Car Electronics 2012

The Year of The EV article tells that We can dub 2011 the year of the EV (electric vehicles) and gives a timeline what happened 2011. The end result is that today there are enough Volts on the road (along with competitors like Nissan’s Leaf, various hybrids, and an electric Ford Focus) that it might be safe to suggest that the electric car is here to stay.

There has been many different car charging connectors in use on electronic vehicles. Electric Car Charging Standards Split article tells that many car manufacturers have agreed on a single EV charging port connector standard that has been in development by the Society of Automotive Engineers (SAE) for several years. European car companies have been divided on standards for both AC and DC charging. The new single connector will support fast DC charging as well as be backward compatible with the J1772 AC charger that is standard on many plug-in electric vehicles today. I think that use of that standard will rise in 2012, and common charging standard will speed up the EV deployment.


Automotive electronics: What’s hot in 2012 article tells that in automotive electronics, 2012 looks to be a year of consolidation as technologies introduced previously become more widespread across model lines. In particular, voice recognition, with different features and interfaces, is seen as a way of distinguishing one brand from another, while electrified power trains in the form of hybrids and pure electric drives will be available in more models. In keep costs down driven auto industry the more mature the technology that goes into a car, the less risk of failure and costly warranty claims.

Cars and smartphones start to communicate using MirrorLink technology to allow new features. MirrorLink™ has been developed with the objective to provide a technology, offering seamless (extremely simple from the consumer perspective) connectivity between a smart phone and the in-vehicle infotainment system. It uses IP technologies in order to be independent of the physical transport mechanism and supports many car connectivity solutions (Bluetooth, WLAN, USB etc.). Whereas MirrorLink™ does allow any legacy application on the mobile device to show-up on the car display, it specifically enables easy development of mobile device based automotive applications.

Ethernet for Vehicles is gaining momentum in in the car. Ethernet for Vehicles Advances article tells that Ethernet technology in the car (a concept that was once unthinkable for the automotive industry) has been gaining momentum lately. Special interest group, known as the OPEN (One-Pair-Ether-Net) SIG, is aimed at driving broad-scale adoption of Ethernet in vehicles, largely to serve the expected boom of camera-based applications in cars. Many vehicles now have backup cameras, and many others are going to add cameras for such applications as lanekeeping, adaptive cruise control, and collision avoidance.

There is going to be an increasing number of Driver Information applications that involve displaying complex images and graphics. Xilinx Paves the Way for a New Generation of Automotive Driver Assistance and Infotainment Systems at CES 2012. World’s first Field Programmable Gate Array (FPGA) based Ethernet Audio/Video Bridging (EAVB) network implementation optimized for carrying high-speed data traffic within the automobile was shown at CES 2012. The IEEE 802.1 EAVB standard is already gaining the attention of a number of leading automotive manufacturers even though the specifications are still being finalized. OMG! Amazing home displays and automotive Ethernet AVB stuff from Xilinx article gives some more details what is expected in near future.


New electronics features are making challenges for developers. Automotive Electronics: Do We Really Need All This Stuff? article tells that everyone in the auto industry knows that the number of electronic control units (ECUs) in vehicles is nearing the point of unmanageability. Low-end vehicles now incorporate between 35 and 40 ECUs, while luxury cars may have 80 or more. “We’re right up against the limit right now. We need to find unique ways to integrate features and functions, and give our customers what they want without overloading our controllers.” The number of automotive features and functions keeps rising.

Would Cellphone Ban Secure Car Safety? article tells that the proliferation of in-car entertainment technologies (internet routers, smartphone links, MP3 connections, capacitive touch screens, etc.) are great for selling cars. Auto executives understand what consumers want: Many people don’t want a car with no extra features. Those new extra features have also sparked a serious debate about driver distraction dangers. “According to NHTSA [the National Highway Traffic Safety Administration], more than 3,000 people lost their lives last year in distraction-related accidents.” “You’re dealing with human nature here. People want what they want. And sometimes they want more than they should have.”


  1. Tomi Engdahl says:

    Vehicles will get a gigabit network next year

    The car is really becoming one of networked devices in the near future.
    Broadcom has now presented his own one hundred megabits Ethnernet for car.
    Next year will see gigabit speeds – already a new standard is in making.

    Broadcom has its own BroadR-Reach chipset, based on its own tailor-made Ethernet technique. The new switching circuits are manufactured in 28-nanometer process.

    Broadcom says the switch is ready to Gigabit Ethernet. IEEE is expected by next summer to accept the final version of the car IEEE1000BASE-T1 standard.

    The different thing then is when the cars seen in the first gigabit ethernet networks. Broadcom, the more effective higher speed the bus means higher power consumption and therefore greater fuel consumption, for example. Premium class cars Gigabit Ethernet should be guaranteed within a year or two, but this will take longer before it becomes more commonly used.


  2. Tomi Engdahl says:

    Soon, all the cars will see the whole environment

    What will be the biggest change in outward appearance cars, over the next few years? Side and the disappearance of the rearview mirrors. For those no longer needed, when the vehicle monitors the entire surrounding landscape with cameras.

    TDA2Eco processor is TI’s latest addition to the automotive ADAS-restraint processors. It provides a 360-degree camera system also for cheaper cars. TDA2Eco processor supports eight camera via a serial, parallel and CSI-2 interfaces. While the former ADAS-circuit used two DSP processor for image processing, a new TDA2Eco circuit gets along with one. DSP TMS320C66x section is capable of producing in addition to traditional 2D image of surrounding also the 3D image.

    ADAS-circuit requires a fair amount of computing capacity for example for combining multi-camera image so that the instrument panel display can be used to present an integrated view of the surroundings


  3. Tomi Engdahl says:

    Mitsubishi Electric Develops Machine-learning Technology That Detects Cognitive Distractions in Drivers

    TOKYO, October 27, 2015 – Mitsubishi Electric Corporation (TOKYO: 6503) announced today it has developed a technology to detect absent-mindedness and other cognitive distractions in drivers when their vehicles are traveling straight, using a type of machine-learning algorithm known as deep learning. The company believes this is a first in the automotive industry.

    Although systems exist to detect drivers who are visually distracted due to drowsiness or inattentiveness, the detection of cognitive distractions has been difficult because symptoms sometimes appear in a driver’s behavior or biological patterns, rather than in their face or eye movements. Mitsubishi Electric’s new technology uses a machine-learning algorithm to analyze time-series data, including information about the vehicle (steering, etc.) and driver (heart rate, facial orientation, etc.), to detect and warn drivers about potentially dangerous indications.

    The technology will be displayed during the 44th Tokyo Motor Show 2015 at the Tokyo Big Sight exhibition complex in Tokyo, Japan from October 29 to November 8.

    Technologies for detecting cognitively and visually distracted driving are expected to be installed in driver sensing units sold commercially from around 2019 or beyond.

  4. Tomi Engdahl says:

    Are Car Dealers a Business Worth Keeping?

    An opinion piece at Vox argues that “car dealers are awful,” and the efforts to protect them against direct sales from Tesla and other manufacturers are misguided. “Buying a car involves going from dealer to dealer, each of whom has his own inventory. One guy only has blue paint. The other guy doesn’t have the blue paint, and also only has dark gray seats. And each has his own fake sticker prices and complicated cash-back offers. It’s no wonder 83 percent consumers say they would rather skip the haggling, and a third of people say doing taxes is less annoying than working with a car dealer.

