加载中…特斯拉自动驾驶仪Autopilot和全自动驾驶FSD：如何开始、发展方向
(2023-11-13 18:01:35)
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特斯拉autopilot全自动驾驶fsd埃隆马斯克技术报告 |
分类： 车展的映像 |
发布时间： 2023年11月12日 2：28 UTC
作者：克里斯蒂安·阿加蒂
十多年来，特斯拉一直承诺自动驾驶，尽管这个梦想可能一如既往地遥远。特斯拉全自动驾驶的最高级版本仍处于测试阶段，进展微乎其微。以下是一切的开始和发展方向。https://s1.cdn.autoevolution.com/images/news/tesla-autopilot-and-full-self-driving-how-it-all-started-and-where-it-s-heading-224307_1.jpeg
https://s1.cdn.autoevolution.com/images/news/gallery/tesla-autopilot-and-full-self-driving-how-it-all-started-and-where-it-s-heading_29.jpg特斯拉在 2008 年推出 Roadster 后引发了电动汽车革命。它在发布时是一款令人印象深刻的电动汽车，今天也是抢手的收藏品，但它只不过是特斯拉电动动力总成的试验台。Roadster 于 2008 年推出，基于 Lotus Elise 底盘，在 2008 年至 2012 年间限量销售。
虽然Roadster是第一款配备锂离子电池的量产电动汽车，但Model
S是特斯拉第一款从头开始打造的车型，旨在向世界证明电动汽车是可取的。正如埃隆·马斯克（Elon
Musk）在2006年总体规划中告诉我们的那样，推出Model S是第二步，下一步是推出更实惠的电动汽车。它于 2017 年作为
Model 3 问世，这是一款真正的大众市场电动汽车，奠定了特斯拉作为汽车制造商的地位。
甚至在 Model 3 成为成功故事之前（它也即将让特斯拉破产），埃隆·马斯克
（Elon Musk） 于 2016 年发布了 Master Plan Part
Deux。这是一个非常雄心勃勃的宣言，至今仍未完成。除了扩大特斯拉电动汽车产品阵容以涵盖所有形式的地面交通工具，并将能源生产与电池存储相结合外，总体规划第二部分还引入了一个新概念：自动驾驶。
特斯拉Autopilot：一切是如何开始的
这一概念开始大力推动用全自动驾驶系统取代方向盘后面的人类驾驶员。根据第二个总体规划，这个系统可以比人类安全十倍，挽救无数生命。但在此之前，特斯拉的自动驾驶功能已经掀起了波澜，引发了争议，并受到了严厉的批评。一切都始于将第一次迭代命名为“Autopilot”。
埃隆·马斯克（Elon
Musk）在《总体规划》第二部分出版前三年就开始谈论Autopilot。他毫不掩饰自己在设计和命名该系统时受到航空的启发。这也导致了特斯拉客户的困惑，他们认为与飞机类似，他们的汽车可以在启用Autopilot时自动驾驶。一些人为这种混乱付出了生命的代价，他们的牺牲为改善制度和法规做出了贡献，这给了他们小小的安慰。
https://s1.cdn.autoevolution.com/images/news-gallery-860x/tesla-autopilot-and-full-self-driving-how-it-all-started-and-where-it-s-heading-thumbnail_23.jpg
2014 年 10 月，第一批特斯拉客户可以预购 Autopilot，当时特斯拉汽车已经配备了必要的硬件来支持它。2015 年
10 月，第一个 Autopilot 软件版本随 Tesla 软件版本 7.500 一起发布。在一年之内，当 Master Plan
Part Deux 发布时，Autopilot 已经累计行驶了 3 亿英里（5 亿公里），特斯拉车队每天增加了 三百
万英里。特斯拉认为，全球监管部门的批准将需要大约六十亿英里（一百亿公里）。
硬件：什么是硬件 1 和 HW2-HW4
Autopilot
软件需要专门的硬件来收集和处理数据。当然，特斯拉Autopilot硬件的第一次迭代被命名为“硬件1”，随后的迭代也相应增加。无论迭代如何，Autopilot
自动辅助驾驶硬件都包括用于“查看”和“感知”周围环境的 Autopilot
传感器套件，以及用于处理信息并协助驾驶员的 Autopilot
计算机。最新的特斯拉Autopilot硬件套件是硬件4，或HW4，能够监督自动驾驶功能，从技术上讲仍然代表2级自动驾驶。
