and only use one gear, but I'm also wondering if that noise up front is valve clatter or diesel engine sounds; a typical driver would just say: "It's a diesel."


Why isn't the radio on/off button linked to the horn? It makes just as much sense as that "jack of all trades" light switch in most cars, with 15 positions in 4 dimensions .

Okay, I'll make an exception and praise my dad's Vectra B. It has separate switches for both fog lights, and indicator lights for BOTH are in the dashboard, controlled via CAN bus, so everything turns off after the next engine start!

Okay, please provide the German text you would like me to translate into English. I will only provide the translation.

'@Dieselmartin: Fog lights don't personally bother me, as long as they are properly adjusted to avoid glare.'

What really annoys me are the bright red taillights, which seem to be taking on increasingly extreme forms: Recently, I've seen many German cars on the highway that now have two of these things. (it looks like someone is constantly braking).

Hello.

Hi,

@Holger: You can already buy separate daytime running lights from Hella or Inpro - they consume 2x6 (Hella) or 2x21 (Inpro) watts and are allowed to be operated WITHOUT the rest of the lighting. Normally, in addition to the headlights, the parking lights and all sorts of other things light up at the rear as well.

Unfortunately, I haven't come up with anything useful yet on how to install these parts on the Ibiza in a way that complies with the installation instructions and doesn't obstruct the license plate light.

By the way, TFLs (thin-film lasers) work roughly according to the principle you described.

I always wonder how stupid people have to be to ignore the yellow warning light on their fog lights, because I often see it happening in city traffic in Berlin, even when it's not raining at all... it's just dark.

Best regards,

Jan.

You can already buy separate daytime running lights from companies like Hella or Inpro.
Unfortunately, I haven't come up with anything useful yet about how to get those parts onto the Ibi.

That's exactly the problem with separate TFL units for retrofitting. Plus, they certainly aren't cheap.

I was considering solutions where a special fluorescent tube or cold cathode tube is inserted into the headlight instead of the standard bulb. The ballast or inverter would then need to be integrated into the housing or mounted externally. With DIY solutions, the approval (ABE) is likely to become invalid.

how stupid you must be to ignore the yellow sign

I suspect it's more likely ignorance. The device is turned on so that others don't get too close to someone's own 'helix plate' and, under no circumstances, drive up behind them. It doesn't matter if other people are blinded by it – let the flood come after me.

Hi,

Quote:

That's exactly the problem with separate TFL units for retrofitting. Plus, they certainly aren't cheap.

I think the Inpro parts cost around 40 euros at Conrad, which is basically still acceptable.

Quote:

I was considering solutions where, instead of the standard headlight bulb, a special fluorescent tube or cold cathode tube is inserted into the headlight housing. The ballast or inverter would then need to be integrated into the socket or mounted externally. With DIY solutions, the operating license (ABE) will likely become invalid.

Take a look at the relevant approval regulation (I don't have the number handy right now; I found it using Google back then). It requires a luminous area of 40 square centimeters or more with a specific minimum brightness, which you probably won't be able to achieve with a point light source without a suitable (i.e., new) reflector.

That's definitely illegal.

I think white LED panels would be more suitable, but unfortunately, my inquiries to Hella and Inpro regarding such products went unanswered. Presumably, the section with multiple light sources in the zoning plan is causing the issue.

They've combined elements of both your idea and mine in the new A8, where they have integrated LED daytime running lights into the headlights.

Best regards,

Jan.

Quote:

Recently, I've seen many German cars on the highway that now have 2 of these things installed.

Yes, for example, my G3 variant ---- For almost 10 years now .

Back in the day, like in the 70s or 80s, only one was allowed in Germany.
Since ..., it has been allowed to have two, but many people still only build one.

Here's the Ventra B again – it has everything doubled up: wires, bulb (double filament). The only difference is that the pin for the contact on the bulb isn't seated correctly on the left side.

Okay, please provide the German text you would like me to translate into English. I will only provide the translation.

"@Jan and also in the new A6."