    But it’s not just the hassle. State bans on direct sales turn out to cost consumers an enormous amount of cash.

    Car dealers are awful. It’s time to kill the dumb laws that keep them in business.

    Cars are the most expensive consumer product that the typical consumer buys. And while it may seem obvious that cars are expensive due to the material and labor required to build them, the logistics of distributing cars is actually a very expensive part of the process. Research by Eric Marti, Garth Saloner, and Michael Spence has concluded that as much as 30 percent of the cost of a car is the cost of distribution.

    Along most aspects of the automobile value chain, manufacturers work hard to find less costly ways of producing automobiles. Initially these savings accrue to manufacturers in the form of higher profits. But as competition leads to the dissemination of new techniques, consumers win by getting cheaper or more advanced cars.

    And yet there is little innovation in the distribution process, largely because distribution needs to be run through a dispersed network of dealerships. What’s visible about this to consumers is the limited choice and anachronistic haggling involved in the dealership model. The more economically savvy will note that for the dealerships to be profitable, consumers must be paying an extra, unnecessary markup.

    in late 2008, there was a staggering $100 billion worth of unsold dealer inventory, with an annual carrying cost of $890 million.

    In other words, it’s a huge pile of waste. At any given time there is a vast quantity of newly built cars sitting around unsold, and the price of the cars that are sold needs to be high enough to cover the costs of building and storing the unsold ones.

    The issue of direct auto sales is frequently in the public eye these days because of Tesla. Tesla does not work with car dealerships. Instead, the company owns its own showrooms and sells cars directly to consumers.

    The only reason Tesla is able to sell directly at all is these laws are frequently written so as to protect existing dealership networks. Since Tesla is brand new, it has no existing dealer networks to circumvent, and it is able to operate legally in many states until new laws are passed to block it.

  5. Tomi Engdahl says:

    Mercedes F1 car to transfer data with WLAN

    Formula 1 Campervans are hundreds of sensors that collect data all the time in practice, everything that happens in the car. Qualcomm now says that this year’s Mercedes-racing car developed a new way in which the information from thermal cameras in car is transferred to the use of the garage.

    This year’s car thermal imagers described information is transferred to the team’s computers via a WLAN connection. QTI a Qualcomm Technologies Inc. developed a data transfer solution that utilized the 5 gigahertz radio frequency.

    The solution is based on the 801.22ac chipset and card to the computer, which is at the core of the smart phone a familiar Snapdragon 805 processor.


  6. Tomi Engdahl says:

    These Are the Three Best Electric Cars on the Road

    Nissan Leaf | Best Compact
    BMW i3 | Best Family
    Tesla Model S P90D | Best Performance

  7. Tomi Engdahl says:

    How Tesla’s Autopilot and Google’s Car Are Entirely Different Animals

    Developers and futurologists have long talked of two paths to autonomous cars: the incremental path (where autonomous features such as adaptive cruise control, autonomous parking etc are slowly added to make the car increasingly autonomous) and the revolutionary path that abandons the human driver altogether — the Google car approach.

    Why Tesla’s Autopilot and Google’s car are entirely different animals

    In the buzz over the Tesla autopilot update, a lot of commentary has appeared comparing this Autopilot with Google’s car effort and other efforts and what I would call a “real” robocar — one that can operate unmanned or with a passenger who is not paying attention to the road. We’ve seen claims that “Tesla has beaten Google to the punch,” but while the Tesla release is a worthwhile step forward, the two should not be confused as all that similar.

    Tesla’s autopilot isn’t even particularly new. Several car makers have had similar products in their labs for several years, and some have released it to the public, at first in a “traffic jam assist” mode, but reportedly in full highway cruise mode outside the USA. The first companies to announce it were Cadillac with the “Super Cruise” and VW’s “Temporary Autopilot” — but they delayed that until much later.

    Remarkably, Honda showed off a car ten years ago doing this sort of basic autopilot (without lane change) and sold only in the UK. They decided to discontinue the project, however. That this was actually promoted as an active product ten years ago will give you some clue as to how different this was from the bigger efforts.

    Cruise products like these require constant human supervision. With regular cruise control, you could take your feet off the pedals, but might have to intervene fairly often either by using the speed adjust buttons or full control.

    The new autopilot systems allow you to take your hands off the wheel but demand full attention.

    Now consider a car that drives without supervision …

    Human drivers have minor accidents about every 2,500 to 6,000 hours, depending on what figures you are using — that would be about once every 10 to 20 years of driving. A fatal accident takes place every 2,000,000 hours of driving — about once every 10,000 years for the typical driver, thankfully a much longer span than a person’s lifetime.

    If a full robocar needs human intervention, logic tells you that it’s going to have an accident because there is nobody there to intervene. Just like with human drivers, most of the errors that would cause an accident are minor: running off the road, fender benders. Not every mistake that could cause a crash or a fatality causes one. Indeed, humans make mistakes that might cause a fatality far more often than every 2,000,000 hours, because we “get away” with many of them.

    Even so, the difference is staggering. A cruise autopilot (such as Tesla’s) is a workable product if you have to correct it a few times an hour, whereas a full robocar product is only workable if you need to correct it only after decades or even lifetimes of driving. This is not a difference of degree, it is a difference of kind. It is why there is probably not an evolutionary path from the cruise/autopilot systems based on existing ADAS technologies to a real robocar. Doing many thousands times better will not be done by incremental improvement. It almost surely requires a radically different approach, and probably very different sensors.

    If you wanted evolutionary approaches to take you to 100,000x better, you would expect to wait a long time.

  8. Tomi Engdahl says:

    The Ethics Of Self-Driving Cars Making Deadly Decisions

    Self-driving cars are starting to pop up everywhere as companies slowly begin to test and improve them for the commercial market. Heck, Google’s self-driving car actually has its very own driver’s license in Nevada! There have been minimal accidents, and most of the time, they say it’s not the autonomous cars’ fault. But when autonomous cars are widespread — there will still be accidents — it’s inevitable. And what will happen when your car has to decide whether to save you, or a crowd of people? Ever think about that before?

    It’s an extremely valid concern, and raises a huge ethical issue. In the rare circumstance that the car has to choose the “best” outcome — what will determine that? Reducing the loss of life?

    If that is standard on all commercial autonomous vehicles, are consumers really going to buy a car that might in the 0.00001% probability be programmed to kill you in order to save pedestrians? Would you even be able to make that choice if you were the one driving?

    Fans of Issac Asimov may find this tough reading: when asked if these decisions should be enshrined in law, most of those surveyed felt that they should not.

    This does create an interesting grey area, though: if these rules are not enforced by law, who do we trust to create the systems that make these decisions? Are you okay with letting Google make these life and death decisions?

  9. Tomi Engdahl says:

    Keith Naughton / Bloomberg Business:
    Inside GM’s fight against Google to win the multibillion-dollar race for driverless cars — Inside GM’s fight to get to the future first.

    Can Detroit Beat Google to the Self-Driving Car?
    Inside GM’s fight to get to the future first.

    “I like to drive cars,” says Mark Reuss, product development chief at General Motors, “so this is a little funny.”

    Not funny-ha-ha, Reuss clarifies, but funny-odd. He’s sitting in the driver’s seat, with his hands on his thighs and his feet on the floor of a big Cadillac that’s driving itself around a banked oval.

