The technology is already available, said Rob Strassburger, vice president for safety of the Alliance of Automobile Manufacturers. He said what's needed is for the government to set standards so that all automakers use compatible technology.
Since V2V relies on wireless technology, ensuring that the safety systems are reliable and can't be hacked is another concern, NHTSA officials said.
The safety benefits of V2V won't be fully realized until there is a critical mass of cars on the road that can talk to each other, and just where that point lies isn't known. By the time the government sets standards and automakers are able to respond, it may be 10 years before the technology is widely available on new cars. It takes about 30 years for a new technology to work its way into the entire population of cars.
Creating consumer demand for the technology could speed up its introduction, Strassburger said. There's already demand for information on traffic tie-ups and rerouting that drivers can download to their smartphones, he said.
Automakers dislike government mandates requiring them to add technology to cars, but that's probably what's needed, said Clarence Ditlow, executive director of the Center for Auto Safety, a consumer group.
"If you have the technology, and the price has gone down so much, use it," he said. "You aren't going to get it into the marketplace as fast as you could and save as many lives as you could unless you mandate it."
Some of the safety technologies for V2V are already available in cars, although they tend to be offered primarily on higher-end models. Lane departure systems, for example, warn drivers when their vehicle unintentionally wanders from its lane, and some can automatically steer the car back. Blind spot systems warn drivers of vehicles in adjacent lanes, and some can also steer away from hazards. Forward collision warning systems alert drivers to impending crashes, and some can automatically brake if the driver doesn't respond. Adaptive cruise control automatically adjusts vehicle speed to maintain a set distance from the car ahead in the same lane. Adaptive headlights change their aim in conjunction with the steering wheel. Parking sensors and rear-mounted cameras help a driver parallel park without scraping paint, bumping fenders or hitting pedestrians.
A key difference is that most of the current technologies rely on radar or laser sensors to "see" other nearby vehicles. They can't warn drivers about cars they can't see, such as the car that ran the red light in the intersection demonstration, or an oncoming car around a curve in the road.
Together, the currently available technologies and the future V2V systems may effectively form a kind of autopilot for the road. Said Strassburger: "The long-term trajectory for these technologies is the vehicle that drives itself — the driverless car."
Follow Joan Lowy at http://www.twitter.com/AP_Joan_Lowy
National Highway Traffic Safety Administration http://www.nhtsa.gov
- Georgia girl struck by plane on Florida beach...
- The Great War: 100 photos marking 100 years...
- Trial begins for Salt Lake attorney seeking...
- Ground Zero cross can stay at 9/11 museum,...
- NCAA settles head injury suit, will change rules
- US Court: Virginia marriage is for all lovers
- Israel hits symbols of Hamas rule; scores killed
- Navajo Generating Station, West's largest...
- US Court: Virginia marriage is for all... 43
- Federal land managers criticized over... 26
- Feds cap fines for not buying health... 22
- Obama maintains busy fundraising... 22
- After government topples crosses in... 19
- Fast food workers vow civil disobedience 15
- Gaza sides agree to lull but truce... 13
- Sarah Palin launches online... 10