Xiaomi SU7's fatigue detection feature alerts Chinese man with 'small eyes' 20 times to 'focus on driving'
According to Must Share News, Mr Li (name transliterated from Chinese) was driving his sister's Xiaomi SU7 Max in Zhejiang, China, on Wednesday (June 18) when the alerts started. Even though he changed his posture, the system kept telling him to 'please focus on driving'.
Mr Li later suspected the system couldn't detect that his eyes were open in the sunlight, reported the Chinese outlet Sohu. 'When I forced my eyes wide open, the alarm stopped. But when I let my eyes return to their normal state, it started again,' he said, adding that because his eyes are small, the system kept assuming he was falling asleep.
He also noted that his sister did not encounter the same issue while driving the same car, but when he does, the alerts go off over 20 times.
According to Xiaomi's customer service, the monitoring feature is installed in all SU7 Max vehicles to enhance protection and programmed to flag possible fatigue by detecting behaviours such as closed eyes, yawning, turning the head, or being distracted by a phone.
The company noted that while the feature may be overly sensitive in some cases, users have the option to disable the feature, Dimsum Daily reported.
This is not the first time the Xiaomi SU7 has come under scrutiny. In March, three university students died in a crash involving the SU7 that was travelling in NOA (Navigate on Autopilot) mode on a highway in Anhui province. The car had detected an obstacle and braked but still hit the side of the road at a speed of 97 km/h, according to Car News China.
Guancha.cn also reported that the driver's mother had warned her not to trust the car's intelligent driving function blindly, but her daughter brushed it off, saying the car was 'safe to use'. See also The flood of foreigners?
The crash led to a sharp drop in Xiaomi Group's stock price over two trading days.
In March 2024, Xiaomi launched the SU7 in Standard, Pro, and Max variants in Beijing, marking its official entry into the electric vehicle market as a competitor to Tesla's Model 3. /TISG
Read also: 73% Singapore car buyers are interested in electric cars, but many remain wary of high costs
Hashtags
Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
CNA
3 hours ago
- CNA
Commentary: Lecturers need to give students clearer instructions about AI use
SINGAPORE: Imagine you are a lecturer grading students' essays about their research methods for the term project. You notice that three students mentioned using artificial intelligence in different ways. Jane used an AI tool to help format citations in APA style. Don discussed topic ideas with ChatGPT to help narrow down his research focus. Beatrice ran her draft through an AI writing assistant to catch grammatical errors before final submission. You realise that you did not explicitly address AI use in your course syllabus, and your university's policy broadly states that students must not use such tools without permission from the instructor. The three students made good-faith attempts at disclosure, but you are uncertain whether their uses violate the spirit of academic integrity. How do you proceed? This is a hypothetical scenario, but it is happening across universities. Students routinely use programmes like Grammarly without considering them AI, while lecturers may permit some tools such as citation assistance. The recent incident at Nanyang Technological University illustrates how students and lecturers can have different interpretations of what's acceptable. FAIR AND UNFAIR AI USE In recent years, artificial intelligence has advanced more rapidly than policies can keep up with, resulting in a grey area between AI use and abuse. Most universities have broad definitions on the acceptable use of AI. The University of Pennsylvania gives a simple analogy: 'In the absence of other guidance, treat the use of AI as you would treat assistance from another person. For example, this means if it is unacceptable to have another person substantially complete a task like writing an essay, it is also unacceptable to have AI to complete the task. ' Generally, the use of AI for brainstorming, drafting and idea generation is permitted, and where permitted, the explicit declaration or acknowledgement of the use of AI in assignments is also required. Unfair AI use then entails passing off AI-generated work as one's own without proper attribution, or employing it when it was explicitly prohibited to gain an unfair advantage. TASK-SPECIFIC GUIDELINES FOR AI Given the wide scope of universities' academic policies, it is up to lecturers to give instructions regarding AI use, specific to each assignment. For essays and written tasks, instructors should ensure students understand the distinction between research and writing assistance. Students should be required to disclose AI usage and show documentation to verify authentic thinking. Problem sets and technical work such as coding require a different