    The question is whether GM can get to the future on time. Super Cruise won’t hit the market until 2017. Elon Musk has just begun offering autopilot on his Tesla Model S. Mercedes-Benz, BMW, Audi, and Volvo have similar hands-free driving systems in the works. Then there’s Google, which wants to skip the half-measures and do a full-on moonshot: totally autonomous cars that, regulators willing, won’t even come with a steering wheel or gas pedal. Google’s latest prototypes are already driving themselves around Silicon Valley, where they’re known as Koala cars because of their bulbous shape, and they may be available for purchase right around the time GM’s hands-free Caddy hits showrooms.

    Google, especially, has Reuss’s attention. Last year he declared it “a very serious competitive threat.” At other times, he’s been snappish: “We’re in the car business today, and they’re not,” he said over the summer. But on the GM test oval, as he rides in the Super Cruising Caddy, he’s talking peace, perhaps even alliance. “I’m not sure it’s an us-vs.-them thing,” he says.

    That’s Chris Urmson, the technical director of Google’s car program, during a TED Talk in May. “The prevailing philosophy is that we’re going to take the driver-assistance systems that are in the vehicle today, and we’re going to incrementally make those better and better. And eventually we’ll get to this point where we have self-driving cars.” Urmson’s speech, viewed 1.4 million times at, is classic Silicon Valley disdain for Detroit.

    That kind of talk annoys Reuss, who maintains that GM can disrupt with the best of them.

    Super Cruise doesn’t have one of those spinning coffee-can things on the roof, like the ones you see on Google prototypes. Those are lidar sensors—light radar, a highly precise technology that uses lasers to read objects to the millimeter. Lidar is still expensive—about $50,000 for one unit—though Velodyne, a major supplier, has said it’s taking that price down to $8,000. GM hopes to include lidar in the next-generation Super Cruise. Google is developing its own version in-house. Its adorable Koala cars have lidar rigs affixed to the hood, looking like a button nose.

    But the technological differences are really just the beginning of the disruption Google has planned. In Google’s world, you won’t just quit driving cars, you’ll also quit owning them.

    GM has been talking about self-driving cars since its Futurama display at the 1939 New York World’s Fair. By the 1940s, its promotional films showed families playing cards around a table while their car drove itself. In the 1950s, GM developed a turbine-powered concept car known as the Pontiac Firebird, years before the muscle car of the same name, that could be switched to autopilot after getting the OK from a control tower.

    In 2007, GM teamed up with Carnegie Mellon University to win the Darpa Urban Challenge, run by the U.S. Defense Department’s research arm. GM’s heavily modified Chevy Tahoe successfully navigated a city course on its own to win a $2 million prize. The feat “made this very singular statement that automated driving is no longer science fiction,” says Raj Rajkumar, an engineering professor who co-directs GM’s Autonomous Driving Research Lab at Carnegie Mellon.

    And of course there was that other competitor. “There was a sense in Detroit that people at Google were going to do something foolish,” says Chris Gerdes, director of Stanford’s Center for Automotive Research, who works with automakers on driverless-car research. “But there are a lot of smart folks at Google.”

    There’s nothing alarming about how long it’s taking Super Cruise to come together. The technology is hard, even by Silicon Valley standards. “We’re being especially cautious at this early stage,” Musk said in October as he introduced Tesla’s autopilot. His system can handle lane changing but requires drivers to hold the wheel at all times. None of the Koalas Google has driving on public roads are for sale. There are still many thorny issues—some technical, some ethical. For example, if a collision is unavoidable, should a driverless car be programmed to always aim for the smallest object to protect its occupant? What if that small object is a baby carriage? GM is wrestling with the same issues as it tests its self-driving Cadillac SUVs on public roads in Michigan and near Carnegie Mellon in Pittsburgh.

  10. Tomi Engdahl says:

    Electricity network survives from a large number of electric cars

    Smart grids, it is often thought to how the network adapts, even to very high transient loads. At least, electric cars do not constitute a big threat to the operation of systems, says electric vehicles studied the effect of his doctoral thesis M.Sc. Antti Rautiainen, Tampere University of Technology.

    Rautiainen his doctoral dissertation examined the interaction between electric vehicles and the so-called electricity demand flexibility and the power grid. – Typical be noted not basic charging power levels the number of electric vehicles will not cause major problems such as the present power grids, but particularly in the case of large load or a large power of the local electric car clusters to reinforce the network or download the load control is necessary, says Rautiainen.

    . Finns cars driving an average of about 50 kilometers a day. Most of these kilometers rechargeable hybrid car could be driven using the charged from the mains electricity Rautiainen says.

    Rautiainen’s dissertation “Aspects of Electric Vehicles and Demand Response in Electricity Grids” checked publicly Tampere University of Technology


    Aspects of Electric Vehicles and Demand Response in Electricity Grids

  11. Tomi Engdahl says:

    I survived a head-on crash with driverless cars – and dummies
    Drove to the Transport Research Lab, ended in France

    I’m driving along the French Riviera, and it’s a challenge. It’s a manual car, but for some reason I can’t hear the engine, which after ten years driving an automatic makes it difficult knowing when to switch gears.

    Suddenly the pedals start moving themselves, the steering wheel gyrating wildly as it avoids oncoming pedestrians while making sharp turns onto the picturesque wharf of this typically picturesque town.

    Welcome to the world of autonomous vehicles. And welcome to Wokingham. Because you’ll be relieved to hear that rather than this sometime driver being unleashed onto unsuspecting paysans, I’m actually in a simulator in the bowels of the UK’s Transport Research Laboratory, the home of transport innovations as varied as the bouncing bomb (from its previous incarnation as the Road Research Laboratory) and the mini-roundabout – though which has caused more human misery is open to debate.

  12. Tomi Engdahl says:

    Are You Telling Me You Built A Lexus…Out Of Cardboard?

    So, you want a new Lexus? Well then download yourself a free car, and cut it out on a laser. Add some glue, and bingo, you have yourself a fancy new ride. We’ll, not really.

    Sure, this promo video is just a publicity stunt from Toyota (News flash: Your fancy Lexus is actually a Toyota) but we have to hand it to them, it worked. It’s basically 1700 individually shaped, laser cut cardboard cross-sections that are painstakingly stacked and glued together. What we like about this is the technique – that is making a 3D object from 2D.

    Using 2D parts to create 3D shapes is nothing new. Most people’s first experience with this technique is with building model airplanes.

    And with 3D software now in the hands of the masses, it’s never been a better time to try your hand at building in 3D.

    Lexus – Making the Origami Inspired Car

  13. Tomi Engdahl says:

    2 Collisions Avoided Thanks to Tesla Autopilot
    An Uber driver in Seattle recorded the moment his Tesla Model S, while in Autopilot mode, slowed down to avoid a head-on collision.

    We’ve showed you videos of Tesla Autopilot fails, so it’s only fair to show when technology goes above and beyond the call of duty.

  14. Tomi Engdahl says:

    Yuri Kageyama / Associated Press:
    Toyota to set up new artificial intelligence research and development company in Silicon Valley; will invest $1B over 5 years

    Toyota invests $1 billion in artificial intelligence in US

    Toyota is investing $1 billion in a research company it’s setting up in Silicon Valley to develop artificial intelligence and robotics, underlining the Japanese automaker’s determination to lead in futuristic cars that drive themselves and apply the technology to other areas of daily life.

    Toyota Motor Corp. President Akio Toyoda said Friday the company will start operating from January 2016, with 200 employees at a Silicon Valley facility near Stanford University. A second facility will be established near Massachusetts Institute of Technology in Cambridge.

