question: Why don’t automatic cars stall at traffic lights?
comment: They don't use a clutch. Instead they use a fluid coupling called a torque converter which works kind of like one turbine spinning another with transmission fluid, or think of one fan blowing another fan to make it spin. The torque converter is designed to allow the input and output shafts to spin at different speeds, including one being stopped completely. When power is applied the u get smooth acceleration because the fluid absorbs a lot of it.
passages: A guarded tele-op robot has the ability to sense and avoid obstacles but will otherwise navigate as driven, like a robot under manual tele-op. Few if any mobile robots offer only guarded tele-op. "(See Sliding Autonomy below.)"
  
  Section::::Mobile robot navigation.:Line-following Car.
   Automated systems are becoming increasingly common and integrated into everyday objects such as automobiles and domestic appliances. This development of ubiquitous computing raises general issues of policy and law about the need for manual overrides for matters of great importance such as life-threatening situations and major economic decisions. The loyalty of such autonomous devices then becomes an issue. If they follow rules installed by the manufacturer or required by law and refuse to cede control in some situations then the owners of the devices may feel disempowered, alienated and lacking true ownership.
  
  Section::::Major incidents.
   Mechanical car parks are a solution for applications with a relatively balanced throughput, like shopping malls, train stations, etc. Most can handle peaks during the rush hour in the morning and evening quite well, but they are not recommended for high peak hour volume. Therefore, if one installs a mechanical car park at a movie theater or stadium, trouble is pre-programmed. One big peak in the morning and another one in the evening without much in between are not suitable for automated parking.
   The safety of an automated gate is an important consideration, in the European Union, automated gate safety is specified by a series of European Normalisations. An automated gate that has not been fitted with safety in mind can potentially become a major hazard particularly to untrained users. Various safety devices are available to make sure that your gates meet the highest of European or American safety standards.
  
  Section::::Gate and Security.
  
  Since electric gates operate slowly, they don’t offer good protection against unauthorized entrance. If security is a problem a video surveillance camera should be installed.
   Because they require a continuous supply of electricity, automatic traffic signals are not suitable for use in places where the electric supply is sporadic or nonexistent. For example, traffic in Pyongyang, North Korea is guided by government workers who stand in the intersections under umbrellas.
   Gap, extension, or passage time determines the extendable portion of the green time for a movement. The movement remains in the extendable portion as long as an actuation is present and the passage timer has not expired. If the interval is set as three seconds and there is not vehicle present after that three seconds, the movement will terminate.
  
  MAX time limits the maximum time of the green interval. If there are no conflicting demands on the intersection, the controller will ignore the MAX and rest in the major street movement.
   In addition to the space saving, many APS designs provide a number of secondary benefits:
  
  BULLET::::- The parked cars and their contents are more secure since there is no public access to parked cars
  
  BULLET::::- Minor parking lot damage such as scrapes and dents are eliminated
  
  BULLET::::- Drivers and passengers are safer not having to walk through parking lots or garages
  
  BULLET::::- Driving around in search of a parking space is eliminated, thereby reducing engine emissions
  
  BULLET::::- Only minimal ventilation and lighting systems are needed
  
  BULLET::::- Handicap access is improved
   If an automatic brake application occurs due to a violation of an ASFA signal, the train has to come to a complete halt and a manual reset of the ASFA system in the train must be performed.
  
  Section::::Implementation.
   Performance is affected by a very wide range of design choices — for example, pipelining a processor usually makes latency worse, but makes throughput better. Computers that control machinery usually need low interrupt latencies. These computers operate in a real-time environment and fail if an operation is not completed in a specified amount of time. For example, computer-controlled anti-lock brakes must begin braking within a predictable, short time after the brake pedal is sensed or else failure of the brake will occur.
   BULLET::::- The volume and visual impact of the parking structure is minimized
  
  BULLET::::- Shorter construction time
  
  Section::::Other considerations.:Problems.
  