硬件 1 基于 MobilEye 的 EyeQ3 平台，依靠单个单色摄像头、雷达和超声波传感器来提供高级驾驶辅助 （ADAS）
功能。其中包括自动紧急制动 （AEB）、交通感知巡航控制 （TACC）、车道保持和车道居中辅助（LKA、LDA、LDW）。HW1
车辆还提供自动泊车和召唤功能。
2016年，特斯拉与MobilEye的合作关系在一辆配备主动自动驾驶仪的Model
S发生首次致命事故后戛然而止。MobilEye的首席执行官Amnon
Shashua指责特斯拉“在安全方面挑战极限”，Autopilot是一个“驾驶员辅助系统”，而不是一个“无人驾驶系统”。在这一事件之后，特斯拉转而使用英伟达的Autopilot硬件。
硬件 2 或 Autopilot 2 于 2016 年 10 月上市，配备 Nvidia Drive PX12 AI
计算系统和全面的传感器集。这包括三个前视摄像头（窄摄像头、主摄像头和广角摄像头）、两个前视摄像头和两个后视侧摄像头、一个后置摄像头、一个雷达传感器和
4 个超声波传感器。这组传感器一直使用到 2023 年 2 月推出 Hardware 4，尽管特斯拉在 2021 年 5
月移除了雷达，并在 2022 年 10 月移除了超声波传感器。
与配备 HW1 的车辆相比，硬件 2 特斯拉最初瘫痪，直到 2017 年 3 月才缺少一些显着的功能，例如召唤。这种情况再次发生在
HW4 上，它最近才获得了 HW3 车辆的所有功能。特斯拉在配备硬件 2 的汽车上引入了增强型 Autopilot，其中
Navigate on Autopilot 是其标志性功能。这允许在没有驾驶员输入的情况下改变车道，并在匝道和匝道上导航。
冗余终于到来了
2017年8月，特斯拉升级了车载处理器，并通过硬件2.5增加了冗余。它还升级了雷达传感器，将覆盖范围扩展到 558 英尺/170 米，比 525 英尺/160 米略有提升。 硬件 2.5 提供了行车记录仪和哨兵模式等新功能，从 Model 3 开始，新的机舱摄像头。这原本用于自动驾驶出租车的运营，但特斯拉在 2021 年激活了它，以在使用自动驾驶功能时监控驾驶员的注意力。
到 2018 年，特斯拉在现有硬件方面遇到了计算瓶颈，严重阻碍了该公司的自动驾驶工作。硬件 3 于 2019
年推出，允许在车辆上运行神经网络并处理大量数据。在Hardware
3中，特斯拉推出了其定制设计的芯片，恰如其分地称为“FSD芯片”。特斯拉表示，专有芯片可以以每秒2,300帧的速度处理图像，而单个FSD芯片上的两个神经网络阵列中的每一个都可以每秒执行36万亿次操作。硬件
3 具有两个用于冗余的 FSD 芯片。
特斯拉声称HW3是运行其全自动驾驶软件所必需的，后来又扩大了这一说法，说它也足以达到完全自动驾驶。HW3 计算机提供给使用 HW2 和
HW2.5 的客户，他们购买了 FSD 软件包作为免费改装。四年后，硬件 4 被引入改进后的 Model S 和 Model
X，改变了自动驾驶的账簿。但在那之前，埃隆·马斯克（Elon Musk）有一个疯狂的想法。
Tesla Vision：我们只需要眼睛
埃隆·马斯克（Elon
Musk）以人类为例，认为自动驾驶只需要摄像头。特斯拉汽车的四面都有八只眼睛，即使没有雷达和超声波传感器，它也可以比人类更有意识。自动驾驶专家严厉批评了这一举动，尽管这并没有让马斯克改变他的决定。特斯拉于
2021 年 5 月取消了 Model 3 和 Model Y 的雷达传感器，并限制了各种辅助系统的性能。很快，Model
S 和 Model X 紧随其后。
在没有雷达传感器的车辆上，某些功能（智能召唤、紧急车道偏离避让）被禁用，而其他功能（交通感知巡航控制）则被限速。特斯拉承诺“在未来几周内”通过即将到来的软件更新恢复这些功能。这更像是“未来几个月”，因为特斯拉在
2021 年 7 月重新引入了缺失的功能。后来，它甚至在仍然具有雷达传感器的旧车型上也取消了雷达功能。
拆除雷达只是第一步。2022 年 10 月，特斯拉还废除了超声波传感器。从宏观上看，超声波传感器对于实现全自动驾驶的目标可能不那么重要。然而，对于特斯拉车主来说，移除这些微小的传感器具有更广泛的影响。突然之间，特斯拉电动汽车变得不如市场上最便宜的汽车那么有吸引力，许多汽车都配备了停车辅助系统。特斯拉，现在再不是它了。
消失的不仅是泊车辅助功能，还有智能召唤和自动泊车功能。对于特斯拉Model
X的车主来说，自动显示车门功能严重瘫痪。一年后，只恢复了停车距离测量，结果喜忧参半。到目前为止，尽管埃隆·马斯克（Elon
Musk）持乐观态度，但特斯拉的愿景对车主来说只是一个重大失望。
硬件4：期望值大，结果喜忧参半
