特斯拉、司机、联邦政府工作人员,安全屏障都是致命车祸的罪魁祸首
Tesla, Driver, Feds, Safety Barricade All at Fault in Fatal Crash: Feds

Tesla, Driver, Feds, Safety Barricade All at Fault in Fatal Crash: Feds

特斯拉、司机、联邦政府工作人员,安全屏障都是致命车祸的罪魁祸首

2018年,在加州山景城,一辆特斯拉Model X撞上安全护栏,司机死亡,所有人都因此受到指责。在周二由国家交通安全委员会发布的一份报告中,美国国家运输安全委员会(NTSB)批评特斯拉对半自主汽车使用了误导性的术语“自动驾驶仪”,特斯拉的自动驾驶仪软件没有看到防撞栏,苹果工程师司机显然在玩电子游戏,国家公路交通安全管理局作为自动驾驶的监管者过于放任,以及加利福尼亚州在之前的一次事故后没有修复路障的防撞功能。

基本上,到处都是责备。这是又一次特斯拉事故,据说NTSB自动驾驶仪的表现不如预期,也不如司机可能认为自动驾驶仪应该做的。不管埃隆·马斯克如何评价自动驾驶系统,也不管他的宏伟梦想是什么,它很快就会完全实现自动驾驶,自动驾驶系统现在是一个二级系统,它a)保持在汽车当前行驶车道的中心,b)在前面给汽车定步速,行驶距离不超过两秒钟,c)在驾驶员开始换道后自动换道。

事故发生在美国101公路以南。NTSB认为,38岁的司机Wei Huang在事故发生前正在用手机观看或玩视频游戏。从汽车黑匣子里提取的数据表明,X型车一直在跟踪(踱步)另一辆车。然后,在事故发生前的几秒钟,汽车偏离车道,稍微加速,撞上一个损坏的衰减器或冲击吸收器,保护混凝土中央护栏的钝端。

US-101南行图,描绘的是特斯拉(以及奥迪和马自达)在最后的休息。特斯拉最初撞到碰撞衰减器,该衰减器早些时候被一辆普锐斯损坏(来源:NTSB S. Engleman)。

NTSB的初步报告是这样说的:

NTSB还得出结论,在车祸前一分钟,司机的手在34秒内被检测了三次,但在车祸前的最后六秒没有检测到。在撞车前7秒,它开始向左转向,在最后几秒,速度从62英里每小时增加到70.8英里每小时,“没有检测到撞车前的刹车或规避转向运动。”

左边是衰减器,或者说是可变形的防撞护栏,右边是特斯拉事故护栏。(照片来源:NTSB)

美国国家运输安全委员会表示,如果SCI智能缓冲衰减器能够正常工作,即使其他可能出问题的设备都出了问题,司机也有可能幸存下来。但它在六天前被一辆丰田普锐斯(Toyota Prius)撞到,加州运输部没有对其进行修复。通常情况下,即使是重大事故造成的损坏,也需要在几小时内重新安装部件,主要方法是将防护栏拉回原来的形状,重新安装一根钢缆。所以这是加州运输局应该在普锐斯撞车的同一天处理的事情。

国家运输安全委员会主席罗伯特·L·萨姆沃特说:

关于特斯拉电池的一个令人毛骨悚然的旁注:它被破坏了,并引发了一场重大火灾,冒出了大量黑烟,但事实证明很难扑灭和阻挡。

“山景城消防局在不到10分钟的时间里使用了大约200加仑的水和泡沫来扑灭涉及车辆内部和高压电池外露部分的火灾,”报告说:

NTSB还对特斯拉没有对2017年的自动驾驶安全建议做出回应感到愤怒。美国国家运输安全委员会希望自动驾驶汽车制造商,尤其是目前部分自动驾驶的汽车制造商,将自动驾驶限制在合适的条件下。NTSB还一直表示,希望手机制造商和汽车制造商限制汽车在行驶过程中使用手机的方式,但如果乘客和司机的手机没有区别,那么这种限制将是严重的。即便如此,由于有如此多的手机用于导航、娱乐和接电话,人们仍会对切断哪些线路产生争议。

Everybody's getting blamed for the 2018 crash the killed the driver of a Tesla Model X that hit a safety barrier in Mountain View, California. In a report released Tuesday by the Natational Transportation Safety Board, the NTSB criticized Tesla for using the misleading term "Autopilot" for a semi-autonomous vehicle, Tesla's Autopilot software for not seeing a crash barrier, the Apple-engineer driver who was apparently playing a videogame, the National Highway Traffic Safety Administration for being too hands-off as a regulator of autonomous driving, as well as the state of California for not repairing the barricade's crash-attenuation features after a previous accident.