  There have been a number of problems with robotic parking systems.
  
  Problems with automated parking garages have three reasons:
  
  1) Technical and
  
  2) Bad planning
  
  3) Parking customers
   On a few light rail lines IIATS has been employed in a manner similar to mechanical train stops, stopping the train if it passes an absolute stop signal. It is useful where light rail shares tracks with mainline railroad trains as mechanical trips may be damaged by or interfere with freight operations and because light rail vehicles can be brought to a stop much more quickly than a mainline railroad train without requiring complex signal overlaps
  
  Section::::Use.
   In situations where a driver with a manual transmission can't afford to change gear, in fear of losing too much speed to reach a hilltop, automatic transmissions are at a great advantage — whereas driving a manual car depends on finding a gear that is not too low to enter the bottom of the hill at the necessary speed, but not too high to stall the engine at the top of the hill, sometimes an impossible task, this is not an issue with automatic transmissions, not just because gearshifts are quick, but they typically maintain some power on the driving wheels during the gear change.
   Thereafter, business types like "AUTOMATIC SUPER · DELIS in which convenience chains set up vending machines for lunch and drinks at offices and the like also appeared. Moreover, in parking area of expressway, there are increasing cases of abolishing the shops / light snack corner or making it unmanned, and there are increasing cases to shift to this form, and parking areas with only the toilet and parking areas newly established Even such as doing such correspondence.
  
  Section::::External links.
  
  BULLET::::- Visit "Iron Sword Tallow" after 3 years! I ate a vending machine burger! 
   Self-driving cars are already exploring the difficulties of determining the intentions of pedestrians, bicyclists, and animals, and models of behavior must be programmed into driving algorithms. Human road users also have the challenge of determining the intentions of autonomous vehicles, where there is no driver with which to make eye contact or exchange hand signals. Drive.ai is testing a solution to this problem that involves LED signs mounted on the outside of the vehicle, announcing status such as "going now, don't cross" vs. "waiting for you to cross".
   Even if line lengths are the same in electronic lanes as in manual ones, electronic tolls save registered cars time: eliminating the stop at a window or toll machine, between successive cars passing the collection machine, means a fixed-length stretch of their journey past it is traveled at a higher average speed, and in a lower time. This is at least a psychological improvement, even if the length of the lines in automated lanes is sufficient to make the no-stop-to-pay savings insignificant compared to time still lost due waiting in line to pass the toll gate. Toll plazas are typically wider than the rest of the highway; reducing the need for them makes it possible to fit toll roads into tight corridors.
   In a press event conducted by Uber in Tempe in 2017, safety drivers touted the sensor technology, saying they were effective at anticipating jaywalkers, especially in the darkness, stopping the autonomous vehicles before the safety driver can even see pedestrians. However, manual intervention by the safety drivers was required to avoid a collision with another vehicle on at least one instance with a reporter from "The Arizona Republic" riding along.
   Example of a solution for this problem: A fuzzy voter developed to fuse the information provided by three sensors devised in a brake pedal design.
  
  Section::::Electromechanical Braking System architecture.:Missing data compensation.
  