    The investment, which will be spread over five years, comes on top of $50 million Toyota announced earlier for artificial intelligence research at Stanford and MIT.

    Toyota said its interest extended beyond autonomous driving, which is starting to be offered by some automakers and being promised by almost all of them. The technology was pointing to a new industry for everyday use, delivering a safer lifestyle overall, it said.

    Toyota has already shown an R2-D2-like robot designed to help the elderly, the sick and people in wheelchairs by picking up and carrying objects. The automaker has also shown human-shaped entertainment robots that can converse and play musical instruments.

  15. Tomi Engdahl says:

    Autonomous cars aren’t nearly as clever as you think, says Toyota exec

    Head of Toyota’s new billion-dollar R&D center delivers a reality check

    The head of Toyota’s billion-dollar U.S. artificial intelligence research center delivered a reality check on Friday for anyone over-enamored by autonomous car technology: the cars aren’t as clever as you think.

    “I want to help the press and the public understand that when they see a car that does not have a human being behind the wheel and it seems to be driving, that the car is not as intelligent as a human being behind the wheel, even though it seems it might be,” said Gill Pratt, executive technical adviser at Toyota.

    The cars rely on all that data to drive, so they quickly hit problems in areas that haven’t been mapped in advance.

    A truly intelligent self-driving car needs artificial intelligence that can figure out where it is even if it has no map or GPS, and manage to navigate highways and follow routes even if there are diversions or changing in lane markings, he said.

  16. Tomi Engdahl says:

    Measuring Tire Pressure By Cutting A Hole In An Inner Tube

    RFID tags are really very primitive pieces of technology. Yes, they harvest energy from an RFID reader and are able to communicate a few bits of data, but for a long time these tags have been unable to provide useful data beyond a simple ID number. [CaptMcAllister] found a new RFID sensor platform from TI and managed to make a wireless pressure sensor that fits in the inner tube of his bike.

    The sensor [Capt] is using comes from TI’s RF430 series that include a few neat sensors that don’t require batteries, but are still able to communicate sensor data to a cell phone or other RFID reader.

  17. Tomi Engdahl says:

    Electric-Car Startup Faraday Future Building a $1 Billion Factory In California

    Faraday Future, an electric car startup based in California, wants to take on Tesla. They’re building a $1 billion factory in California. Business Insider reports: “The startup of about 400 employees has poached executive talent from Tesla and also draws its name from a luminary scientist — Michael Faraday — who helped harness for humanity the forces of nature.”

    A mysterious electric-car startup is building a $1 billion factory in California

    LOS ANGELES (AP) — The luxury electric car market may be small, but it’s lucrative enough to get another jolt — this time from a mysterious startup that says it wants to re-imagine how people interact with their autos.

    The startup’s name is Faraday Future, and it has been hunting for a place to build what it says will be a $1 billion manufacturing plant for a new line of cars. Four states are contenders and the company says to expect an announcement within weeks.

    Headquartered in a low-profile office just south of Los Angeles, Faraday is holding a lot of details close. Though it won’t confirm the source of its funds, documents filed in California point to a parent company run by a Chinese billionaire who styles himself after Apple’s late Steve Jobs.

    Based on the few other public clues, Faraday is following the path blazed by Tesla Motors, its would-be rival hundreds of miles away in Silicon Valley.

    Like Tesla, Faraday’s car will be all-electric, and debut at the high end.

  18. Tomi Engdahl says:

    Again, a new protocol for cars

    Rohm said to have developed the world’s first transmitter that supports the new slow and cheap car communications protocol. It is CXPI protocol

    The multiplexer is a transceiver that connects a plurality of input signal one by one forward. In the past, many manufacturers have used this LIN protocol

    Japanese JSAE association (Society of Automotive Engineers of Japan) PXCI protocol developed to enable very light cable solutions to multiplexing can be introduced between the ECU systems. Rohm BD41000FJ-C sender is the first of its kind.


  19. Tomi Engdahl says:

    Oulu-based VPN solutions developer Tosibox will combine Autokuljetus Oulu Oy’s control room and the truck safety camera data in a unique private computer network system. Trafi has granted the 32-meter vehicle combination a special permit, which is conditional on giant truck traffic to follow continuously recordable cameras.


  20. Tomi Engdahl says:

    3D Printed Peristalic Pump Has Impressive Capabilities

    started designing a 3D printed peristaltic pump. It’s what you would expect: a mechanism that massages a loop of plastic tubing to push the contents further down the path.

    After he got back to the States he refined his design a bit more and started 3D printing. As it turns out — it works pretty damn well.

    He’s entered this project into the Boca Bearings 2015 Innovation Competition,

    3D Printed Peristaltic Pump

  21. Tomi Engdahl says:

    Brandon Hill / News:
    NVIDIA announces Jetson TX1 module for autonomous drones, robots, and vehicles, with developer kit available November 12 for $599 — NVIDIA Jetson TX1 Brings Supercomputer Performance To Autonomous Drones, Vehicles — NVIDIA may be a graphics powerhouse when it comes to add-in boards …

    NVIDIA Jetson TX1 Brings Supercomputer Performance To Autonomous Drones, Vehicles

    NVIDIA may be a graphics powerhouse when it comes to add-in boards for desktops and integrated graphics for notebooks, but the company isn’t putting all of its eggs into one basket. It also tiptoes into supercomputing efforts, automotive technology (the company’s Tegra X1 powers the 2016 Audi TT’s “virtual

    NVIDIA is expanding its reach into new markets with Jetson TX1, a new platform that has a footprint smaller than a credit card and is destined for autonomous devices. Aerial drone leader DJI was already moving down this past using NVIDIA hardware — a Tegra K1 SoC to be exact — with Manifold PC which pairs with its Matrice 100 drone.

    NVIDIA’s own homegrown Jetson TX1 makes use 64-bit ARM A57 cores and a 256-core Maxwell-based GPU capable of 1 TFLOP/s. You’ll also find 4GB of LPDDR4 RAM on board along with 16GB of eMMC storage. Rounding out the specs is an 802.11ac Wi-Fi (2×2) a single GbE connection and support for Bluetooth. The actual Jetson TX1 developer kit will include the Jetson TX1, a developer board and a 5MP camera.


  22. Tomi Engdahl says:

    Automakers Are Sacrificing the Spare Tire for Fuel Economy

    If you’re driving a car made in the last five years and you plan on road tripping home for Thanksgiving this year, make sure you check the trunk before leaving the driveway. There’s no guarantee you’ll find a spare tire should catastrophe strike on the highway.

    According to a report released by AAA this morning, more and more vehicles sold in the US are leaving the lot without a spare on board. The synecdoche for roadside assistance has been tracking the spare’s vanishing act for a while now, and reports that run-flat tires or inflator kits have replaced the “Oh no…” feature on 29 million vehicles over the last 10 years. The trend points north: 36 percent of model year 2015 cars were sold without the backup rubber, up from five percent in 2006.

    Why is this eminently practical item getting tossed? It’s the fuel economy, stupid. As carmakers struggle to achieve maximum miles per gallon, they’re shaving off anything resembling dead weight to make vehicles lighter. A 50-pound backup system many customers never use is a tempting target, and comes with the added benefit of having more space to dedicated for passenger space or storage.

    Automakers make up for the lack of a conventional spare with one of two options. They throw a tire inflator kit in the trunk, so customers can seal punctures and re-inflate their rubber. Or they equip their cars with run-flat tires, designed to stay inflated over limited distances after being punctured.