approach. Instructors must distinguish between when AI assistance is educational and when it becomes academic dependency. In mathematics courses, for instance, AI might be permitted for checking calculations but prohibited for generating solution methods. Students can also be told to show all work steps manually and to be prepared to explain their solution process to the class. For creative and analytical assessments, instructors can tell students that AI may be used for initial inspiration and research, but that all content must be produced by students. Students in fine arts, for instance, may be allowed to utilise AI for brainstorming sessions, but must develop original pieces. Meanwhile, business students may utilise market analysis tools powered by AI, but must produce unique strategy recommendations. Lecturers can also require students to document any AI-generated ideas that influenced their work. These guidelines seek to develop each student's capability not only in critical thinking but also develop capabilities in the area of human-AI collaboration. PREVENTION OVER PUNISHMENT However, even with clear AI guidelines, there will be students tempted to use tools and software to circumvent the rules. For example, students may use 'humanising' software to disguise an AI-generated assignment to bypass detection software. Students may also use AI tools in oral exams, as current technologies allow for such apps to reside on mobile phones and communicate wirelessly to the students via discreet earpieces. Rather than play detective, institutions should focus on prevention through clear communication. This means writing unambiguous AI policies with concrete examples. Other prevention strategies include AI literacy training for faculty and students, redesigning assessments that are more focused on processes rather than answers, and verifying students' understanding through conversational assessments and in-class discussions. Universities can also consider "AI-transparent" approaches where students document their use of AI tools throughout the assignment, similar to how they cite traditional sources. This creates accountability on the students' part while avoiding the adversarial effects of detection-based enforcement. Clear AI guidelines protect the value of university degrees and prepare students for an AI-driven future. They help students develop ethical instinct, emotional intelligence and creative thinking – human skills that AI cannot replace. University graduates will likely work alongside AI tools and apps throughout their careers. The problem for universities is not about addressing the over-reliance on AI or banning it outright, but teaching students how to collaborate with AI responsibly. With clear and transparent guidelines, universities can uphold educational integrity while preparing students for an AI-enhanced world.
CNA
3 hours ago
- CNA
Japan's digital lag: Why its people aren't actually ‘living in the future'
TOKYO: With its shiny robots and bullet trains, Japan seems like a technological utopia. But beneath the surface lies a digital dysfunction that leaves the country vulnerable in today's interconnected world. In January, Japan's National Police Agency disclosed that Chinese hacking group MirrorFace had been targeting Japanese government agencies and firms since 2019. These cyberattacks hit 210 entities, including institutions and individuals, and aimed to steal data related to security and advanced technology. Cyberattacks have also disrupted daily life, like one last December that delayed more than 70 Japan Airlines flights. Another cyber breach in 2023 halted operations at the country's largest port for more than 48 hours. 'The government is now saying that a cyberattack hits Japan once every 14 or 13 seconds,' highlighted Motohiro Tsuchiya, a professor at Keio University's Graduate School of Media and Governance. While many countries face cybersecurity threats, Japan is vulnerable because its digital transformation has been slow. It ranked 31st in global digital competitiveness last year, lagging behind most advanced economies. Domestic organisations 'aren't yet sufficiently dependent on information technology', said Nihon Cyber Defence chief technology officer Toshio Nawa. Up-to-date digital tools remain underused. It was reported in January that 77 per cent of schools still use fax machines for communication, while 40 per cent of Japanese in a 2023 survey said they did so. Only last month did the government scrap the use of floppy disks in document submissions, 14 years after the last one was manufactured. The outdated systems that underpin much of daily life in Japan may surprise tourists drawn to the country's futuristic image. '(The first time) many of my friends from foreign countries … visit Japan, they're very much impressed,' said Kotaro Tamura, an adjunct professor at the Lee Kuan Yew School of Public Policy. Novelties such as toilets that have automatic functions and play music, conveyor belt sushi as well as