There’s a “Pod Up” trend that’s taking up those days.
In general, the concept is to form small teams that focus on a task or use resources, made up of families and extended neighbors.
Here’s an appealing twist: the use of a pod-up technique may be used in the advent of genuine AI-based self-driving cars as a way to allow almost everyone to own it, gain a source of income, and claim mobility. everything that is intended to arise?
Let’s see what’s going on and let’s see.
Understanding self-driving cars
To be clear, genuine self-driving cars are the ones that AI drives all alone and there is no human assistance for the driving task.
These cars without driving force are considered grades four and five (see my explanation in this link here), while a car that requires a human driving force for a percentage of the driving effort is considered a point 2 or 3. Percentage of Driving Tasks are described as semi-autonomous and typically involve a variety of automated add-ons called Advanced Driver Assistance Systems (ADAS).
There is still a genuine self-driving car on Level 5, which we even know if this will be possible or how long it will take to get there.
Meanwhile, Level Four efforts gradually seek to gain some traction through very narrow and selective public road tests, controversy as to whether such evidence deserves to be allowed according to the se (we are all guinea pigs of life and death in an existing context). taking a stand on our roads and highways). Fix some points, see my indication to this link here).
Since semi-autonomous cars require a human driver, the adoption of such cars will not be very different from driving traditional vehicles, so there is not much new in itself on this subject (however, as you will see in a moment). , the following issues apply).
For semi-autonomous cars, it is vital that the public be aware of a disturbing facet that has happened in recent times, namely that despite those human driving forces that continue to publish videos of themselves falling asleep at the wheel of a point 2 or 3 cars. Array will have to prevent us all from being fooled into thinking that the driving force can divert its attention from the task of driving while driving a semi-autonomous car.
You are to blame for driving the vehicle, regardless of the automation point that may be thrown at point 2 or 3.
Self-driving cars and Pod Up
For the true autonomous vehicles of point four and five, there will be no human driving force involved in the driving task.
All occupants will be passengers.
The AI is driving.
That’s how the pod comes up.
First, some think that the value of an autonomous car will be quite high, much higher than the acquired value of today’s old cars. This may be because of the additional cost of the hardware and electronic parts required for an autonomous car, as well as the prices of self-driving software.
Some are concerned that self-driving cars are only the rich and the notarized (see my research of this facet on the link here), due to stratospheric prices.
Meanwhile, many experts expect self-driving cars to miraculously become a mobility option for everyone, allowing everyone, despite everything, to have simple access to car shipping (for my explanation, see the link here). Those who are now private in terms of mobility will likely have access to the car and will be able to live an encouraged way of life through mobility accordingly.
Can mobility be achieved for everyone if the burden of autonomous cars goes skyrofi?
Well, the argument says auto autos will only be owned by giant companies. These entities will have the big dollars to buy self-driving cars and they will return and make those expensive assets remunerative car-sharing cars (called robot taxis). In short, self-driving cars will only belong to fleets.
We still don’t know whether the owners of those fleets would be like Uber or Lyft, or they could just be automakers, or just car rental companies, or maybe any giant company that thinks the deployment of autonomous cars will. bring them an excellent gain.
According to this way of thinking, there will be no more privately owned cars, at least there will be no self-driving cars, although, as mentioned above, other large wealthy people could get them for use and entertainment.
It is known that I am a little opposed to the current on this issue and I firmly believe that we will have individual ownership, even for self-driving cars. My logic is that if you can make money with a self-driving car, marketers and even ordinary consumers will be tempted to make that money as well.
Today’s old cars are difficult to hire as an individual owner because you have to provide a human driver. In the future, if you own a self-driving car, you can take it to the pictures, and the day of the pictures, it may be simply car sharing, which would generate additional revenue. The same can happen at night after returning home, and perhaps the self-driving car will allow you to walk while you are curled up in your bed and sleeping all night.
Today’s cars are a waste that remains idle about 95% of the time. In addition, they require the additional load of a human driver.