  23. Tomi Engdahl says:

    Uber South Africa Launches $500 a Month Car Lease Which Includes Replacing Tires

    Taxi hailing platform Uber has experimented with vehicle financing schemes around the world this year: it launched a pilot program for car loans in three US towns in the summer and had a two year relationship with Santander too. It’s South African arm has gone one step further, however, with an official vehicle leasing — rather than purchase — scheme backed by local lender Wesbank.

    Want to buy an Uber? Wesbank launches special leases for taxi drivers

    Often controversial taxi service, Uber has partnered with Rand Merchant’s Wesbank to give drivers a helping hand by assisting them in obtaining a vehicle lease.

    The Uber Vehicle Solutions Program, as it has been dubbed, is valued at R200 million and should go a long way in helping Uber drivers secure a full vehicle maintenance lease especially if they did not previously have access to traditional finance.

    Many Uber drivers don’t usually earn enough to qualify for credit and if they do the repayment terms are as they would be for the everyday person on the street.

    “If you take an average Toyota Corolla, let’s call it R250 000 for a vehicle, over five years you effectively are writing that car off to zero. These guys are driving eight, nine, ten thousand kilometres a month” Derek explained to Moneyweb, “last month five of my guys drove 11 000km for earnings of only R23 000. So your investment does get written off effectively down to zero. So on a cash basis you are net-net almost at zero.”

    This is the problem that the partnership with Wesbank may likely solve as drivers would lease a vehicle from Uber and Wesbank.

    A driver using the full maintenance lease travelling approximately 5 000km each month would pay as much as R1 710 per week or R6 840 per month inclusive of insurance and tyre wear according to Uber.

    Unlike traditional finance the qualification criteria will be based on a driver having a driver rating of 4.70 and completing 1 000 trips over 3 months rather than a traditional credit rating though a credit check through the ITC will be run prior to approval.

  24. Tomi Engdahl says:

    MOST® Linux Driver for Network Inteface Controllers

    Microchip Technology Inc. announced that the MOST® Linux Driver supporting Microchip’s MOST network interface controllers has been incorporated into the staging section of the Linux Mainline Kernel 4.3 operating system. The increasing demand for reliable and simple solutions to support audio, video and data communications in cars is driving the trend toward using Linux and open-source software in combination with MOST technology, the de-facto standard for high-bandwidth automotive multimedia networking.

    “We appreciate the Linux Foundation’s support in making the MOST Linux Driver part of the Linux Mainline Kernel 4.3,” said Dan Termer, vice president of Microchip’s Automotive Information Systems Division. “Incorporating this driver will make it easy for designers who are innovating the cars of the future to combine MOST technology with Linux, thereby significantly shortening time-to-market and reducing development costs.”

    MOST technology is a time-division-multiplexing (TDM) network that transports different data types on separate channels at low latency and high quality-of-service. The Linux Driver allows for the transport of audio data over the MOST network’s synchronous channel, which can be seamlessly delivered by the Advanced Linux Sound Architecture (ALSA) subsystem, providing system designers the ability to easily transmit audio over MOST technology using a standard soundcard. Additionally, this driver enables the transport of video data with guaranteed bandwidth, by using the MOST network’s isochronous channel and the Video for Linux 2 (V4L2) interface. This feature results in the ability to seamlessly connect standard multimedia frameworks and players over the Linux Driver to a MOST network.

    MOST® Linux Driver for Microchip’s MOST Network Interface
    Controllers Added to Open Source Linux Mainline Kernel 4.3

    Allows Designers to Quickly and Easily Tap Into the Growing Adoption of Linux-Based
    Devices, Using the MOST Specification for High-Bandwidth Automotive Infotainment Applications

  25. Tomi Engdahl says:

    This Is How Autonomous Cars See The City

    In a way, the pace of the self-driving car revolution will really be determined by a single technology: How quickly 3D laser scanners will improve until they’re as good as the old-fashioned 3D scanners in our human eyes.

    Lots of companies are working specifically on improving that scanning tech, also known as lidar.

    But it’s not only about outfitting cars with better lidar, as Geoff Manaugh writes, it’s also about teaching cars the cultural context of what they’re seeing.

    He includes this hypothetical scenario by Illah Nourbakhsh, robotics professor at Carnegie Mellon University:

    Imagine someone wearing a T-­shirt with a stop sign printed on it, he told me

  26. Tomi Engdahl says:

    Mountain View: Google self-driving car pulled over ‘for driving too slowly’

    When one of Google’s self-driving vehicles is pulled over, who gets the ticket? The passenger or the car?

    The question was asked across the Internet on Thursday, after a police officer stopped one of the gumball-machine-shaped vehicles on El Camino Real.

    In a blog post, the Mountain View Police Department said the officer noticed traffic backing up behind a slow-moving car in the eastbound No. 3 lane, near Rengstorff Avenue.

    The vehicle was traveling at 24 mph in a 35 mph zone.

    “As the officer approached the slow-moving car he realized it was a Google Autonomous Vehicle,” the post said.

    “The officer stopped the car,” the post continued, “and made contact with the operators to learn more about how the car was choosing speeds along certain roadways and to educate the operators about impeding traffic.”

    “We’ve capped the speed of our prototype vehicles at 25 mph for safety reasons,” the post explained.

    As it turns out, the cars are considered “neighborhood electric vehicles” under the California Vehicle Code, and can be operated on roadways with speed limits at or under 35 mph, according to the police department’s blog post.

    “In this case,” the post continued, “it was lawful for the car to be traveling on the street, as El Camino Real is rated at 35 mph.”

  27. Tomi Engdahl says:

    Is Detroit Dead Meat?
    Are Google and Apple killing traditional automakers?

    Calling Detroit’s auto industry ‘dead meat’ presumes that car OEMs lack the skills to develop software-centric cars. I don’t disagree. But any conclusion that requires an almost blind faith in Google and Apple makes me leery.

    As the automotive industry enters the uncharted territory of autonomous cars, a popular notion among the technology’s Silicon Valley cheerleader is that it’s game-over for incumbent carmakers.

    At a recent conference, Adeel Lari, professor at the Univ. of Minnesota, told me, “Automakers are dead meat.”

    This presumption—hardly exclusive to Prof. Lari—derives from the observation that car OEMs lack the skills, tools and processes to develop software-centric cars. Software is already critical for safety and security in connected cars. The software battle can only intensify in the autonomous cars of the future.

    I wouldn’t disagree.

    But it’s a conclusion that requires an almost blind faith in today’s Google and Apple—that they can do no wrong in their autonomous car development. This makes the contrarian in me a little leery.

    My sense is that academics tend to romanticize technology innovations, because it’s their job to predict and paint the big picture of future changes. For more commercial reasons, Silicon Valley main-chancers are equally infatuated with the idea of “game-changing” technologies and business models.

    Reality check
    So, I talked to a few automotive industry analysts for reality check and asked their views on three questions:

    Is Detroit really “dead meat”?
    What can incumbent car OEMs actually do to take control over the future of self-driving cars?
    What could possibly trip up Google Car?

    Roger Lanctot, associate director, global automotive practice at Strategy Analytics, acknowledged that Tesla has “taken a great leap forward,” and he expects “similar rocket-sled progress from Uber.” In his view, “It’s amazing what you can do with a big pile of cash.”

    But here’s the reality. “We are on track for a record vehicle sales year,” Lanctot reminded. “Uber, Tesla, Apple and Google are not making SUVs and crossovers and pickup trucks—they aren’t making sports cars or family cars.” He added, “OK, Tesla is, but REAL expensive.”

