El accidente fatal de un Tesla sin nadie aparentemente detrás del volante ha arrojado una nueva luz sobre la seguridad de los vehículos semiautónomos y el nebuloso terreno regulatorio de EE. UU. Por el que navegan.
La policía del condado de Harris, Texas, dijo que un Tesla Model S se estrelló contra un árbol el sábado a alta velocidad después de no poder sortear una curva y estalló en llamas, matando a un ocupante que se encontraba en el asiento del pasajero delantero y al propietario en el asiento trasero.
El presidente ejecutivo de Tesla, Elon Musk, tuiteó el lunes que los datos preliminares descargados por Tesla indican que el vehículo no funcionaba con piloto automático y que no formaba parte del sistema «Full Self-Driving» (FSD) del fabricante de automóviles.
El piloto automático y el FSD de Tesla, así como el creciente número de funciones de conducción semiautónomas similares en automóviles fabricados por otros fabricantes de automóviles, presentan un desafío para los funcionarios responsables de la seguridad de los vehículos de motor y las carreteras.
La autoridad federal de seguridad vial de los EE. UU., La Administración Nacional de Seguridad del Tráfico en las Carreteras (NHTSA), aún tiene que emitir regulaciones específicas o estándares de desempeño para sistemas semiautónomos como el piloto automático o vehículos completamente autónomos (AV).
No existen reglas de la NHTSA que exijan a los fabricantes de automóviles que se aseguren de que los sistemas se utilicen según lo previsto o que impidan que los conductores los utilicen de forma incorrecta. La única limitación federal significativa es que los vehículos tienen volantes y controles humanos requeridos por las reglas federales.
Sin estándares técnicos ni de rendimiento, los sistemas como el piloto automático se encuentran en una zona gris regulatoria.
El accidente de Texas sigue a una serie de choques que involucran a autos Tesla que se conducen en Autopilot, su sistema de conducción parcialmente automatizado que realiza una variedad de funciones, como ayudar a los conductores a permanecer en los carriles y conducir en las carreteras.
Tesla también ha lanzado lo que describe como una versión «beta» de su sistema FSD a unos 2.000 clientes desde octubre, lo que les permite probar de forma eficaz qué tan bien funciona en las vías públicas.
La policía del condado de Harris ahora está buscando una orden de registro para los datos de Tesla y dijo que los testigos les dijeron que las víctimas tenían la intención de probar la conducción automatizada del automóvil.
SIN REQUISITOS
A la confusión reglamentaria se suma que tradicionalmente la NHTSA regula la seguridad de los vehículos, mientras que los departamentos de vehículos motorizados (DMV) de los estados individuales supervisan a los conductores.
Cuando se trata de funciones semiautónomas, es posible que no sea evidente si la computadora a bordo o el conductor controlan el automóvil, o si la supervisión es compartida, dice la Junta Nacional de Seguridad en el Transporte de EE. UU. (NTSB).
California ha introducido regulaciones AV, pero solo se aplican a automóviles equipados con tecnología que puede realizar la tarea de conducción dinámica sin el control físico activo o la supervisión de un operador humano, dijo a Reuters el DMV del estado.
Dijo que el sistema de conducción autónomo completo de Tesla aún no cumple con esos estándares y se considera un tipo de sistema de asistencia al conductor avanzada que no regula.
Eso deja al piloto automático de Tesla y su sistema FSD operando en un limbo regulatorio en California mientras el fabricante de automóviles lanza nuevas versiones de los sistemas para que sus clientes las prueben.
NHTSA, el organismo federal responsable de la seguridad de los vehículos, dijo esta semana que ha abierto 28 investigaciones sobre choques de vehículos Tesla, 24 de los cuales permanecen activos, y al menos cuatro, incluido el fatal accidente de Texas, ocurrieron desde marzo.
La NHTSA ha argumentado repetidamente que su amplia autoridad para exigir a los fabricantes de automóviles que retiren del mercado cualquier vehículo que represente un riesgo de seguridad irrazonable es suficiente para abordar los sistemas de asistencia al conductor.
Hasta ahora, la NHTSA no ha tomado ninguna medida de cumplimiento contra los sistemas de conducción avanzados de Tesla.
La portavoz de la Casa Blanca, Jen Psaki, dijo que la NHTSA está «activamente comprometida con Tesla y la policía local» en el accidente de Texas.
La NTSB, una agencia del gobierno de EE. UU. Encargada de investigar los accidentes de tráfico, ha criticado el enfoque de no intervención de la NHTSA para regular los automóviles con funciones de conducción autónoma y vehículos autónomos.
«La NHTSA se niega a tomar medidas para los vehículos denominados con automatización parcial o de nivel inferior, y continúa esperando niveles más altos de automatización antes de exigir que los sistemas AV cumplan con los estándares nacionales mínimos», escribió el presidente de la NTSB, Robert Sumwalt, en una carta del 1 de febrero. a NHTSA.
