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Discussion in 'The UK and Ireland' started by jefoth, Oct 12, 2019.
Never sure if petitions help, but you never know...
Stop crippling Tesla Autopilot in Europe
RWD in the Netherlands seems to be the blocker Elon Musk on Twitter
From what I've seen of AP so far, I'm not sure unlocking more untested features is a good idea.
Out of interest what is different about Autopilot in the UK/Europe than it is in the US?
I read that Summon can only be used to move the car forward and back in the UK (not to drive to where you are in a car park), but is there anything else that's different?
NoA requires the driver to initiate a lane change using the indicator. In the USA the lane change will take place unless the driver acts to stop it.
Neither of which are on vanilla Autopilot. They are both part of EAP or FSD, only the latter I believe will get enhanced summon?
hopefully EAP will get advanced summon in UK,however not sure I would like to try it in a Tesco car park on a Sunday lunchtime.
Elon to pause FSD price increase for EU
Elon Musk on Twitter
I understand the time limit that sometimes forces it to abort a lane change is also driven by these regulations.
I wholeheartedly disagree. I use NoA every day driving from home to work. It's a joy. Most of my journey is on the motorway. It handles lane changes and exits really well and autosteer handles queuing/slow traffic perfectly.
In my experience the EU limitations make the whole experience more nerve-wracking and dangerous.
Well, you must be doing something I'm not (or vica versa). I keep getting random phantom braking, sometimes at dangerous times (e.g. when half back to the centre lane after an overtake and with someone coming up fast behind), and have had several times when the aurtosteer grabbed the wheel from me for no apparent good reason.
You may have the follow distance for TACC set quite high, this will often result in braking when lane changing into a slower lane with traffic in front of you.
I'm happy with the way it performs, no phantom braking and certainly no attempts to take control in an unexpected manner.
What setting do you use for TACC? Just wondering which works best in your experience, 3, 4, 5 car lengths?
Something is moving...
Tesla Autopilot, FSD could see improvements, relaxed regulations in Europe
Isn't lane change abort also down to poor implementation?
On NoA, I would rather the car do all its checks, then signal when safe, then manoeuvre rather than start signalling when I initiate the change, then it wait to do its checks for clear lane, then start manoeuvre when safe.
This would much reduce the times when car is signalling for lane change whilst waiting for a gap and people flash you to let you out, but car just sits in lane and driver feeling guilty for ignoring one of those rare occurrences when someone actually lets you out into a moving line of traffic.
No it's not, in EU it does EXACTLY what the regulations say ans this is dangerous in how it has to be implemented.
I set mine to 2 or 3 mostly, and btw, it is not 'car lengths' it is a speed based time scale so as you go faster the follow distance distance will increase.
I disagree with above. Some of the examples mentioned in video as being a problem are poorly implemented.
Whilst my comment about not starting to indicate are possibly caught (final paragraph), the following are just two examples where the car is performing worse than the regulations stipulate.
Off ramp manoeuvre - car is reporting steering limited below speed calculated as within regs for the curved offramp. From observation and commentary, the car appears not to be following a smooth curve, instead it is stepping around the curve. This may account for the vehicle exceeding lateral limits when travelling below calculated speed. Worth noting that the speed is similar to that of the vehicle it is following. Commentary says that it could be better done.
Abort of lane change part way through a manoeuvre due to timeout. I would argue that in most circumstances, the car should be able to predict that it could not complete the lane change within the time period and thus abort the lane change prior to starting the manoeuvre and preventing a potentially 'dangerous' and confusing half hearted effort.
Personally, the only issue that I have is that driver initiating the manoeuvre starts the indicators and starts the clock running. Whilst one could argue that "activation of direction indicator lights by deliberate action of driver" implies no timing of when indicator turn lights are activated by driver action on steering stalk and thus, "driver initiates manoeuvre by turn stalk, when safe, car activates indicator lights, wait 1 second, start lane change etc", the regulation "shall start immediately after a manual activation by the driver of the direction indicator to the intended side for the sane change" is more strongly tying the drivers action (via turn stalk) to activating direction indicator (turn lights) as a potentially inseparable entity.
Both points are noted and especially the stepping in corners.