Basically, blame all around. This is one more Tesla accident where so says the NTSB Autopilot underperformed what it was supposed to do, and way underperformed what the driver perhaps thought Autopilot should do. Regardless of what Elon Musk says about Autopilot and his grand dreams it will be fully self-driving real soon, Autopilot is today a Level 2 system that a) stays centered in the car's current driving lane, b) paces the car in front, never getting closer than about two seconds of driving distance, and c) changes lanes autonomously after the driving initiates the lane-change.

The accident happened on US Highway 101 South. The NTSB believes the 38-year-old driver, Wei Huang, was watching or playing a videogame on his phone just before the accident. Data pulled from the car's black box recorder indicates the Model X had been following (pacing) another car. Then, in the seconds before the accident, the car angled out of its lane, accelerated slightly, and hit a damaged attenuator, or impact absorber, protecting the blunt end of the concrete median barrier.

Southbound view of US-101 depicting Tesla (and Audi, and Mazda vehicles it struck) at final rest. The Tesla initially hit the crash attenuator, which has been damaged earlier by a Prius (Source: NTSB S. Engleman)

Here's what the preliminary NTSB report had to say:

The NTSB also concluded that in the minute before the crash, the driver's hands were detected on the wheel three times for a total of 34 seconds, but not in the final six seconds before the crash. Seven seconds before the crash, it began a left steering movement, and in the final seconds, the speed increased from 62 to 70.8 mph "with no precrash braking or evasive steering movement detected."

Attenuator, or deformable crash barrier, at left and the Tesla-incident barrier at right. (Photo: NTSB)

Even if everything else that could have gone wrong had gone wrong, the driver likely would have survived, the NTSB said, had the SCI smart cushion attenuator been functional. But it had been struck six days before by a Toyota Prius and not repaired by the California Department of Transportation. Often, the damage even from a major accident requires resetting the components, mainly by pulling the barrier back into shape and resetting a steel cable, in a couple of hours. So it's something CalTrans should have attended to the same day as the Prius crash.

Robert L. Sumwalt, chairman of the NTSB, said:

One spooky sidenote about the Tesla's battery: It was breached and started a significant fire with plumes of black smoke, but proved hard to put out and keep out.

"The Mountain View Fire Department applied approximately 200 gallons of water and foam during a period of fewer than 10 minutes to extinguish fires involving the vehicle interior and the exposed portion of the high-voltage battery," the report says:

The NTSB is also irked that Tesla has not responded to safety recommendations regarding Autopilot that go back to 2017. The NTSB wants makers of autonomous vehicles, especially the ones with today's partial self-driving, to limit the self-driving to suitable conditions. NTSB also keeps saying it wants phone makers and automakers to limit how phones can be used when the car is moving, but the pushback will be severe if there's no distinction between passenger and driver phones. And even then, with so many phones used for navigation, entertainment, and receiving calls, there'll be disputes over what to cut off.

Everybody's getting blamed for the 2018 crash the killed the driver of a Tesla Model X that hit a safety barrier in Mountain View, California. In a report released Tuesday by the Natational Transportation Safety Board, the NTSB criticized Tesla for using the misleading term "Autopilot" for a semi-autonomous vehicle, Tesla's Autopilot software for not seeing a crash barrier, the Apple-engineer driver who was apparently playing a videogame, the National Highway Traffic Safety Administration for being too hands-off as a regulator of autonomous driving, as well as the state of California for not repairing the barricade's crash-attenuation features after a previous accident.

2018年,在加州山景城,一辆特斯拉Model X撞上安全护栏,司机死亡,所有人都因此受到指责。在周二由国家交通安全委员会发布的一份报告中,美国国家运输安全委员会(NTSB)批评特斯拉对半自主汽车使用了误导性的术语“自动驾驶仪”,特斯拉的自动驾驶仪软件没有看到防撞栏,苹果工程师司机显然在玩电子游戏,国家公路交通安全管理局作为自动驾驶的监管者过于放任,以及加利福尼亚州在之前的一次事故后没有修复路障的防撞功能。

Basically, blame all around. This is one more Tesla accident where so says the NTSB Autopilot underperformed what it was supposed to do, and way underperformed what the driver perhaps thought Autopilot should do. Regardless of what Elon Musk says about Autopilot and his grand dreams it will be fully self-driving real soon, Autopilot is today a Level 2 system that a) stays centered in the car's current driving lane, b) paces the car in front, never getting closer than about two seconds of driving distance, and c) changes lanes autonomously after the driving initiates the lane-change.

基本上,到处都是责备。这是又一次特斯拉事故,据说NTSB自动驾驶仪的表现不如预期,也不如司机可能认为自动驾驶仪应该做的。不管埃隆·马斯克如何评价自动驾驶系统,也不管他的宏伟梦想是什么,它很快就会完全实现自动驾驶,自动驾驶系统现在是一个二级系统,它a)保持在汽车当前行驶车道的中心,b)在前面给汽车定步速,行驶距离不超过两秒钟,c)在驾驶员开始换道后自动换道。

The accident happened on US Highway 101 South. The NTSB believes the 38-year-old driver, Wei Huang, was watching or playing a videogame on his phone just before the accident. Data pulled from the car's black box recorder indicates the Model X had been following (pacing) another car. Then, in the seconds before the accident, the car angled out of its lane, accelerated slightly, and hit a damaged attenuator, or impact absorber, protecting the blunt end of the concrete median barrier.