humanoids at company receptions and game centres make people 'feel like Japanese people are living in the future'. He added, however: 'We're good at craftsmanship, building hardware. But we aren't very good at what we can't touch.' Why have some Japanese not embraced the digital age? What is at stake if Japan continues to fall behind? The programme Insight looks at the roots of this problem facing the country and how it is trying to catch up. WATCH: Why did futuristic Japan fall behind digitally? (46:33) JAPAN'S 'UNCERTAINTY AVOIDANCE' It was not until the pandemic that Japan was forced to confront its digital shortcomings. Only 7.5 per cent of nearly 56,000 administrative procedures could be done entirely online, a 2019 study had shown. While remote work made clear the need to move government and business processes online, the shift was anything but smooth. One enduring symbol of Japan's digital inertia is the 'hanko', a personal seal used in place of a signature for many transactions in banking, real estate and company paperwork. During the pandemic, nearly 60 per cent of people working from home had to return to the office at least weekly, primarily to handle paperwork and stamp documents, a survey showed. Although the government moved to drop the 'hanko' requirement from roughly 14,700 procedures in 2020, it remained in place for 83 procedures, such as vehicle and company registrations. Experts say such reluctance to modernise is cultural. The Japanese score high on 'uncertainty avoidance', which means they tend to favour stable, time-tested systems over new ones. 'There seems to be a traditional culture in Japan of maintaining a system for a long time,' said Nawa. 'In IT terms, this is called a legacy system.' Japan's ageing society also plays a role. Almost three in 10 people are over 65 years old, and a 2021 study found that nearly a third of Japanese aged 50 to 79 were unenthusiastic about digitalisation. But even younger people are not pushing for change. 'A significant number of young people would choose the easier option … (by) going with the old-fashioned Japanese culture and legacy ways,' said Nawa. For example, when Yuriko, a translator who preferred not to reveal her last name, tried updating her address via the government's My Number portal, she felt overwhelmed. 'If I find and download the forms myself, what if I fill in the wrong forms?' she said. 'Going straight to the ward office is still the quickest option. 'People tend to feel that the way we've always done things is reassuring. … It may be a little cumbersome, but it's safe.' Among small and medium enterprises (SMEs), which make up more than 99 per cent of Japan's corporations, the pace of digitalisation has been especially glacial. Close to a quarter of companies with under 300 employees say they have not begun digitalising work processes, according to the Japan Institute for Promotion of Digital Economy and Community. Six in 10 SMEs with under 100 employees lacked teams dedicated to digital transformation, Japan's Information-technology Promotion Agency stated in a 2023 white paper. Also, about half of Japanese firms do not discuss cybersecurity strategies at the executive level. Many firms are prioritising day-to-day operations over IT risks while the economy remains sluggish. 'This can be attributed to the fact that (managements) don't feel much of a sense of crisis about this, or they don't understand IT,' said Nawa. Older executives holding decision-making power often lack digital fluency. Yet when younger experts are brought in to help, they have limited authority. 'When those who've experienced success with older methods move to upper management, they inevitably impose their way of doing things,' added Nawa. The adoption of ideas and processes can also be slow in Japan's consensus-driven work culture. 'Maybe it's too early to change it' or 'Let's discuss it again next time, then decide' are familiar refrains, he cited. In one example, a Japanese company took two weeks to approve an anti-malware software, during which time it suffered a cyberattack. JAPAN'S 'DIGITAL CLIFF' Japan is now approaching what its Ministry of Economy, Trade and Industry calls a 'digital cliff'. If companies fail to adopt digital practices, the country could incur annual losses of up to ¥12 trillion (US$81.4 billion) from next year. To avert this crisis, the government launched the Digital Agency in 2021 to drive Japan's digital transformation. 'By not digitalising, companies fall behind in productivity and competitiveness,' said Nawa. A digital lag could also lead to communication delays when working with other nations and damage Japan's international standing, he added. As a global manufacturing, financial and telecommunication hub, Japan is also an attractive target for hackers. According to its National Police Agency, the daily average number of suspicious internet access incidents exceeded 9,500 cases last year — a record high. Nearly all these attempts originated overseas and included attacks on critical sectors, such as aerospace and semiconductors. 