«Debido a que la NHTSA no ha establecido requisitos, los fabricantes pueden operar y probar vehículos prácticamente en cualquier lugar, incluso si la ubicación excede las limitaciones de los sistemas de control AV», decía la carta.
REVISIÓN DE REGLAMENTOS
La NHTSA dijo a Reuters que con una nueva administración en vigor, estaba revisando las regulaciones sobre los vehículos autónomos y dio la bienvenida a las aportaciones de la NTSB a medida que avanzaba las políticas sobre los sistemas de conducción automatizada.
Dijo que las tecnologías de vehículos más avanzadas a la venta requieren un conductor humano completamente atento en todo momento.
«Abusar de estas tecnologías es, como mínimo, conducir distraído. Cada estado de la nación responsabiliza al conductor por la operación segura del vehículo», dijo la NHTSA a Reuters.
La NTSB también dice que la NHTSA no tiene ningún método para verificar si los fabricantes de automóviles han adoptado las salvaguardias del sistema. Por ejemplo, no existen regulaciones federales que requieran que los conductores toquen el volante dentro de un período de tiempo específico.
«La NHTSA está redactando reglas sobre vehículos autónomos, pero ha tardado en regular los vehículos semiautónomos», dijo Bryant Walker Smith, profesor de derecho en la Universidad de Carolina del Sur. «Hay una creciente conciencia de que merecen una mayor prioridad de escrutinio y acción reguladora».
Nueva York tiene una ley que exige que los conductores mantengan al menos una mano en el volante en todo momento, pero ningún otro estado tiene una legislación que pueda evitar el uso de automóviles semiautónomos.
En lo que respecta a los VA, 35 estados han promulgado leyes o los gobernadores estatales han firmado órdenes ejecutivas que cubren los VA, según la Conferencia Nacional de Legislaturas Estatales.
Dichas reglas permiten a empresas como Google de Alphabet (GOOGL.O) y General Motors (GM.N) , entre otras, probar sus vehículos Waymo y Cruise en la vía pública.
Pero las regulaciones difieren según el estado.
Las regulaciones AV en Texas establecen que los vehículos deben cumplir con los procesos de la NHTSA, aunque no existen tales regulaciones federales. El Departamento de Seguridad Pública de Texas, el regulador encargado de supervisar los vehículos autónomos, no respondió a una solicitud de comentarios.
El departamento de transporte de Arizona requiere que las empresas presenten presentaciones periódicas para verificar, entre otras cosas, que los vehículos pueden operar de manera segura si falla la tecnología autónoma.
Si bien la mayoría de los fabricantes de automóviles ofrecen vehículos con diversas formas de conducción asistida, no hay vehículos totalmente autónomos para la venta a clientes en los Estados Unidos.
BANDERAS ROJAS
Sin embargo, las preocupaciones sobre la seguridad de la tecnología de conducción autónoma han aumentado en los últimos años y Tesla ha advertido sobre sus limitaciones.
En febrero de 2020, el director de tecnología de conducción autónoma de Tesla, Andrej Karpathy, identificó un desafío para su sistema de piloto automático: cómo reconocer cuándo se encienden las luces intermitentes de emergencia de un coche de policía estacionado.
«Este es un ejemplo de una nueva tarea que nos gustaría conocer», dijo Karpathy en una conferencia durante una charla sobre el esfuerzo de Tesla para ofrecer tecnología FSD.
En poco más de un año desde entonces, los vehículos Tesla chocaron contra coches de policía estacionados en las carreteras en cuatro ocasiones distintas y desde 2016 al menos tres vehículos Tesla que operan con piloto automático han sufrido choques fatales.
Los reguladores de seguridad de Estados Unidos, la policía y el gobierno local han investigado los cuatro incidentes, dijeron funcionarios a Reuters.
Al menos tres de los autos estaban en piloto automático, dijo la policía. En uno de los casos, un médico estaba viendo una película en un teléfono cuando su vehículo chocó contra un policía en Carolina del Norte.
Tesla no respondió de inmediato a una solicitud de comentarios.
Los accidentes y las investigaciones no han frenado el impulso de Musk para promover que los autos Tesla sean capaces de conducirse por sí mismos.
En un tweet reciente, Musk dijo que Tesla está «casi listo con FSD Beta V9.0. La mejora del cambio de paso es enorme, especialmente para casos extraños y mal tiempo. Visión pura, sin radar».
Tesla también dice que ha utilizado 1 millón de automóviles en la carretera para recopilar datos de imágenes y mejorar el piloto automático, utilizando el aprendizaje automático y la inteligencia artificial.
Karpathy de Tesla dijo que ha viajado en su Tesla durante 20 minutos para tomar un café en Palo Alto sin intervención.
«No es un sistema perfecto, pero está llegando», dijo en un podcast de «Robot Brains» en marzo. «Definitivamente mantengo mis manos en el volante».
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