事故发生在美国101公路以南。NTSB认为,38岁的司机Wei Huang在事故发生前正在用手机观看或玩视频游戏。从汽车黑匣子里提取的数据表明,X型车一直在跟踪(踱步)另一辆车。然后,在事故发生前的几秒钟,汽车偏离车道,稍微加速,撞上一个损坏的衰减器或冲击吸收器,保护混凝土中央护栏的钝端。

Southbound view of US-101 depicting Tesla (and Audi, and Mazda vehicles it struck) at final rest. The Tesla initially hit the crash attenuator, which has been damaged earlier by a Prius (Source: NTSB S. Engleman)

US-101南行图,描绘的是特斯拉(以及奥迪和马自达)在最后的休息。特斯拉最初撞到碰撞衰减器,该衰减器早些时候被一辆普锐斯损坏(来源:NTSB S. Engleman)。

Here's what the preliminary NTSB report had to say:

NTSB的初步报告是这样说的:

The NTSB also concluded that in the minute before the crash, the driver's hands were detected on the wheel three times for a total of 34 seconds, but not in the final six seconds before the crash. Seven seconds before the crash, it began a left steering movement, and in the final seconds, the speed increased from 62 to 70.8 mph "with no precrash braking or evasive steering movement detected."

NTSB还得出结论,在车祸前一分钟,司机的手在34秒内被检测了三次,但在车祸前的最后六秒没有检测到。在撞车前7秒,它开始向左转向,在最后几秒,速度从62英里每小时增加到70.8英里每小时,“没有检测到撞车前的刹车或规避转向运动。”

Attenuator, or deformable crash barrier, at left and the Tesla-incident barrier at right. (Photo: NTSB)

左边是衰减器,或者说是可变形的防撞护栏,右边是特斯拉事故护栏。(照片来源:NTSB)

Even if everything else that could have gone wrong had gone wrong, the driver likely would have survived, the NTSB said, had the SCI smart cushion attenuator been functional. But it had been struck six days before by a Toyota Prius and not repaired by the California Department of Transportation. Often, the damage even from a major accident requires resetting the components, mainly by pulling the barrier back into shape and resetting a steel cable, in a couple of hours. So it's something CalTrans should have attended to the same day as the Prius crash.

美国国家运输安全委员会表示,如果SCI智能缓冲衰减器能够正常工作,即使其他可能出问题的设备都出了问题,司机也有可能幸存下来。但它在六天前被一辆丰田普锐斯(Toyota Prius)撞到,加州运输部没有对其进行修复。通常情况下,即使是重大事故造成的损坏,也需要在几小时内重新安装部件,主要方法是将防护栏拉回原来的形状,重新安装一根钢缆。所以这是加州运输局应该在普锐斯撞车的同一天处理的事情。

Robert L. Sumwalt, chairman of the NTSB, said:

国家运输安全委员会主席罗伯特·L·萨姆沃特说:

One spooky sidenote about the Tesla's battery: It was breached and started a significant fire with plumes of black smoke, but proved hard to put out and keep out.

关于特斯拉电池的一个令人毛骨悚然的旁注:它被破坏了,并引发了一场重大火灾,冒出了大量黑烟,但事实证明很难扑灭和阻挡。

"The Mountain View Fire Department applied approximately 200 gallons of water and foam during a period of fewer than 10 minutes to extinguish fires involving the vehicle interior and the exposed portion of the high-voltage battery," the report says:

“山景城消防局在不到10分钟的时间里使用了大约200加仑的水和泡沫来扑灭涉及车辆内部和高压电池外露部分的火灾,”报告说:

The NTSB is also irked that Tesla has not responded to safety recommendations regarding Autopilot that go back to 2017. The NTSB wants makers of autonomous vehicles, especially the ones with today's partial self-driving, to limit the self-driving to suitable conditions. NTSB also keeps saying it wants phone makers and automakers to limit how phones can be used when the car is moving, but the pushback will be severe if there's no distinction between passenger and driver phones. And even then, with so many phones used for navigation, entertainment, and receiving calls, there'll be disputes over what to cut off.

NTSB还对特斯拉没有对2017年的自动驾驶安全建议做出回应感到愤怒。美国国家运输安全委员会希望自动驾驶汽车制造商,尤其是目前部分自动驾驶的汽车制造商,将自动驾驶限制在合适的条件下。NTSB还一直表示,希望手机制造商和汽车制造商限制汽车在行驶过程中使用手机的方式,但如果乘客和司机的手机没有区别,那么这种限制将是严重的。即便如此,由于有如此多的手机用于导航、娱乐和接电话,人们仍会对切断哪些线路产生争议。