Self driving cars failed 2020

I was had planned to do a long post on self-driving cars a quite long time. I was planning to do one this spring, but I might not do that, because it seems that predictions that self-driving cars would be here in 2020 were far too rosy. Five years ago, several companies including Nissan and Toyota promised self-driving cars in 2020. So it may be wise to take any new forecasts with a grain of salt. Hare is a worth to check out article of the current status of self-driving cars:

Surprise! 2020 Is Not the Year for Self-Driving Cars
https://spectrum.ieee.org/transportation/self-driving/surprise-2020-is-not-the-year-for-selfdriving-cars

In March, because of the coronavirus, self-driving car companies, including Argo, Aurora, Cruise, Pony, and Waymo, suspended vehicle testing and operations that involved a human driver. Around the same time, Waymo and Ford released open data sets of information collected during autonomous-vehicle tests and challenged developers to use them to come up with faster and smarter self-driving algorithms.

It seems that the self-driving car industry still hopes to make meaningful progress on autonomous vehicles (AVs) this year, but the industry is slowed by the pandemic and facing a set of very hard problems that have gotten no easier to solve over the years.

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705 Comments

  1. Tomi Engdahl says:

    https://etn.fi/index.php/13-news/12743-tesla-3-teki-historiaa

    Autoilu on sähköistymässä. Tesla 3 teki syyskuussa historiaa jo lukujenkin valossa, sillä se nousi ensimmäisenä sähköautona Euroopan myyntilistojen kärkeen. Malleja myytiin yhteensä 24 591 kappaletta, kertoo autoalan kehitystä seuraava JATO Dynamics.

    Toiseksi myydyin automalli oli bensakoneella varustettu Renault Clio. 18 264 myydyllä autollaan se jäi kuitenkin selvästi kakkoseksi.

    Reply
  2. Tomi Engdahl says:

    Nopeampi CAN-väylä tulee autoihin
    https://etn.fi/index.php/13-news/12737-nopeampi-can-vaeylae-tulee-autoihin

    Autot ovat yhä enemmän tietokoneita pyörillä ja niiden eri järjestelmien välillä kulkevan datan määrä kasvaa koko ajan. Yhä useammin siirtotienä on Ethernet, mutta myös vanha CAN-väylä kehittyy. NXP kertoo nyt ratkaisseensa sen, miten CAN-väylän nopeus nostetaan käytännössä 500 kilobitistä viiteen megabittiin sekunnissa.

    Tämä paitsi nostaa väylän tiedonsiirtonopeutta, myös mahdollistaa laajempien CAN-verkkojen toteutuksen. Ratkaisu perustuu jo vuosia vanhaan CAN FD -protokollaan (CAN Flexible Datarate). Nyt NXP on ottanut ison askeleen eteenpäin CAN FD -toteutuksissa, kun sen uusi lähetin on onnistuneeksi integroitu Changanin uusimpaan ajoneuvoalustaan.

    NXP on kehittänyt CAD FD -yhteyksiin oman SIC-lähetinvastaanottimensa (Signal Improvement Capability). Ensimmäisenä uutta tekniikkaa tukee TJA146x-lähetinvastaanotin. Se mahdollistaa CAN FD -verkkojen toiminnan laajemmissa ja monimutkaisemmissa verkoissa ja nopeuttaa saavutettavissa olevia tiedonsiirtonopeuksia parantamalla aktiivisesti CAN-signaalia. Tämä laajentaa CAN FD: n mahdollisuuksia ja joustavuutta kustannustehokkaana verkkotekniikkana, joka pystyy vastaamaan seuraavan sukupolven ajoneuvojen haasteisiin.

    NXP:n mukaan perinteiset CAN-verkot ovat olleet kustannustehokkaita, kestäviä, skaalautuvia, helppoja ottaa käyttöön ja kykenevät tukemaan monimutkaisia topologioita koko ajoneuvossa. Kuitenkin, kun uusia toimintoja on tullut ajoneuvoon, lisätyn tiedonvaihdon tarve on käytännössä rajannut CAN-verkot toteutusten ulkopuolelle. CAN FD:llä on suurempi kaistanleveys kuin perinteisellä CAN-väylällä.