'Japan is one of the largest economies in the world. So you have a lot of intellectual property to protect and also information,' said Yohei Ishihara, security evangelist at internet security firm Trend Micro. Cyberattacks can even remain undetected 'for years', added Tsuchiya, allowing malware to 'quietly' extract information. When hackers breached the Microsoft accounts of executives at the Japan Aerospace Exploration Agency, the attacks went unnoticed for months before authorities raised the alarm. The country's cyber vulnerability is a matter of international concern, as such weaknesses could impact security alliances. Under its security treaty with the United States, for example, the US is obligated to defend Japan if it comes under armed attack. But Japan's weak cyber defences could be the biggest liability in the alliance, as former US director of national intelligence Dennis Blair asserted in 2022. Tsuchiya, who is also Keio University's vice president for global engagement, noted: 'If something were to happen in East Asia, for example in Taiwan or on the Korean Peninsula, Japan would have to rely on the US for its security.' But if the US military 'can't trust Japan's government or Self-Defence Forces' because of the country's digital systems, this could put Japan's national security at risk, he warned. HOW JAPAN IS PLAYING CATCH-UP Notwithstanding its late start, Japan is pushing forward with digital reforms to close the gap with other advanced economies. In April last year, the government announced plans for a corporate cybersecurity rating system: Companies would need to keep software updated and limit access to sensitive data, among other measures, with stricter requirements for critical industries like energy and semiconductors. 'If they don't meet the criteria or levels, they may lose business opportunities because their customers may require certain security levels to start the business transaction,' said Ishihara. This May, Japan's parliament passed the Active Cyber Defence Law, allowing authorities to work with key infrastructure providers such as telcos to trace the source of an attack — something previously blocked by the country's data privacy laws. And instead of waiting for attacks to happen, entities such as the military will be authorised to proactively disrupt hostile foreign servers. 'Active cyber defence will do what Japan hasn't been able to do so far,' said Tsuchiya. This comes after Japan unveiled a new national security strategy in 2022, which included plans to more than quadruple the number of cyber defence personnel from 890 to 4,000 by 2028, supported by about 16,000 staff. A skill shortage, however, continues to slow progress. Japan was short by an estimated 304,000 IT professionals in 2020, and this could swell to over 545,000 workers in 2030, according to figures published by the government. 'The enrolment capacity of IT faculties has remained the same for a long time,' observed Makoto Takahashi, chief editor of job information website Mynavi. 'But the need (for tech talent) has been increasing, so the (recruitment) competition has become very fierce.' To support universities and technical colleges, the government has committed ¥300 billion to them in growth fields such as digital technology. This, after computer programming — which first became a mandatory part of Japan's middle school curriculum in 2012 — was added to primary schools in 2020 and high schools in 2022. But implementation here has been patchy. 'It depends on the school, but I've heard that only three (to) five hours a year are allocated for this purpose,' said Tomohiro Murano, the founder and chief executive officer of Arschool, which provides programming classes. In some cases, he added, schools lack qualified teachers, and lessons sometimes amount to little more than typing exercises. Still, Japan aims to boost university enrolment in science and IT courses by 19,000 places by 2030. Meanwhile, companies are hiring foreign workers. Their numbers have tripled to 91,000 in the past decade, comprising 3.1 per cent of the information and communications technology workforce. But attracting overseas talent remains challenging. 'The salaries aren't that high compared to overseas,' said Takahashi, adding that the language barrier and workplace culture can also be deterrents. Tamura called for an end to the seniority system and discriminatory treatment of foreigners. 'We need to pay well compared to other countries and treat them well for … them (to) utilise their capabilities more freely,' he said. Japan must also overcome its people's resistance to change. Almost a decade has passed since the government envisioned Society 5.0, a future in which cyberspace and the physical world blend together. But people's 'love of legacy systems isn't changing', lamented Nawa. 'That's why digitalisation is a big change we must make. If we can't do that, I think it'll stop the growth of Japan.'