然而，对于没有雷达和超声波的特斯拉电动汽车车主来说，最新的刺痛是在特斯拉发布硬件 4
时。进步是必不可少的，但这一次，它伴随着中指的激起。硬件 4 包括一个雷达传感器，至少对于 Model S 和 Model
X，并且还设计为在前保险杠中支持一个额外的摄像头。
这意味着特斯拉终于承认雷达是必不可少的，如果没有超声波传感器或新摄像头，就无法避免汽车前方的盲区。这也意味着，并非所有特斯拉都像马斯克承诺的那样配备了完全自动驾驶的装备。否则，为什么需要雷达和额外的摄像头？
硬件 4 还引入了处理能力和更好的相机的重大升级。然而，特斯拉花了半年多的时间才让它发挥作用，这让那些购买了 Model
S、Model X 以及后来配备 HW4 计算机的 Model Y 的人感到恼火。
Tesla Autopilot 和增强型 Autopilot
如果说支持特斯拉自动驾驶功能的硬件看起来很复杂，那么软件就更复杂了。尽管埃隆·马斯克（Elon
Musk）认为Autopilot应该在某个时候自己驾驶汽车，但Hardware
1和MobilEye的挫折使他重新考虑。Autopilot提供了基本的驾驶员辅助功能，但正如一些悲剧所揭示的那样，它无法驾驶车辆本身。
如今，作为标准配置的一部分，每辆特斯拉都配备了特斯拉自动驾驶仪。它提供了交通感知巡航控制 （TACC）
和自动辅助转向等基本功能，这些功能在当今许多车型上都很常见。Autopilot
自动辅助驾驶可以将汽车的速度与周围交通的速度相匹配，并通过进行转向调整来帮助将汽车保持在清晰标记的车道内。
在硬件 2
中，特斯拉推出了增强型自动驾驶仪，这是原始软件的更强大版本。它曾经是（现在仍然是）一项可选升级，在某些条件（高速公路）下增加了半自动驾驶功能。其中包括
Navigate on
Autopilot，它主动引导车辆从高速公路的入口匝道驶入出口匝道，建议变道，并自动接合转向信号灯。启用自动辅助转向后，它可以执行自动变道，使长途旅行更容易忍受。
增强型自动辅助驾驶包括自动泊车、召唤和智能召唤等功能，但并非所有车型都提供这些功能。值得注意的是，自动泊车和智能召唤暂时不提供给非USS车辆。这使得
Enhanced Autopilot 物有所值，目前为 6,000
美元。尽管目前存在限制，但特斯拉仍然向潜在买家承诺所有这些限制，这具有误导性。
全自动驾驶是最终目标
全自动驾驶软件包是特斯拉软件中最复杂（也是最昂贵）的。直到最近，除了增强的自动驾驶功能外，它还只为北美的大多数人提供交通信号灯和停车标志控制。被允许测试更高级功能的部分客户可以访问
FSD Beta，它能够在大多数情况下以最少的干预驾驶汽车。
最近，特斯拉将FSD
Beta扩展到北美的所有特斯拉车主，因此完全自动驾驶功能现在将城市街道上的自动辅助转向列为其功能之一。这仅适用于在美国和加拿大购买套餐的人。欧洲客户（以及来自其他大陆的客户）仍然无法访问此高级功能，并且没有时间表。特斯拉预计将于今年在欧洲开始测试，但没有这方面的信息。
FSD Beta 是迈向最终目标的中间步骤，即完全自主。埃隆·马斯克（Elon
Musk）坚信，自动驾驶可以成就或破坏特斯拉，并愿意为此下注。尽管如此，最近围绕自动驾驶项目（包括Cruise）的争议表明，自动驾驶公司在实现完全自动驾驶方面可能并不遥遥领先。Cruise承认，人类操作员需要每2-5英里进行干预，这基本上排除了Cruise机器人出租车作为自动驾驶汽车的可能性。
是FSD自动驾驶软件，还是只是一个高级驾驶辅助系统？
与Autopilot一样，Full
Self-Driving从它的名字开始就引起了相当大的争议。人们往往过于从字面上理解这一点，有时对技术过于自信。不可避免地，特斯拉卷入了车祸，Autopilot和FSD被怀疑是造成车祸的原因。特斯拉则非常明确地表示，这两个系统都需要驾驶员的主动监督，并且不会使车辆自动驾驶。但这并没有阻止人们起诉和监管机构进行调查。
特斯拉FSD开发的一个重要事件发生在今年年初NHTSA开始调查该系统时。该机构发现，该软件在特定条件下驾驶汽车时可能会“违反当地的交通法规或习俗”。这些包括在陈旧的黄色交通信号灯下穿过十字路口，未能在停车标志处完全停车，或在转弯专用车道上直接通过十字路口。
鉴于这些发现，特斯拉完全暂停了FSD的开发，直到它能够提供一种解决方案，与其他安全修复一样，该解决方案被命名为“召回”。这激怒了特斯拉的粉丝，但还不如一段时间没有FSD更新那么多。暂停于
3 月结束，当时特斯拉通过 2022.45.10
OTA 更新解决了 NHTSA 提出的问题。特斯拉还编辑了其网站，澄清FSD Beta是SAE
2级驾驶辅助系统，而不是自动驾驶系统。
特斯拉全自动驾驶的下一步是什么？