    Some automakers might be moribund, but a majority are seeing the light and adopting changes, he added.

  28. Tomi Engdahl says:

    Automotive Market Supports Ailing Semiconductor Industry

    In its upcoming IC Market Drivers Report, market research company IC Insights breaks down chip demand by market segments. According to the report, the automotive industry’s demand shows the strongest growth of all industry branches while traditional demand boosters like computer and consumer markets only show anaemic growth. With its disproportionally high growth, Asia / Pacific will surpass Europe as the largest automotive chip market.

    During the timeframe from 2014 through 2019, chip demand from the automotive industry is growing at an average pace of 6.7% per year predicts IC Insights. Thus, semiconductor demand from carmakers across the world will be greater than two points more than the CAGR of the overall chip industry which is estimated to be about 4.3 %.

  29. Tomi Engdahl says:

    Not your father’s electric vehicle – The technology that powers Formula E—The-technology-that-powers-Formula-E?_mc=NL_EDN_EDT_EDN_today_20151109&cid=NL_EDN_EDT_EDN_today_20151109&elq=8f262274cea14fcb905f80c54dd0c35b&elqCampaignId=25616&elqaid=29155&elqat=1&elqTrackId=cbd59de8bc6e40dd8432aca027c2c685

    Electric vehicles are widely forecast to be the future of transportation – and now they have their own racing series. Formula E is a groundbreaking FIA single-seater championship and the world’s first fully-electric racing series. Its inaugural season began in Beijing in September 2014 and ended in London in June 2015, with the series competing in 10 of the world’s leading cities. 10 teams took part, each with two drivers, racing on temporary city-centre circuits.

    In the first season of Formula E, all 10 teams used identical single-seater cars – designed and built by Spark Racing Technology (Spark-Renault SRT_01E) together with equipment from McLaren, Williams, Dallara, Renault and Michelin. The vehicles can accelerate to 100 km/h (62 mph) in 3 secs, and achieve a maximum speed of 225 m/h (140 mph).

    The racing environment is brutal, so Formula E had rigorous requirements for the SRT_01E powertrain when the idea was conceptualized

    Battery pack (1) – produced by Williams Advanced Engineering and drawing on their experience with the Formula 1 kinetic energy recovery system (KERS), the battery weighs in at 320kg and consists of more than 150 off-the-shelf Li-ion polymer cells within a carbon-fiber composite housing.
    The batteries can output 200kW maximum power and are capable of delivering their average power for 20 – 25 minutes during a race, after drivers will change into a new car.

    Cooling System Radiator (2) and coolant hoses (6) – the power electronics generate considerable heat, and thermal management is one of the biggest design challenges. The Formula E vehicles use liquid cooling and two radiators

    Electric Motor (3), Inverter (4) and Drive Cables (5)- The synchronous electric motor, or eMotor, along with its separate inverter, were originally created for the McLaren P1 hybrid supercar. It’s very small – only 26kg (57 lbs) – but produces 200kW (268 hp) for practice and qualifying. On race day, it’s limited to 133kW (178 hp), with a limited number of “push-to-pass” boosts that add an extra 67kW (90 hp).

    Formula E aims to represent a vision for the future of the motor industry, serving as a framework for R&D around the electric vehicle, accelerating general interest in these cars and promoting clean energy and sustainability.

  30. Tomi Engdahl says:

    EV Motor Not Powerful Enough? Make Your Own.

    Many of us have tried our hand at the ol’ electric car conversion hack. Yank the engine, throw in an industrial DC or AC motor, and bob’s your uncle. Simple stuff. But if you can’t find just the right motor for your application… why not design and build your own brushless DC motor?

    This mind-blowing build is by an electrical engineer who decided to design a 45kW motor (that’s 60HP). That’s not a typo. Design and build a 45kW motor!

    45KW Bushless motor design

  31. Tomi Engdahl says:

    Automotive Future: Success with Services, Not Cars

    Decision makers in the automotive industry should be alert: The digitization will radically change development processes and business models, a study from consulting company Kugler Maag states. The main challenge: product oriented business models will be displaced by service oriented models, thinking in terms of product will give way to thinking in services – following the example of the IT. Even the classic vehicle architecture is challenged.

    Digital competency will decide over the success of the enterprise, this is a first common denominator among 42 top executives polled by Kugler Maag. The study, created in the context of the European research project Scalare in cooperation with BMW Car IT, Bosch, Fraunhofer SIT and the University of St. Gallen (Switzerland) examined how digital competency at enterprise level can be shaped and how the enterprises can achieve the required degree of digital literacy.

    Digitization will increasingly challenge the business model of the automotive industry that has been established and refined over decades.

  32. Tomi Engdahl says:

    The car radars get a global frequency

    ADAS-term refers to cars on the automatic driver aids, aiming to prevent traffic accidents. A key part of ADAS systems have been observing the environment with radar. Now, these radars have its own frequency to anywhere in the world.

    Now at the WRC radio meeting it has been decided to show 79-gigahertz frequency range automotive radar systems. When the same frequency band is used everywhere, it harmonizes radar systems design and development.


  33. Tomi Engdahl says:

    Turning a Car into a Playstation Controller

    For a rather obscure brand advertisement, Nissan decided to turn one of their cars into a giant Playstation 4 controller to play a game of football (soccer).

    The first question to pop into our heads was why? And that’s because Nissan is a major sponsor of UEFA Champions League. From there, it became why not? We love the companies that get their hands dirty on a hacking level, and actually do something instead of just funneling money into your standard billboard advertising — it’s just more fun this way.

    The way it works is pretty cool. Using the OBD port on the car, they’re able to extract all the signals they need from the car’s controls to send to a mini-PC. From there the control data is sent to a microcontroller which interfaces with a real Playstation 4 controller.

  34. Tomi Engdahl says:

    Tesla recalls every single Model S car in seatbelt safety probe
    90,000 motors hauled in for checks

    If you are fortunate (and rich) enough to own a Tesla Model S, then you’ll have to take it in for a checkup, as the automaker has recalled all 90,000 cars because of a problem with the seatbelts.

    The recall comes after a single complaint from a European Tesla owner, who turned to speak to a back-seat passenger and found their seat belt broke. The issue hasn’t been replicable in 3,000 cars tested so far, although Tesla has decided to recall all vehicles for checks. It says the cost of doing so is “immaterial.”

    “Our investigation was unable to reveal any root cause,” a Tesla spokesman told Reuters. “We are going to look at every single car. We expect the vast majority of seatbelts to be fine.”

    The recall is voluntary

  35. Tomi Engdahl says:

    Rugged 16mm LED indicators feature customizable “Secret-Until-Lit” option–Secret-Until-Lit–option?_mc=NL_EDN_EDT_EDN_productsandtools_20151123&cid=NL_EDN_EDT_EDN_productsandtools_20151123&elq=0cf3ab58ae6b4953a41d2dc7888f9f37&elqCampaignId=25869&elqaid=29467&elqat=1&elqTrackId=c892bf23569f477abf786453185b59f1

    While APEM’s Q16 family of LED indicators are primarily intended for military and industrial applications, its new “Secret-Until-Lit” option makes a stunning visual statement wherever they’re deployed. In fact, I’m tempted to add a few of these to the dashboard of my trusty Honda Element.