The daytime running lights are very useful, especially during this time of year, because here in the countryside, they turn off the lights at 8 am. They don't care what it looks like around the car... and I personally haven't seen the sun for about two weeks, I think.
Regarding the NSL (presumably a type of vehicle), honestly, anyone who doesn't notice that a large yellow light turns on in their field of vision, I feel sorry for them. I hate people who activate that thing when it's absolutely unnecessary, and I agree with you on that. Maybe the warning light should be positioned so that it directly corresponds to 50 km/h on the speedometer. But since this regulation probably only exists here (although it would actually make sense), no manufacturer will do something like that.

Despite all due respect to the fatigue-avoidance systems mentioned by Bertil, I'm not sure if that goes too far. To be honest, someone who is constantly being woken up by their car should be in bed, not driving; they are endangering others and acting irresponsibly. If someone wants to be completely detached from driving, they should take a taxi or bus/train/airplane.

Hi,

Quote:

Yes, for example, my G3 variant --- I've been using it for almost 10 years now.

The Ibiza also has two of them, and I think that's great. Firstly, you get two reversing lights with them, and secondly, the two NSLs provide a very bright, well-distributed light to the rear – which I have often repurposed for other uses.

No, don't worry, not to impress others, but rather:

Here, in the backyard, I have a really great parking spot – about 50 cm wider than the car. When I drive in backwards, there's the house wall on the left and a wall that's about 30 cm high on the right (it's quite annoying... I bumped it slightly when quickly driving out - of course, you have to turn immediately after). As a parking aid for nighttime, there's a reversing sensor located at the rear right side, near the wall.

The two reversing lights are very helpful, unless you're driving in the dark with heavy rain – then visibility when parking is extremely poor. That's precisely when those two NSL Gold lights become valuable, as they provide enough illumination with their 2x21 watts; if necessary, the indicated brake lights can also help.

Best regards,

Jan.

What I would introduce with full brutality: A loud warning sound when the fog lights are turned on AND the vehicle is traveling faster than 50 km/h, in accordance with traffic regulations. (Fog lights should only be used when visibility is less than 50 meters -> in that case, a speed limit of 50 km/h MUST also be observed).


Good idea, but it would be even better to have an automatic speed limit of 50 km/h linked to the NSL (National Speed Limit). It shouldn't be a technical problem...

Regards,
0588.778:wink:

'Regarding the indicator lights: a customer quote:'

'Could you please take a look? There's been a yellow light on in the dashboard for a few days now.'

NSL... what else could it be...?

'The thing is, this device is the most idiotic invention. Instead of providing security, it actually takes it away. Because the strong brightness creates a false sense of visibility that doesn't reflect reality.'
and immediately runs over everything that doesn't have an NSL label. Whether it's the shipping crate or the neighbor's little dog...

In the past, if you ended up in a field without electronic stability control (ESP), it usually meant you learned something because it was expensive to fix.
Today, we stay on the marked slope, learn nothing, and hopefully manage to ski down without any external help and with a good amount of speed. But unfortunately, most of the time we end up going in the wrong direction.


Although I ride a motorcycle (and only use high beams when riding in rural areas), I am absolutely in favor of mandatory daytime running lights. The number of completely clueless people driving through the forest without their lights on during twilight is constantly increasing. And even the police aren't setting a good example, naturally driving without lights in bad weather...

Unfortunately, driving has become more of a secondary activity these days...

CU Gremlin.

An automatic speed limit would be problematic because the National Speed Limit (NSL) could then be misused as a city cruise control system.
A fog sensor (based on humidity or reflected light) would be better.

"Har har har, automatic fog lights. The legendary Honda Prelude had them. It's hard to believe there was one here in town that could detect fog everywhere."
I agree with the "Gremlins" opinion. Perhaps Jan's usefulness could be as a reversing light, but if you forgo the need for an NSL (National Speed Limit), you could definitely achieve something impressive in terms of lighting when driving in reverse.
"By the way, are the new 5-series BMWs equipped with LED reversing lights, or am I mistaken?"