目前，全自动驾驶软件仍处于测试阶段，仍需打磨。版本 11 非常擅长导航交通，几乎没有人工干预。您的里程数可能因地区和 Tesla
收集的有关当地街道的数据量而异。一些用户报告了出色的结果，而另一些用户则对使用相同的 FSD Beta
软件版本感到非常失望。
特斯拉目前正在开发FSD
V12，据埃隆·马斯克（Elon Musk）称，这将标志着测试计划的完成。不幸的是，马斯克最近被 Twitter/X
迷住了，并没有向其追随者和特斯拉粉丝更新有关 FSD V12 进展的信息。我们看到的最新一次是在 8
月份，当时马斯克现场演示了
FSD Beta
V3，但结果并不令人印象深刻。大约在同一时间，特斯拉将FSD套餐的价格下调了三千美元至一万二千美元。在我看来，这听起来不是很有信心。
尽管如此，马斯克仍然致力于尽快将自动驾驶出租车带上街头。这是说服他重新考虑负担得起的电动汽车的想法的唯一因素。根据沃尔特·艾萨克森（Walter
Isaacson）关于埃隆·马斯克（Elon
Musk）的书，这位特斯拉首席执行官最终确信，使用相同的电动汽车平台制造紧凑型电动汽车和自动驾驶出租车将通过规模经济降低成本。只有大批量的模型才能抵消
Gen-3 平台的高开发成本。
粗略估计，特斯拉可能会在2025年推出Gen-3汽车，因此需要加快FSD的开发。许多人怀疑特斯拉届时能否解决自动驾驶问题，但我相当乐观。Autopilot
推出不到十年，而 FSD
只有四年的历史，但很容易看到进展。尽管马斯克没有在集市上发布有关FSD的最新消息，但特斯拉的工程师肯定会继续努力。
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关于作者： 克里斯蒂安·阿加蒂
在他儿时成为“拖拉机操作员”的梦想没有实现后，克里斯蒂安转向新闻业，首先是印刷品，后来转向网络媒体。他最感兴趣的是电动汽车和新能源解决方案。
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原文阅读
Tesla Autopilot and Full Self-Driving: How It All Started and Where It's Heading
Published: 12 Nov 2023, 02:28 UTC • By:
Tesla has been promising autonomous driving for over a decade, although this dream might be as distant as ever. The most advanced version of Tesla Full Self-Driving is still in beta, and the progress has been minimal. Here's how everything started and where it's heading.
Tesla is credited with jumpstarting the EV revolution with the
launch of the Roadster in 2008. It was an impressive EV at launch
and a sought-after collectible today, but it was nothing more than
a testbed for Tesla's electric powertrain. The Roadster, launched
in 2008, was based on a Lotus Elise chassis and sold in limited
numbers between 2008 and 2012.
Although the Roadster was the first series production EV fitted
with a Li-ion battery, the Model S was Tesla's first model built
from the ground up to demonstrate to the world that electric
vehicles can be desirable. As Elon Musk let us all know in his 2006
Master Plan, launching the Model S was step two, with the next step
being launching an even more affordable electric car. That arrived
