The wheels move exactly as the driver wants in any vehicle with a mechanical steering rack. It's not a problem. Lag due to poor drive-by-wire implementation however is most definitely a problem and not a small one, it's a significant safety hazard.
If I try to turn the front wheel of my bike too far left or right it does not let me. Further, this is accomplished by a rubber bumper that continues to push for a short time after I let up, but it would be absurd to call this "lag." Normal operation of the bicycle never gets close to those limits.
The question is whether this video is showing typical system lag -- in which case, yeah, I agree, it's a problem -- or whether it is showing limiting behavior in which case getting upset about it makes as much sense as getting upset over the rubber bumpers on my bike.
Not sure what you're referring to here - I've got multiple bicycles and the headset bearing allows them to spin around 360 degrees, the only thing preventing them from going further is the cables and hydraulic hoses.
>Further, this is accomplished by a rubber bumper that continues to push for a short time after I let up
What bumper do you mean? Your handlebars, stem, and fork should be moving as a solid unit, with minimal deformation under any reasonable conditions. There's very little elasticity in the system, perhaps the biggest source is just the spokes (or the grips if they're quite thick). The behavior exhibited in the video is way more than any properly operating bicycle.
Your rims might, your tires don't. Check out about halfway down this page:
If they don't something is broken.
>your tires don't.
I did say "wheels", which generally speaking means the rim. Yes, I'm well aware of tire deformation and contact patch mechanics, but that's not the issue here - the rims on the truck are not moving in sync with the wheel. It's just not acceptable.
The speed of sound in steel and roughly 1m of steering column put the theoretical minimum latency at 0.2ms. Manufacturing tolerances and material strain put minimum bounds on accuracy as well. Your entire suspension, down to the rigidity of the individual linkages, influences the steering of your vehicle.
> Yes, I'm well aware of tire deformation and contact patch mechanics, but that's not the issue here...
I think it's very relevant to know that cars already take the direction of the tires/rims/wheel as more of a suggestion. The "tightness" of the steering and the suspension varies drastically between vehicles. So what is the issue here? How it drives. I don't have one, but a common comment I've found in reviews is that it's "too sensitive." I think this is an imagined problem.
Perhaps saying that the wheels move "exactly" as the driver intends in a rack and pinion system is too absolute, but if you can't see or feel this delay then I'd argue that to the human driving it's irrelevant. You can see the lag in the video, which admittedly is slowed down, but if we assume the original frame rate was 60fps then there's a minimum of a 16.7ms lag and I'd estimate it's at least 3-4 frames so more like 50.0-66.7ms, which is absolutely noticeable. Why should we accept performance which is clearly worse than a mechanical system? This is a delay that exists on top of all the other factors you've mentioned, not in lieu of them. It casts doubts on the functional safety of the system.
I could push your argument forward a bit more: the same vehicle can have tightness change as speeds goes up: electric power assistance progressively reduces as speed goes up. Why? because electric power steering is so powerful that it would be too easy to quickly turn wheels at speed. So the helper reduces, making it harder to turn the wheel in the same way that it became harder before power steering because physics.
I needs more force, but the lag doesn't change, and neither is the gear reduction ratio, nor the absolute angle of the steering wheel to the actual angle of the wheels relative to the body.
> I think it's very relevant to know that cars already take the direction of the tires/rims/wheel as more of a suggestion.
I see this vehicle as introducing a fundamental breaking change in how automobiles are being operated:
a) previously: you the driver physically control the car parts. You drive, operating the car by transforming high level intent to low level commands. You're the pilot sitting at the helm and your job is made easier with some helpful systems (ABS, ESP, cruise control, automated transmission, lane assist, what have you) that you can shunt.
b) this vehicle: you communicate intention "I want to go in this general direction" / "Set a course to Rigel VII. Maximum warp" and someone else follows your instruction and drives the car for you. The physics is abstracted away. You're not the pilot, you're the captain, and captains don't go to helm.
Up til now we've seen a) being progressively automated, working up towards full automation.
This vehicle instead appears to be designed to be designed downwards from full automation, offering a degraded mode of operation from full automation that looks like a) but is fundamentally different from a).
You can't shunt systems because that would prevent the actual pilot from operating the vehicle. In fact the pilot could very well do things that would be surprising and you would not be able to override it because your role is higher up.
I fully expect this design to lead to the cap'n turning the wheel slightly left but the pilot "refuses" to comply and slaloms around a bunch of pedestrians.
In any case, this vehicle has rims and tires; what's being discussed here only adds lag to the existing system, which appears to be several orders of magnitude higher than the above physical process.
But what's apparently worse here is that there's no link (whether physical or digital): the video shows the driver has moved the steering device all the way to lock yet the wheels are only halfway through and then continue moving towards lock in spite of the steering device being completely still.