  In a brake-by-wire car, some sensors are safety-critical components, and their failure will disrupt the vehicle function and endanger human lives. Two examples are the brake pedal sensors and the wheel speed sensors. The electronic control unit must always be informed of the driver’s intentions to brake or to stop the vehicle. Therefore, missing the pedal sensor data is a serious problem for functionality of the vehicle control system.
   Problems analogous to the trolley problem arise in the design of autonomous cars, in situations where the car's software is forced during a potential crash scenario to choose between multiple courses of action (sometimes including options which include the death of the car's occupants), all of which may cause harm. Beyond the immediate ethical dilemma, a driverless car's programming must also take legal liability of any action or non-action into account.
   Two human-factor challenges are important for safety. One is the handoff from automated driving to manual driving, which may become necessary due to unfavorable or unusual road conditions, or if the vehicle has limited capabilities. A sudden handoff could leave a human driver dangerously unprepared in the moment. In the long term, humans who have less practice at driving might have a lower skill level and thus be more dangerous in manual mode. The second challenge is known as risk compensation: as a system is perceived to be safer, instead of benefiting entirely from all of the increased safety, people engage in riskier behavior and enjoy other benefits. Semi-automated cars have been shown to suffer from this problem, for example with users of Tesla Autopilot ignoring the road and using electronic devices or other activities against the advice of the company that the car is not capable of being completely autonomous. In the near future, pedestrians and bicyclists may travel in the street in a riskier fashion if they believe self-driving cars are capable of avoiding them.
   In fixed operation, a controller has a set programmed time to service all movements every cycle. The controller will service all movements whether or not there is vehicle demand. When a detector at an actuated signal breaks, that movement will then have to operate as fixed until the detector is repaired.
   While most trolley conundrums involve hyperbolic and unlikely fact patterns, it is inevitable mundane ethical decisions and risk calculations such as the precise millisecond a car should yield to a yellow light or how closely to drive to a bike lane will need to be programmed into the software of autonomous vehicles. Algorithms dictate, for example, how closely to drive to a bike lane or the precise moment an autonomous car should yield to a yellow light. Mundane ethical situations may even be more relevant than rare fatal circumstances because of the specificity implicated and their large scope. Mundane situations involving drivers and pedestrians are so prevalent that, in the aggregate, produce large amounts of injuries and deaths. Hence, even incremental permutations of moral algorithms can have a notable effect when considered in their entirety.
   If the driver does not brake in a set time and the PCAM determine that the risk of collision with a pedestrian or bicycle is extremely high, the system may automatically apply the brakes, reducing speed to help mitigate the impact or avoid the collision entirely if possible. Usually, this is a setting the driver must make to initiate earlier, but it can be the default.
  
  Section::::Technology.
   Nissan's Vehicle Sound for Pedestrians is a sine-wave sound system that sweeps from 2.5 kHz at the high end to a low of 600 Hz, a range that is easily audible across age groups. Depending on the speed and whether the Leaf is accelerating or decelerating, the sound system will make sweeping, high-low sounds. For example, when the Leaf is started the sound will be louder, and when the car is in reverse, the system will generate an intermittent sound. The sound system ceases operation when the Nissan Leaf reaches and engages again as the car slows to under . For the 2011 Leaf, the driver could turn off sounds temporarily through a switch inside the vehicle, but the system automatically reset to "On" at the next ignition cycle. The system is controlled through a computer and synthesizer in the dash panel, and the sound is delivered through a speaker in the front driver's side wheel well. Nissan said that there were six or seven finalist sounds, and that sound testing included driving cars emitting various sounds past testers standing on street corners, who indicated when they first heard the approaching car. Nissan removed the ability to disable the pedestrian alert between model year 2011 and 2012 in anticipation of the U.S. ruling to be issued by the National Highway Traffic Safety Administration.
   A number of tuk-tuks (250 in 2013 according to the Paris Prefecture) are used as an alternative tourist transport system in Paris, some of them being pedal-operated with electric motor assist. They are not yet fully licensed to operate and await customers on the streets. Vélotaxis were common during the Occupation years in Paris due to fuel restrictions.
  
  Section::::Regional variations.:Europe.:Italy.
   The halting causes slowed production but it is believed that this helps to detect a problem earlier and avoids the spread of bad practices.
  
  Section::::Etymology.
  
  The word "autonomation" 自働化, a loan word from the Sino-Japanese vocabulary, is a portmanteau of "autonomous" and "automation" 自動化, which is written using three kanji characters: 自 "self", "動" "movement", and 化 "-ization". In the Toyota Production System, the second character is replaced with 働 "work", which is a character derived by adding a radical representing "human" to the original 動.
  
  Section::::See also.
  
  Related concepts from the Toyota Production System:
  