in 2017 as the Model 3, a true mass-market EV that established
Tesla as a carmaker.
Even before the Model 3 became a success story (it was also
about to bankrupt Tesla in the process), Elon Musk published
Master Plan Part Deux in 2016. This was a very ambitious manifesto
that is still not complete today. Besides expanding the Tesla EV
lineup to cover all forms of terrestrial transport and integrating
energy generation with battery storage, the Master Plan Part Deux
introduced a new concept: Autonomy.
Tesla Autopilot: How everything started
This concept started a major push to replace the human driver
behind the steering wheel with a fully automated driving system.
Based on the second master plan, this system could be ten times
safer than humans, saving countless lives. But before reaching that
point, Tesla's autonomous driving features had already made waves,
started controversies, and were harshly criticized. And everything
began with naming the first iteration "Autopilot."
Elon Musk started talking about Autopilot three years before Master
Plan Part Deux was published. He made no secret that he was
inspired by aviation when designing and naming the system. This
also led to confusion among Tesla customers, who thought that
similar to planes, their cars could drive themselves while
Autopilot was engaged. Some paid with their lives for this
confusion, with the small consolation that their sacrifice
contributed to improving the system and regulations to this
day.
The first Tesla customers could pre-purchase Autopilot in October
2014, when Tesla cars were already manufactured with the necessary
hardware to support it. The first Autopilot software release
arrived in October 2015 with Tesla software version 7.0. Within one
year, when Master Plan Part Deux was published, Autopilot had
already accumulated 300 million miles (500 million km), with the
Tesla fleet adding 3 million miles per day. Tesla considered that
worldwide regulatory approval would require something on the order
of 6 billion miles (10 billion km).
