Driver assistance systems (DAS) are technologies that help drivers perform various tasks, such as braking, steering, parking, or changing lanes. They can improve safety, comfort, and efficiency, but they also have some limitations that drivers should be aware of. In this article, we will discuss some of the common challenges and drawbacks of DAS and how to use them responsibly.
DAS rely on sensors, such as cameras, radars, or lidars, to detect the surrounding environment and provide feedback or intervention. However, sensors can be affected by weather conditions, dirt, glare, or obstructions, and may not always work as intended. For example, a camera-based lane-keeping system may not recognize faded or missing lane markings, or a radar-based adaptive cruise control may not detect a stopped vehicle ahead. Therefore, drivers should always monitor the sensor performance and be ready to take over if needed.
GPS and Mapping Limitations OEM's built-in navigation systems are another vital component of many DAS features. They provide the electronic control units with information about the vehicle’s current location so it can make decisions accordingly. But, GPS systems can be inaccurate and can’t always keep up with the ever changing landscape. This can lead to problems with features like adaptive cruise control and automated parking. Additionally, GPS systems rely on mapping data to function. This data must be constantly updated to reflect changes in the roadways. However, this process can be costly and time-consuming. As a result, many automakers choose only to update their mapping data every few years, which can lead to outdated information.
DAS are designed to assist drivers, not replace them. They have specific operating conditions and limitations that drivers should understand and respect. For example, a blind-spot monitoring system may not detect fast-approaching vehicles, motorcycles, or pedestrians, or a parking assist system may not account for curbs, poles, or other obstacles. Therefore, drivers should always check the system status and warnings, and use their own judgment and skills to avoid collisions.
DAS can also affect the human factor of driving, such as attention, awareness, or trust. Some drivers may overestimate the capabilities of DAS and become over-reliant or complacent, leading to reduced vigilance or delayed reactions. Others may underestimate the benefits of DAS and become resistant or skeptical, leading to underuse or misuse. Therefore, drivers should always maintain a balanced level of trust and involvement, and follow the system instructions and recommendations.
Whilst DAS such as automatic emergency braking (AEB) does what it says "on the tin", can that be said (for example) of: Bluecruise, Super Cruise or Full-Self Driving? The simple answer is "no". DAS "user issues" (under SAE L4) due to misconception etc will continue if consumer training packages are not improved alongside marketing/sales of such systems. Without it, errors and misconception of the capability of DAS will continue to happen. Consider the autonomy of modern aircraft, and the training required to become a pilot. Whilst DAS will never be as complex (for the user), there must be an overhaul of the legislation dictating what and how drivers are trained, so that misconception, mistrust and misuse of such systems is minimised.
DAS can also raise some legal and ethical issues, such as liability, responsibility, or privacy. For example, who is liable for a crash involving a DAS-equipped vehicle: the driver, the manufacturer, or the software provider? Who is responsible for maintaining and updating the DAS software and hardware? How is the data collected by DAS used and protected? Therefore, drivers should always comply with the relevant laws and regulations, and be aware of the potential risks and implications of using DAS.
This is arguably one of the most significant challenges confronting driver assistance system development. If we look to countries like South Korea, we can see that the legal infrastructure is being advanced in conjunction - if not ahead of - the technology and systems actually being deployed for vehicles. Once we see the first successful national launch of driver assistance systems that can operate autonomously, supported by a fit-for-purpose legal infrastructure (in S. Korea expect something in 2025), you will see other countries following-suit relatively quickly thereafter. Until then, we will see ADAS confined to L0 to L2/3 (based on the SAE's autonomy scale)
DAS are constantly evolving and improving, but they are not yet perfect or universal. They still face some technical and social challenges, such as interoperability, standardization, or acceptance. For example, how can different DAS communicate and cooperate with each other, especially in mixed traffic scenarios? How can DAS be tested and validated for various situations and scenarios? How can DAS be integrated into the existing transportation system and culture? Therefore, drivers should always keep up with the latest developments and innovations, and be open to learning and adapting.
DAS are valuable tools that can enhance the driving experience and safety, but they are not substitutes for human drivers. Thus, it is important to use and understand DAS effectively and responsibly. Reading the owner's manual can help you learn how the DAS work, what they can and cannot do, and how to activate and deactivate them. You should also adjust the settings and preferences according to your needs, such as the sensitivity, speed, or distance. Additionally, you should monitor the DAS status and feedback, keeping your hands on the wheel and eyes on the road. Moreover, it is essential to check and clean the sensors regularly, as well as report any malfunctions or errors to the service center. Finally, respect traffic rules and other road users, not relying on the DAS to avoid or cause conflicts.