CNA
3 hours ago
- CNA
Bike-sharing is making a quiet comeback – but will Singaporeans give it a second chance?
SINGAPORE: A cautious revival is underway in Singapore's bike-sharing scene, as operators expand their fleet while working to regain public trust lost in the chaos of the industry's early days. On Jul 1, Chinese company HelloRide increased its fleet here from 15,000 to 20,000 bicycles. Local firm Anywheel, which has been gradually scaling up its presence since 2022, operates another 35,000 bicycles. Singapore's total bike-share fleet now stands at 55,000, up from 36,000 three years ago. Both firms told CNA this expansion is more than just a numbers game. It is part of a broader vision to make bike-sharing a reliable, even habitual, part of daily transportation in Singapore. 'For HelloRide specifically, we want to grow beyond a utility – into a brand that Singaporeans associate with freedom, health and modern city living,' said its general manager Hayden Choo. Anywheel founder Htay Aung added: 'Our vision is to grow in Singapore in such a way that … when you go from point A to B, regardless of whether you use us, at least our name will come to your mind.' These aspirations come with an awareness of past missteps. Singapore's bike-sharing boom in 2018 saw the market flooded with more than 200,000 bikes operated by as many as seven different firms. But the rapid growth in the absence of regulations resulted in public frustration over indiscriminate parking, damaged bicycles and abandoned bikes clogging paths. Legislation was subsequently introduced to manage these problems, but this led to the closure of several operators, some of whom exited the market with debts owed to vendors, retrenched staff and without returning user deposits. The sustainability of the industry was cast into question more recently, when SG Bike – once a key player – announced in March 2024 that it was exiting the market after nearly seven years. Mr Htay said the bike-sharing industry is now in its 'second run' – a correction period where companies have to tread carefully. 'We have to be very careful to slowly gain back the confidence of Singapore users,' he said. Mr Choo agreed, adding: 'The other key learning is that trust – with users, with government – this takes time to build but is easily lost.' SLOW, CALIBRATED EXPANSION Both Anywheel and HelloRide are taking a more measured approach to growth, focusing on getting things right this time round. Anywheel is currently holding back from expanding its fleet further, choosing instead to focus on replacing ageing bicycles to improve user experience. When the older fleet is fully replaced, the company will apply to expand its fleet, Mr Htay said. HelloRide's Mr Choo said one of the biggest lessons from the industry's early days was that "scale without control is a recipe for collapse". 'The early wave emphasised growth at all costs – we've learned instead to value sustainable unit economics, operational efficiency and regulatory compliance.' The company began operations in Singapore in 2022 with 1,000 bikes and has expanded in phases – reaching 10,000 in 2023, adding 5,000 more in October last year and another 5,000 this year. The Land Transport Authority (LTA), which approves bike-share fleet expansions, told CNA that its decision to allow HelloRide's latest increase was based on several factors, including the company's track record in managing indiscriminate parking and its efforts to educate users on proper parking behaviour. The authority said it also takes into account the overall bike-sharing fleet size in Singapore, demand for the services and the availability of parking infrastructure when reviewing expansion applications by bike-sharing companies. 'We will continue to closely monitor the supply and demand of the deployed fleets, while ensuring all operators continue to manage disamenities,' an LTA spokesperson said. Whether the bike-sharing business is financially viable remains a challenge for operators. For example, while residential deployment increases accessibility for users, it often makes little business sense. Bicycles placed deep in neighbourhoods tend to generate less ridership and revenue. 'You need an operator to sacrifice their revenue and ridership, to dedicate part of their fleet to do that,' said Mr Htay. Still, Anywheel has taken this step deliberately in the hopes of shifting commuter behaviour over time. For instance, the company has placed bikes in Orchard and Tanglin residential neighbourhoods, where most residents typically drive cars. Though initial ridership was poor, usage increased significantly after six months, Mr Htay said. 