Hardware: what are Hardware 1 and HW2-HW4
Autopilot software requires specialized hardware to gather and
process data. Naturally, the first iteration of Tesla Autopilot
hardware was named "Hardware 1, " and the subsequent
iterations were incremented accordingly. Regardless of the
iteration, the Autopilot hardware comprises the Autopilot Sensor
Suite to "see" and "sense" the surroundings and the
Autopilot Computer to process the information and assist the
driver. The latest Tesla Autopilot hardware suite is Hardware 4, or
HW4, capable of supervised self-driving features, which technically
still represents
Level-2 autonomy.
Hardware 1 was based on MobilEye's EyeQ3 platform and relied on a
single monochrome camera, radar, and ultrasonic sensors to provide
advanced driving assistance (ADAS) features. These included
automatic emergency braking (AEB), traffic-aware cruise control
(TACC), lane-keeping, and lane-centering assist (LKA, LDA, LDW).
HW1 vehicles also provided Autopark and Summon.
Tesla's partnership with MobilEye ended abruptly in 2016 after the
first deadly crash of a Model S with active Autopilot. MobilEye's
CEO Amnon Shashua accused Tesla of "pushing the envelope in
terms of safety" and that Autopilot was a "driver assistance
system" and not a "driverless system." After this
episode, Tesla switched to Nvidia for its Autopilot hardware.
Hardware 2, or Autopilot 2, arrived in October 2016 and featured
the Nvidia Drive PX2 AI computing system and a comprehensive sensor
set. This included three forward cameras (narrow, main, and wide),
two forward-looking and two rearward-looking side cameras, one rear
camera, a radar sensor, and 12 ultrasonic sensors. This set of
sensors was used until Hardware 4 launched in February 2023,
although Tesla removed the radar in May 2021 and the ultrasonic
sensors in October 2022.
Hardware 2 Teslas were initially crippled compared to HW1-equipped
vehicles, missing some notable features like Summon until March
2017. This happened again with HW4, which only recently gained all
the capabilities of HW3 vehicles. Tesla introduced Enhanced
Autopilot on cars equipped with Hardware 2, with Navigate on
Autopilot as its signature feature. This allowed changing lanes
without driver input and navigating on-ramps and off-ramps.
Redundancy finally arrived
In August 2017, Tesla upgraded the onboard processor and added redundancy with Hardware 2.5. It also upgraded the radar sensor to extend coverage to 558 feet/170 meters, a slight bump from 525 ft/160 m. Hardware 2.5 offered new features like Dashcam and Sentry Mode and, starting with the Model 3, a new cabin camera. This was intended for robotaxi operations, but Tesla activated it in 2021 to monitor driver attentiveness while using autonomous driving features.
Tesla ran into a computational bottleneck with existing hardware
by 2018, significantly hindering the company's self-driving
efforts. Hardware 3 launched in 2019 to allow running neural
networks on the vehicle and process vast amounts of data. With
Hardware 3, Tesla introduced its custom-designed chips, aptly
called "FSD Chips." Tesla said the proprietary chips could
process images at 2,300 frames per second while each of the two
neural network arrays on a single FSD Chip could perform 36
trillion operations per second. Hardware 3 featured two FSD chips
for redundancy.
Tesla claimed that HW3 was necessary to run its Full Self-Driving
software and later extended the claim to say that it was also
enough to reach full autonomy. The HW3 computer was offered to
customers with HW2 and HW2.5 who purchased the FSD package as a
free retrofit. Four years later, Hardware 4 was introduced on the
revamped Model S and Model X, changing the autonomy books. But
until then, Elon Musk had a crazy idea.
