Fully collapsible; can be carried to any place; Epoxy paint providing longer life , with a sophisticated and discreet look; Optional: grid for fish; Capacity: 1.5 kg per skewer. Available in versions with 4, 5 and 6 skewers; Depth adjustable from 420 mm to 520 mm. 1/25 HP Motor Power Consumption: 0.13kw/h Measurement of skewers: 570 mm + 120 mm (length) Box measurements: 180 mm x 160 mm x 830mm Height: 300 mm – 4 skewers- 506mm – 5 skewers-626mm – 6 skewers-746mm Depth: adjustable from 420 mm to 520 mm Net weights (6-month Warranty)
- Practical, suits any space. Adds delicious flavor to your food;
- Roasting skewers made of stainless steel (two versions: simple and triple). Fork is made of chrome;
- Octagonal-shaped motor housing: more beauty and design for your environment;
- Rotating system: roasts your meat evenly, leaving it tastier, since meat juice revolves around it, preventing meat to dry out;
- Skewers rotate at the front part by means of worm threads;
Discounted: Sale Items
Drive.ai, a self-driving startup based in California, is operating fully driverless vehicles without safety drivers on public roads in Frisco, a suburb outside Dallas-Forth Worth, the company announced this week. The tests are in the run-up to the company’s planned autonomous ride-hailing service, which is scheduled to launch later this summer. It’s a major milestone for the scrappy startup, which can now claim the distinction of being only the second company to experiment with driverless vehicles on public roads in the US.
In a video provided by Drive.ai, the company’s self-driving Nissan NV200 is seen crossing six lanes of traffic, passing cyclists and pedestrians, entering a roundabout, and even navigating through low-angle sunlight that typically obscures an autonomous vehicle’s sensors.
A smaller screen showcases the vehicle’s perception system identifying objects such as cars, pedestrians, and cyclists .
“We are excited to bring our self-driving technology to Texas and we look forward to sharing more details with you as we get closer to launch!” the company said in a Medium post.
But Drive.ai isn’t planning to offer rides to any members of the public in its fully driverless vehicles — at least not initially. In an email, a spokesperson provided some more details about the tests:
This is all on public roads in Frisco, and is part of the route for the public July pilot launch. While there’s no one in the driver’s seat in this video, we did have one of our trained safety drivers in the passenger’s seat (acting as a ‘chaperone’ with the ability to manually take over control from that position is necessary).
We also had one of our tele-choice operators monitoring the vehicle’s operation, able to step in if the vehicle was not 100% sure of what to do. So even though we filmed with no one in the driver’s seat here, this video was a one-off, and not how we’re operating the vehicles normally. We will be having safety drivers for our operations as the vehicles drive in Frisco to collect data between now and the program launch in July.
The plan right now is to begin with safety drivers when the program launches publicly. Then, we will move the safety driver to the passenger’s seat in the ‘chaperone’ role. Eventually, we will remove the chaperone so that there are no Drive.ai employees in the vehicles (only the tele-choice operator monitoring remotely).
The timeline, contingent on both the technology itself and the community’s support, is for all of this to happen within the course of the 6-month pilot. That would mean driverless by the end of 2018, if all goes according to plan!
The fact that Drive.ai has remote operators standing by to take control of the vehicle in the event of an emergency is interesting. Teleoperation has yet to really catch on with most of the major self-driving vehicle operators, with a few startups, like Phantom Auto, standing out. Waymo, the only other company to deploy fully driverless vehicles on public roads, has an OnStar-like button in its self-driving Chrysler Pacifica minivans in case riders need roadside assistance, but it has so far eschewed a teleoperation option.
Drive.ai’s tests in Frisco comes at a time when self-driving vehicles on public roads have been involved in severe crashes.
Last month, a Waymo minivan was hit by a vehicle in Chandler, Arizona, and in March, Uber’s self-driving program’s problems were exposed after one of its vehicles hit and killed a woman in Tempe, Arizona.
Engineers inside Tesla wanted to add robust driver monitoring systems to the company’s cars to help make sure drivers safely use Autopilot, and Tesla even worked with suppliers on possible solutions, according to The Wall Street Journal. But those executives — Elon Musk included — reportedly rejected the idea out of worry that the options might not work well enough, could be expensive, and because drivers might become annoyed by an overly nagging system.
Tesla considered a few different types of monitoring: one that would track a driver’s eyes using a camera and infrared sensors, and another that involved adding more sensors to the steering wheel to make sure that the driver is holding on. Both ideas would help let the car’s system know if the driver has stopped paying attention, which could reduce the chance of an accident in situations where Autopilot disengages or is incapable of keeping the car from crashing.
Musk later confirmed on Twitter that the eye tracking option was “rejected for being ineffective, not for cost.”
This is false.
Eyetracking rejected for being ineffective, not for cost. WSJ fails to mention that Tesla is safest car on road, which would make article ridiculous. Approx 4X better than avg.
— Elon Musk (@elonmusk) May 14, 2018
While a name like “Autopilot” might suggest there aren’t situations a Tesla car can’t handle, accidents still happen even when Autopilot is engaged, and three people have died while using the feature.
Tesla promises that Autopilot will one day be capable of fully driving the car itself, but the system currently more closely resembles the limited driver assistance packages offered by GM, Nissan, and others.
Tesla cars do lightly monitor drivers by using a sensor to measure small movements in the steering wheel. If the driver doesn’t have their hands on the wheel, they are repeatedly warned, and eventually the car pulls itself to the side of the road and has to be reset before Autopilot can be turned on again. That capability had to be added months after Autopilot was released in 2015, though, after a rash of drivers posted videos of themselves using the driver assistance feature in reckless ways.
Even now, there is evidence that it’s possible to fool the steering wheel sensor.
In contrast, GM’s semi-autonomous system, Super Cruise, watches a driver’s face to make sure they’re paying attention to the road. It also allows hands-free driving.
Broadly, though, the National Transportation Safety Board said last September that the whole industry needs to do better at installing safeguards that help make sure these driver assistance features aren’t misused.
The NTSB’s statements came with the conclusion of the safety board’s investigation into the June 2016 death of Joshua Brown, who was the first person to die while using Autopilot in the United States. (A driver who was killed while using Autopilot in China in January 2016 is now believed to be the first person in the world to have been killed while using a driver assistance feature.) At the time, the safety board specifically recommended that Tesla find ways beyond steering wheel sensors to monitor drivers. The NTSB is currently investigating the most recent Autopilot death, which happened in March in California.
Tesla often points out that the number of accidents involving the use of Autopilot is small compared to the scale and frequency of more typical auto accidents.
And Musk recently pledged to regularly release data about the performance of Autopilot, which it will start doing at the end of this financial quarter. But Musk also recently said that Autopilot accidents tend to happen because drivers’ attention can drift — something that might be solved with better driver monitoring.
“When there is a serious accident it is almost always, in fact maybe always, the case that it is an experienced user, and the issue is more one of complacency,” Musk said on a quarterly earnings call earlier this month. “They just get too used to it. That tends to be more of an issue.
It’s not a lack of understanding of what Autopilot can do.
It’s [drivers] thinking they know more about Autopilot than they do.”