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  3. Tomi Engdahl says:

    https://etn.fi/index.php/13-news/12740-latauspisteet-kasvattavat-saehkoetekniikan-myyntiae

    Sähköteknisten tuotteiden tukkumyynnin arvo kasvoi heinä-syyskuussa 10,6 prosenttia vuoden takaiseen verrattuna. Vuoden alusta tilastoituna myynnin arvo oli syyskuun loppuun mennessä yhteensä 835 miljoonaa euroa, mikä on 5,8 prosenttia suurempi kuin vuotta aiemmin. Yksi suurimpia kasvun moottoreita on sähköautojen latauspisteiden kiihtyvä rakentaminen.

    Reply
  4. Tomi Engdahl says:

    Multichannel Automotive High-Side Drivers Pack Features, Diagnostics—and SPI
    Oct. 19, 2021
    The switched inductive and resistive loads in modern cars benefit from these networked, multichannel high-side drivers.
    https://www.electronicdesign.com/markets/automotive/article/21178715/electronic-design-multichannel-automotive-highside-drivers-pack-features-diagnosticsand-spi?utm_source=EG%20ED%20Analog%20%26%20Power%20Source&utm_medium=email&utm_campaign=CPS211025070&o_eid=7211D2691390C9R&rdx.ident%5Bpull%5D=omeda%7C7211D2691390C9R&oly_enc_id=7211D2691390C9R

    Go to an antique-auto show—say, one for cars at least 25 years old—and you’ll see relatively little “electronics” content in the vehicles. The terms ADAS (advanced driver-assistance systems) and infotainment hadn’t been devised yet and self-driving cars were mostly conjecture with some basic R&D efforts underway. The few “advanced” functions in these cars, such as power windows, power seats, or heated seats (if they were even offered) ran directly off the 12-V battery of the car and were controlled by “hardwired” on/off switches. The only in-vehicle network was that 12-V rail.

    Zip ahead to today’s cars and things certainly have changed. Whether mainstream ICE (internal combustion engine), some version of HEV (hybrid electric vehicle), or pure EV, electronics and advanced electromechanical systems of all types are located throughout the vehicle—all linked by low-, medium-, and high-speed networks.

    Inductive loads such as power-assisted accessories and power windows, and resistive loads such as heated seats aren’t driven directly. Instead, they’re controlled by a network, smart controller, and power driver, with the latter almost always in a high-side arrangement due to the difficulties of having ungrounded loads in a car.

    Meeting the complicated and growing demands on that driver function is where the VN9D30Q100F (Fig. 1) and similar VN9D5D20FN multichannel drivers with SPI (Serial Peripheral Interface) connectivity from STMicroelectronics play a vital role. The former is a six-channel device with two 33-mW and four 90-mW channels, while the latter is a four-channel device with two 7.6-mW and two 20-mW channels.

    These automotive-focused intelligent drivers (AEC-Q100 qualified), claimed to be first with digital current sensing among its many fully digital on-chip diagnostic features, are designed for high-side connection in 12-V battery systems. (Note that despite the growing adoption of higher voltages such as 48 V, there’s still a widespread need for the classic 12-V rail.)

    These high-side driver ICs with 24-bit SPI simplify the hardware and software design of electronic control units (ECUs) and enhance system reliability.

    The attributes of the drivers fall into three categories: general features, diagnostic functions, and protection. Among the many general features are capability of extreme low-voltage operation for deep cold-cranking applications; 10-bit ADC for digital current sensing; a pulse-width-modulation (PWM) engine with independent phase shift and frequency generation for each channel; programmable bulb/LED mode for all channels; and advanced “limp home” functions for a robust fail-safe system. In addition, the devices are optimized to minimize electromagnetic emissions and exhibit very low electromagnetic susceptibility.

    Among its diagnostic functions are digital proportional load-current sensing; synchronous diagnostics of overload and short to ground, output shorted to VCC, and OFF-state open-load; and programmable case-overtemperature warning. To deal with the harsh automotive environment, always-important protection features include two levels of load-current limitation; self-limiting of fast thermal transients; undervoltage shutdown; overvoltage clamp; load-dump protection; and protection against loss of ground.

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