Tesla Vision: Eyes are all we need
Elon Musk takes human beings as an example and considers that
autonomous driving doesn't need more than cameras. With eight eyes
on all four sides, Tesla vehicles could be more aware than humans,
even without radar and ultrasonic sensors. Autonomous driving
experts harshly criticized the move, although that didn't make Musk
change his decision. Tesla eliminated the radar sensors from the
Model 3 and Model Y in May 2021 and introduced limitations to how
various assistance systems performed. Soon, the
Model S and Model X followed.
On vehicles without radar sensors, some features (Smart Summon,
Emergency Lane Departure Avoidance) were disabled, while others
(traffic-aware cruise control) were speed-limited. Tesla promised
to reinstate these features with an upcoming software update "in
the weeks ahead." It was more like "the months ahead"
because Tesla reintroduced the missing functions in July 2021.
Later, it
removed the radar functionality even on older vehicles that
still had radar sensors.
Removing the radar was only the first step. In October 2022, Tesla
also
scrapped the ultrasonic sensors. In the grand scheme of things,
ultrasonic sensors were considered probably less important for
achieving the goal of full self-driving. However, for Tesla owners,
removing these tiny sensors had broader implications. Suddenly,
Tesla EVs became less appealing than the cheapest vehicles on the
market, many featuring park assist. Teslas, not anymore.
It wasn't only Park Assist features that disappeared, but also Smart Summon and Auto Park. For owners of the Tesla Model X, the auto-presenting doors feature was severely crippled. One year later, only park distance measurement has been reinstated, with mixed results. So far, despite Elon Musk's optimism, Tesla Vision has been nothing but a major disappointment for owners.
Hardware 4: big expectations, mixed results
Nevertheless, the latest stab for owners of Tesla EVs without
radar and ultrasonics came when Tesla released Hardware 4. Progress
is essential, but this time, it came with the middle finger
aroused. Hardware 4 includes a radar sensor, at least for Model S
and Model X, and is also designed to support an additional camera
in the front bumper.
This means Tesla finally admitted that radar is essential, and the
blind spot in front of the car cannot be avoided without ultrasonic
sensors or a new camera. It also meant that not all Teslas were
equipped for fully autonomous driving, as Musk promised. Otherwise,
why would you need radar and additional cameras?
Hardware 4 also introduced a significant upgrade in processing
power and better cameras. However, it took Tesla more than half a
year to make it work, irking those who bought a Model S, Model X,
and, later, Model Y with HW4 computer.
Tesla Autopilot and Enhanced Autopilot
If the hardware supporting Tesla autonomous driving features
seems complicated, the software is even more so. Even though Elon
Musk thought Autopilot should drive the car itself at some point,
the setbacks with Hardware 1 and MobilEye made him reconsider.
Autopilot provided basic driver assist features but was incapable
of driving the vehicle itself, as some tragedies revealed.
Tesla Autopilot is today offered on every Tesla as part of the
standard configuration. It provides basic features like
Traffic-Aware Cruise Control (TACC) and Autosteer, which are common
on many car models nowadays. Autopilot can match the speed of your
car to that of the surrounding traffic and helps keep the car
centered within a clearly marked lane by making steering
adjustments.
With the Hardware 2, Tesla introduced Enhanced Autopilot, a more
capable version of the original software. It was (and still is) an
optional upgrade that adds semi-autonomous driving features in
certain conditions (highways). These include Navigate on Autopilot,
which actively guides the vehicle from a highway's on-ramp to
off-ramp, suggests lane changes, and automatically engages the turn
signals. When Autosteer is engaged, it can perform automatic lane
changes, making long journeys more bearable.
Enhanced Autopilot includes features like Autopark, Summon, and Smart Summon, although not all are available on all car models. Notably, Autopark and Smart Summon are not offered to non-USS vehicles for the time being. This makes Enhanced Autopilot less worthy of its money, which currently amounts to $6,000. Despite current limitations, Tesla still promises all of them to prospective buyers, which is misleading.