'Now, ridership is very high. Even in areas where residents may have two to three cars, with consistent deployment, service and availability, people will pick it up,' he said, adding that Anywheel has been profitable since 2023. Similarly, HelloRide has observed that ridership in heartland areas has tripled compared to leisure hotspots like parks and tourist attractions. 'Riders see it as a viable replacement for first-and-last mile transport … as it might be more cooling in the early mornings and evenings,' said Mr Choo. Mr Htay said Anywheel sees serving residential areas where last-mile transport is a pain point as a duty. 'LTA gave us a bigger licence, so we have the responsibility to serve the heartland from day one,' he said. THE USER EXPERIENCE GAP Despite these efforts, some users still find that locating a bike when they need one remains a hit-and-miss affair. Cleaning supervisor Ng Gim Beng, who prefers to use bike-sharing rather than feeder bus services to get around his neighbourhood, said availability remains an issue near his home in Yishun. 'Especially at the HDB blocks, there isn't a bike, and I have to go and find one through the app,' the 68-year-old said. Fellow Yishun resident and student Naurah Usyazwani, 19, agreed that finding an available bike is "not that easy" unless it is during off-peak hours. 'At any one spot, there needs to be two to three bikes, but it's sometimes empty,' she said. 'When people want to go from their home to the MRT, it's very hard to find a bike.' THE FUTURE OF BIKE-SHARING Bike-sharing has the potential to fill a gap in Singapore's transport system, analysts said. This is helped by Singapore's investment in cycling infrastructure – now over 730km of dedicated paths and park connectors, with plans to reach 1,300km by 2030. 'By expanding the fleet and making cycling more accessible, bike-share operators could help to accelerate this process,' said Dr Che Maohao from the Singapore University of Social Sciences (SUSS), whose research interests include non-motorised transportation. However, challenges persist that could hinder expansion. For example, deploying bikes in residential areas may remain an unprofitable venture, said transport analyst Walter Theseira. The associate professor of economics at SUSS pointed out that the allocation of bicycles is a problem in neighbourhoods. 'Many have talked about first- and last-mile connectivity using dockless bikes between, say, the MRT station and the home or factory or office,' he said. 'That sounds great in theory, but what it means in practice is a lot of one-way rentals that end up with bikes at a factory or office some distance from the station.' These bikes are likely to be under-utilised during the day, but if they are used or relocated, they will no longer be available to the original user at the end of the day. Deploying the bicycles in recreational areas – where bikes are circulated continuously – supports higher utilisation and makes better business sense, Assoc Prof Theseira said. Operators also face regulatory hurdles. New rules banning bicycles from footpaths next to cycling lanes have added uncertainty for riders. 'With the stricter policies on where you can ride, chances are that if I'm a user, I'd be quite worried,' said urban mobility consultant Tham Chen Munn. 'There's this uncertainty, (over whether) I will get caught (if I) go on the wrong path.' This could dampen interest in bike-sharing, he said. 'If we are forever arguing over who to ban and where we can use it, it doesn't make it sexy to even try out.' The analysts highlighted the potential for e-bikes to drive the next phase of growth, with examples from cities like London, where rental e-bikes have fuelled a surge in cycling. Assoc Prof Theseira said electric mobility offers a sweat-free commute and would suit Singapore's climate better. Rental e-bikes opens up the possibility to not just first- and last-mile transport, but that of the 'first five and last five miles', said Mr Tham. Still, concerns around pedestrian safety persist, and there remains a 'lack of a proper system to ensure motorists and PMD users can coexist', said Assoc Prof Theseira. But Mr Tham remains optimistic about the future of bike-sharing. "We already put so much money into the infrastructure," he said, "The question is whether we can efficiently use it while embracing the enhancements in technology."