    The 16mm indicators feature a black polycarbonate insert that gives you the ability to hide a specific custom legend until the indicator illumination is turned “ON.” The polycarbonate insert is reverse-side silk screen printed, allowing for any custom symbol you require.

  36. Tomi Engdahl says:

    Tsinghua, Infineon Kicking Renesas’ Tires

    Renesas Electronics, once Japan’s most troubled chip giant, has become an investment target attractive to a number of suitors outside Japan, including China’s Tsinghua Unigroup and Infineon Technologies in Germany.

    Tsinghua’s ambitions in the memory chip business are well known. It is reportedly targeting an investment in Renesas as a vehicle for China to gain a foothold in the logic business — especially in the automotive and MCU segments.

    Infineon is said to regard Renesas as an ideal fit, based on the Japanese chip vendor’s strength in infotainment, head unit and digital cockpit technologies and other areas of automotive electronics where Infineon lags. It’s also important that Renesas has a strong position both among Japanese and European automakers. Renesas, for instance, is the only Japanese chip vendor among Audi’s strategic R&D partners. Other members belong to the Audi’s group are STMicroelectronics and Infineon.

  37. Tomi Engdahl says:

    Clever ICs Improve on Diode’s Simplicity

    Simple is good, as diodes have proven many times, but an IC-based enhancement can sometimes produce far superior performance.

    Engineers know that one basic guideline for a good design is to “keep it simple” – but do so only to the extent possible. That’s why the semiconductor diode is such as powerful component: it’s a two-terminal device which serves in countless roles from blocking reverse DC, to AC-line or signal rectification, to capturing and holding a peak value (with an associated capacitor). Diodes come in thousands of sizes and current/voltage ratings to meet these diverse needs.

    Determining when and how to shift from a simple device to one which is less simple, at least at first glance, is part of the designer’s challenge and dilemma. While diodes are extremely useful, they have several imperfections including their reverse leakage current and well-defined temperature coefficient. One major problem is forward voltage drop, between 0.3 and 0.8 V depending on diode type.

    Circuit designers have struggled with and adapted to the voltage-drop weakness, but IC vendors have devised ways around it.

    A new product from Texas Instruments illustrates the problem in a niche of a mass-market application and outlines how a clever IC can be part of a solution. It is standard practice to protect automotive electronic subsystems – including ADAS (advanced driver assistance systems), powertrain, infotainment – against reverse voltages from load dumps and other events. The obvious way to do is to connect a Schottky diode (0.4 V drop) or PFET device in series with the supply rail depicted below.

    However, the load current can easily reach 10 A or more in these subsystem for overall dissipation approaching 4 W

    That’s where the TI LM74610-Q1 Smart Diode Controller can help. This two-terminal device (like a diode, it has an anode and cathode) with an integrated charge pump provides gate drive to an associated NFET device. During normal operation, the transistor is on and there is very low dissipation, along with zero quiescent current (as there is no path to ground). As a added adage, NFETs are preferred over PFETs because they have lower on resistance (RDS(ON) and lower cost.

    The LM74610-Q1 tolerates reverse voltage up to 45 V maximum and is fast

  38. Tomi Engdahl says:

    Tesla received the new features in firmware update

    Tesla sent their cars software version 7 during one night. The new version is linked with one car cameras, radar and ultrasonic sensors. The result is the Tesla, which is able to transport a number of automatic functions.

    The new vBulletin Tesla able to park in the parking box, but also run directly and automatically change lane on freeway. Founder Elon Musk reminded the press conference that new systems should be tested carefully and at the same time keep in mind that the driver is always responsible for his car in traffic.

    - We tried to make autopilot is a very good driver, not too conservative nor too aggressive. In the long run, the autopilot will clearly people a better driver, Musk says.

    New Software is for newer Tesla S-models owners. Since September last year produced the S-models have all the sensors for the autopilot, so the activation with software update is possible. These cars Tesla has sold 60 000.


  39. Tomi Engdahl says:

    Oscilloscopes detect ECU disturbances from EMI

    When you perform EMC tests, you often think of emissions measurements made with a spectrum analyzer. But, there are EMC applications for oscilloscopes. A relatively underutilized use for oscilloscopes in EMC testing is for real-time functional performance evaluation, including deviation detection, of a device under test (DUT) during exposure to a disturbance. An oscilloscope can help you document how EMC affects your product’s operation. We often use oscilloscopes but need to electrically isolate them from the EUT that’s inside a chamber.

    The term “deviation” refers to an EUT’s response to a disturbance where one or more functions exceed allowable tolerances. These functions and tolerances are defined in an EMC test plan document, uniquely developed for the specific device, and approved by all concerned parties before testing commences.

    Standard practice in the automotive industry has been to perform component-level tests to determine a device’s immunity to disturbances such as ESD (electrostatic discharge), transients on power and I/O lines, conducted RF, and radiated magnetic and electric fields. These tests are conducted prior to full vehicle immunity testing. Acceptance criteria for immunity, such as RF field strength levels the DUT must endure, are defined in an OEM’s engineering specifications while the procedures are typically performed to international standards.

    The test setup that’s common to most component-level immunity tests consists of a wire harness and a load simulator, which contains actual and/or electrically equivalent loads that represent the DUT’s interface with the vehicle. The DUT is exercised in one or more modes of operation, defined in the test plan, and exposed to a disturbance. During exposure to the disturbance, the DUT functions are monitored for a response exceeding an allowable tolerance. Typical to RF immunity tests, detection of a deviation requires determination of the device’s immunity threshold, a process where the magnitude of the disturbance is reduced significantly and increased in fine increments until the deviation recurs.

    If the DUT has a CAN communication bus, then some information concerning its functional state can be sent over the bus. Unfortunately, other monitored functions details can’t transfer over the bus. Examples include the analog signals of a sensor or a PWM (pulse-width modulation) output to drive an actuator. We must measure these functions with an appropriate instrument.

  40. Tomi Engdahl says:

    Petition the Automotive Industry and Security Research Community to collaborate.

    Five Star Automotive Cyber Safety Program (PDF Version)

  41. Tomi Engdahl says:

    Toshiba is betting big on Ethernet AVB (Audio Video Bridging) coming to cars. Developed by AVnu Alliance, AVB is an evolution of standard Ethernet. The industry group added support for real-time audio video and control applications.

    Toshiba has teamed up with Freescale Semiconductor to demonstrate the company’s Ethernet AVB SDK. Called NetNucleus AVB, Toshiba’s SDK is optimized for Freescale’s hardware such as i.MX6 microprocessors and Kinetis MCUs.

    The key to Ethernet AVB is its ability to distribute high-resolution, high capacity content within a network with little to no latency.

    For example, deterministic networking enabled by the Ethernet AVB is ideal for streaming uncompressed video in a predictable fashion inside a car, since it can offer bounded latency and precise timing/synchronization.

    During its Ethernet AVB demonstration, Toshiba said that the latency between a “talker” and “listeners” inside a vehicle network is guaranteed at 2ms.

    Toshiba and Freescale are scheduled to go through AVnu Alliance’s certification process, with Toshiba planning to launch the SDK in April, 2016.


  42. Tomi Engdahl says:

    Demand for CAN bus security may expand beyond cars

    Trillium’s claim — CAN bus can be encrypted — hasn’t gone unnoticed among attendees of Embedded Technology 2015 show.

    The startup demonstrated SecureCAN, which it describes as a “a CAN bus encryption and key management system for protecting payloads less than 8 bytes.”