Full Self-Driving is the ultimate goal
The Full Self-Driving package is the most complex (and
expensive) tier of Tesla's software. Until recently, it only
offered Traffic Light and Stop Sign Control in addition to the
Enhanced Autopilot features to most people in North America. Select
customers who were allowed to test more advanced features were
given access to FSD Beta, which is capable of driving the car in
most situations with minimal intervention.
Recently, Tesla expanded FSD Beta to all Tesla owners in North
America, so the Full Self-Driving Capability now lists Autosteer on
city streets as one of its features. This only stands for those who
buy the package in the US and Canada. European customers (and those
from other continents) still don't have access to this advanced
feature, and there's no timeline. Tesla was expected to start tests
in Europe this year, but there's no information on this.
FSD Beta is an intermediary step toward the ultimate goal, which is
full autonomy. Elon Musk is convinced that autonomous driving can
make or break Tesla and is willing to bet anything on it. Still,
recent controversies surrounding autonomous driving projects,
including Cruise, indicate that AD companies might not be so far
ahead in achieving full autonomy. Cruise admitted that human
operators were required to intervene every 2-5 miles, which
basically rules out Cruise robotaxis as autonomous vehicles.
Is it FSD autonomous driving software or just an advanced driver assistance system?
Like Autopilot, Full Self-Driving has known its fair share of
controversies, starting with its name. People tend to take this too
literally and are sometimes overconfident in technology.
Inevitably, Teslas has been involved in crashes, and Autopilot and
FSD have been suspected of causing them. Tesla, on its part, makes
it very clear that both systems require active driver supervision
and do not make the vehicle autonomous. But that didn't prevent
people from suing and regulators from investigating.
An important event for Tesla FSD development happened when the
NHTSA started investigating the system at the start of this year.
The agency discovered that the software might "infringe upon
local traffic laws or customs" while driving the car in
specific conditions. These include traveling through an
intersection during a stale yellow traffic light, failing to stop
completely at a stop sign, or traveling straight through an
intersection while in a turn-only lane.
In light of these findings, Tesla completely paused FSD development until it could offer a solution, which, like other safety fixes, was named "recall." This irritated Tesla fans, but not as much as not having FSD updates for a while. The pause ended in March when Tesla offered a fix to the issues raised by the NHTSA with the 2022.45.10 OTA update. Tesla also edited its website to clarify that FSD Beta is an SAE Level 2 driver assist system, not an autonomous driving system.
What's next with Tesla Full Self-Driving?
For now, Full Self-Driving software is in beta, and it still
needs polishing. Version 11 is pretty good at navigating traffic
with little to no human intervention. Your mileage may vary
depending on the area and the amount of data Tesla gathered about
local streets. Some users reported outstanding results, while
others were utterly disappointed using the same FSD Beta software
version.
Tesla is currently
working on FSD V12, which, according to Elon Musk, will mark
the completion of the beta program. Unfortunately, Musk has been
captivated by Twitter/X lately and hasn't updated its followers and
Tesla fans about the FSD V12 progress. The latest we've seen was in
August when Musk
demoed the FSD Beta V12 live with less-than-impressive results.
At about the same time, Tesla cut the price of the FSD package by
$3,000 to $12,000. This doesn't sound very confident, in my
opinion.
Still, Musk remains committed to bringing a robotaxi onto the
streets as soon as possible. This was the only thing that convinced
him to reconsider the idea of an affordable EV. According to Walter
Isaacson's book on Elon Musk, the Tesla CEO was finally convinced
that building the compact EV and the robotaxi using the same EV
platform would bring down the costs through economy of scale. Only
a high-volume model would offset the high development costs of the
Gen-3 platform.
Rough estimates indicate that Tesla will probably launch the Gen-3
vehicles in 2025, so it will need to speed up FSD development. Many
are skeptical that Tesla could solve autonomy by then, but I am
rather optimistic. Autopilot launched less than a decade ago, while
FSD is only four years old, but it's easy to see the progress. Even
though Musk is absent from the agora with updates about FSD, Tesla
engineers certainly keep working on it.
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