With self-driving cars, they can be put into service almost 24 hours a day, 7 days a week (with limitations for maintenance, etc., see my here). And above all, no human pilot is required.
However, there is a little shame.
In addition to the purchase price, there is the consultation of the maintenance of the car and its intelligent form. Electronic and delicate systems will not necessarily be so easy to cope with the rigors of everyday use.
The owner of a fleet of autonomous cars is likely to establish special maintenance bays or comparable centers where cars come to unload maintenance and conservation. This adds prices and makes owning self-driving cars more complex than it seems at first glance.
If you have an autonomous car, how will you ensure that this maintenance is performed?
In addition, the individual owner is threatening whether or not his auto-self-driving car is sought as a self-driving car option and therefore ends up disbursing a large amount of money for an asset that does not offer the expected amount. Back.
In this conundrum among the capsule.
Instead of buying a self-driving car on your own, you can join an organization of others who have jointly agreed on the percentage of ownership and duty of a self-driving car.
Imagine a group made up of 3 families that in the same community and among them, there are 11 members of the group.
They will collect their cash and buy a self-driving car. They also find out where and how maintenance will be performed. These main points are vital and deserve to be developed, although eventually there is probably a contractual and logistical style readily available to those who together wish to own and operate self-driving cars.
During certain parts of the day, members of this group have agreed to use the self-driving car for the group’s sole purpose.
They can drive separately in the self-driving car, or with their circle of relatives or with other gondola members.
At certain times of the day, they may have agreed that the self-driving car is indexed on a network of carpools shared online and shown as something that must be taken to offer travel.
In general, the self-driving car will generate cash through the car pool and, at other times, will not generate cash in line with the se and will only provide trips to the members of the group. There will be a trade-off between the amount of cash the capsule needs to earn and the convenience of sharing your self-driving car for travel purposes.
In a sense, you can equate this swap agreement with timeshares, although, of course, traditional shared times have had a bad reputation and, without a doubt, there are classes to learn from that type of business.
It is to be hoped that the terrain of self-driving cars will have the traps of other such agreements.
Conclusion
An expressed fear about self-driving cars is that they can roam and be empty most of the time (for my assessment of that, see the link here). This turns out to be an unpleasant result of self-driving cars, as they can overwhelm our streets, gnaw on roads while driving frequently and be as unpleasant in our surroundings in some respects as traditional cars.
The gondolas option for self-driving car ownership has the prospect of reducing the lost time of aimless and aimless self-driving cars. Those in a gondola would probably seek to use autonomous driving optimally, adding for non-public use and for the time it is designed for car sharing activities. It is the synergy derived from a hyperlocal technique to take credit for autonomous cars.
However, pods are necessarily a bed of roses.
Assembling and keeping a capsule intact takes a lot of work. In the case of self-driving cars, the use of a capsule technique can provide significant additional revenue, shared among the group, and also allow the population to gain advantages from self-driving cars.
It will be necessary to verify the determination of the optimal number of limbs in a capsule, as well as the effectiveness of the ownership and operation of the autonomous car capsule.
Dr. Lance B. Eliot is a world-renowned synthetic intelligence (AI) expert with over 3 million perspectives accumulated in his AI columns. As an experienced high-tech executive
Dr. Lance B. Eliot is a world-renowned synthetic intelligence (AI) expert with over 3 million perspectives accumulated in his AI columns. As an experienced executive and high-tech entrepreneur, it combines industry hands-on experience with in-depth educational studies to provide cutting-edge data on the long-term supply and long-term supply of AI and ML technologies and applications. Former PROFESSOR of USC and UCLA, and director of a pioneering artificial intelligence lab, speaks at primary events of the artificial intelligence industry. Author of more than 40 books, 500 articles and two hundred podcasts, he has appeared in media such as CNN and has co-hosted the popular radio show Technotrends. He has served as an advisor to Congress and other legislative bodies and has won many awards/recognitions. He is part of several director forums, has worked as a venture capitalist, angel investor and mentor of marketing founders and startups.