    Attendees’ responses to SecureCAN have been overwhelming, explained David Uze, Trillium CEO, in an interview with EE Times. Although, Trillium has set the initial focus on catering to the automotive sector, Uze said he was surprised to find out, at the Embedded Technology show, how broadly the CAN bus has been actually used by non-automotive Japanese companies. They have been using CAN bus to connect their printers, cameras and other devices. Now, they are beginning to worry that the unprotected CAN bus will become vulnerable to hacking, Uze said.


  43. Tomi Engdahl says:

    Volvo’s fresh application allows shoppers ordering directly from a car parked in Ny Teknik says. – The supplier has the code to unlock the car can be opened once. When the door closes again, the code does not work anymore, Volvo Cars Sales and Marketing Manager Björn Annwall says.

    It goes without saying that the service requires to function well as a car that connect the supplier system to the application. Basic engineering for the service, such as remote lock opening, is already in place.

    Particularly convenient is that the car owner does not need to know in advance exactly where the car is parked in the delivery of supplies at the time. Suppliers will be able to look for the positioning fairly isoltakin limited area, such as the Gothenburg region, where the service is the first to be tried.


  44. Tomi Engdahl says:

    Why Car Salesmen Don’t Want To Sell Electric Cars

    Matt Richtel writes in the NYT that one big reason there are only about 330,000 electric vehicles on the road is that car dealers show little enthusiasm for putting consumers into electric cars. Industry insiders say that electric vehicles do not offer dealers the same profits as gas-powered cars, they take more time to sell because of the explaining required, and electric vehicles may require less maintenance, undermining the biggest source of dealer profits — their service departments. Some electric car buyers have said they felt as if they were the ones doing the selling.

    Jared Allen says that service is crucial to dealer profits and that dealers didn’t want to push consumers into electric cars that might make them less inclined to return for service.

    A Car Dealers Won’t Sell: It’s Electric

  45. Tomi Engdahl says:

    Tesla’s NOx Problem: Model X Delay Explained?

    It may not have come as a surprise that the NOx emissions violations discovered in some of Volkswagen’s diesel engines have led to similar findings in cars from several other manufacturers. However, Daily Kanban’s Edward Niedermeyer has discovered that a seemingly unlikely car maker has also received a Notice of Violation for NOx emissions: a thermal oxidizer used in Tesla’s Fremont, CA plant produces far more of the reactive gases than the permit allows.

    Tesla’s NOx Problem: Model X Delay Explained?
    November 25, 2015 By Edward Niedermeyer

    As the maker of tailpipe-free electric vehicles, Tesla is perhaps the last auto manufacturer you’d expect to struggle with an NOx emissions problem. Yet like any other auto manufacturer, Tesla operates factories which produce a variety of emissions including the NOx carcinogens at the center of the recent Volkswagen scandal. In fact, Daily Kanban has discovered that Tesla has self-reported an NOx noncompliance at its Fremont, CA factory that may be contributing to delays in the production of the firm’s new Model X SUV.

    Known as the Truck ED-Oven Thermal Oxidizer, A1002 uses up to 10 million BTU per hour of natural gas power to incinerate Volatile Organic Compound (VOC) pollutants produced by the plant’s paint shop oven and cooling tunnel at 1400 degrees Fahrenheit.

  46. Tomi Engdahl says:

    Bing Blog:
    Bing Maps update adds road conditions from more than 35K cameras in 11 countries

    Traffic Cameras in Bing Maps

    Seeing is believing. Here at Bing Maps we know the value of traffic information, however, there is something to be said about being able to see the current road conditions. We are proud to announce that you can now view more than 35,000 traffic cameras across 11 countries in Bing Maps.

  47. Tomi Engdahl says:

    Audi Will Unleash Self-Parking Cars in a Bid to Fix Urban Gridlock

    Today, more than half the people on earth live in urban areas. By 2050 that number is projected to reach 66 percent. That’s 2.5 billion or so people squeezing into the world’s cities. Now imagine even 10 percent of those people have a car. That’s another 250,000,000 vehicles.

    The world has time to rethink city planning before gridlock becomes truly disastrous. Fortunately, automakers are coming around, and some even consider solving this problem a priority. Audi believes self-parking cars are part of the answer.

    Under its Urban Future Initiative, the German automaker is working with the Boston suburb of Somerville to develop new ways of moving people around and reconsidering how cities are designed. “The car shaped the city in the 20th century, and in the 21st century the city will shape the car,” says Christian Gärtner, who is part of the project and a board member at the architecture and design firm Stylepark AG.

    In Somerville, Audi will help develop a connected network of traffic lights in the busy Union Square area to reduce congestion. More tantalizing is the rest of the plan: introducing cars that park themselves. Audi is working with a real estate developer to incorporate autonomous car tech in a program meant to drastically reduce the space lost to parking and the congestion caused by people trolling for a spot. In a 2011 study published in Access magazine, UCLA urban planning professor Donald Shoup found 30 percent of the traffic in a downtown area is simply people looking for parking.

    Cars that park themselves help a lot. If your car can leave you at your destination and return for you later, it doesn’t matter where it parks. If it knows there’s a garage with available spots 10 blocks away, it can go straight there, minimizing the time it spends taking up space on the road.

    That’s why, come 2018, Audi will deploy a small fleet of cars to see how its piloted parking technology interacts with a garage designed specifically for autonomous cars.

    With no one getting in and out of the cars, the space needed for each vehicle is reduced by 21 square feet.

  48. Tomi Engdahl says:

    PXI bundle eases automotive electronics testing

    Comprising both hardware and test-executive software, the TS-8989 reference package from Keysight Technologies allows engineers to test automotive body and safety electronics. The bundle combines an 8-slot PXI chassis and an 11-slot switch and load unit with an integrated 8-channel digital I/O module and ±12-V fixed DC power supply for fixture control—all in single 19-in. rack-mount box that occupies 8RU.

    The TS-8989 PXI functional test system can be used as a benchtop box or integrated into a rack. It accommodates 64×4 matrix switch cards and provides switching speeds of up to 300 µs. The platform also affords high-current switching up to 40 A with current sense and flyback protection.

  49. Tomi Engdahl says:

    Fitz Tepper / TechCrunch:
    Smart Driving App Dash Expands Into The Trucking And Analytics Business

    Dash, a driving app we’ve previously described as a “Fitbit for cars”, has announced it is expanding beyond consumer-facing products with Dash XL and Dash IQ, two new products designed for enterprise customers.

    As a refresher, the company is a combination of a hardware dongle and software app that provides drivers with real-time analytics on your driving habits, car health, and vehicle diagnostics.

    The first new offering, Dash XL, is a product the company built to target truckers and fleet managers. Like its consumer product, Dash XL will consist of a small OBD hardware device that plugs into each truck, recording and sending data back to the fleet managers.

    The company says that they will first target smaller fleets of ten or fewer trucks (most of which are owner operated), who have historically been unable to afford traditional fleet management solutions. Dash XL will be ELD (electronic logging device) compliant, which will soon be a new requirement for all commercial truckers in the U.S.A. These devices monitor distance and driving conditions to help avoid accidents with fatigued drivers.

    Dash IQ is announcing a new program from the Department of Transportation and AllState, which lets NY drivers save 30 percent on insurance by installing Dash and demonstrating safe driving habits.

    Both new features come at a period of fast growth for the company. Jamyn Edis, cofounder and CEO of Dash, said that the company is approaching 300,000 drivers on the platform in 100 countries, which is “more than the top five competitors combined”.


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