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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Tomi Engdahl says:
James Vincent / The Verge:
Nvidia plans to bring its GeForce Now cloud game streaming service to Hyundai, Polestar, and BYD’s infotainment systems but offers no timeline or eligible cars — Nvidia is working with automakers to make its cloud gaming service GeForce Now available in cars.
Nvidia is bringing its GeForce Now cloud gaming service to cars
https://www.theverge.com/2023/1/3/23536817/nvidia-geforce-now-cloud-gaming-cars-hyundai-polestar-byd-partnerships-ces-2023
Nvidia says it’s working with automakers Hyundai, Polestar, and BYD to allow streaming of AAA titles in vehicles, but there are no details on when exactly the service will launch.
Tomi Engdahl says:
Tesla’s Electric Monster Truck Complicates Elon Musk’s Climate Commitment
https://www.forbes.com/sites/alanohnsman/2022/12/28/elon-musk-tesla-cybertruck-climate-commitment/?sh=12eb31c0687c&utm_source=ForbesMainFacebook&utm_medium=social&utm_campaign=socialflowForbesMainFB
The world’s top EV seller hasn’t followed through on a 16-year-old goal of making them widely affordable and the Cybertruck, its next model, will be Tesla’s most resource-intensive.
The plunging value of Tesla shares this year, exacerbated by CEO Elon Musk’s ill-starred acquisition of Twitter and clear evidence the mercurial billionaire’s erratic behavior is finally and perhaps significantly damaging the brand, obscures a fundamental shift in focus for the electric vehicle maker that started much earlier. From the “secret master plan” goal set by Musk in 2006 to lead a transition to climate-friendly, affordable electric vehicles for everyone—ideally powered by solar energy—Tesla has instead become the top maker of high-powered, resource-gobbling EVs priced far beyond the reach of mass-market customers.
And in 2023, Musk is doubling down on that strategy. That’s when the most audacious Tesla to date, the hard-edged Cybetruck, arrives. It’s positioned as a reimagining of the American pickup, the top-selling class of U.S. vehicle, but Tesla’s entry, with its “nearly impenetrable exoskeleton” and “armor glass,” looks more like a futuristic military vehicle than a work truck.
Musk claimed Cybertruck’s base price would be $39,900 though none of the company’s models has ever sold at the low end of his predictions. With features Tesla encourages customers to add, including Autopilot and Full-Self Driving, the actual price with taxes may approach $100,000 for the heavy truck.
While there may be environmental benefits from driving a Cybertruck instead of heavy-duty gasoline or diesel pickups from Ford or General Motors (which have their own battery-powered models), the large amount of energy, aluminum and mined materials needed to build it and an initial price that’s likely to be $70,000 or more seem to be at odds with Musk’s original climate-preserving principles. And while those mined battery materials might eliminate tailpipe emissions, extracting them can have environmental harms
As the once disruptive company matures, Musk is focusing on boosting sales of high-priced, high-margin vehicles, touting speed and power far more than sustainability.
“Even standard Teslas are battery sponges. They suck up lithium, nickel and cobalt for a vehicle that’s utilized 4% of the time on average,”
No automaker has played a bigger role than Tesla in popularizing EVs and getting car buyers excited about them since it released the $100,000 Roadster in 2008. It’s become the world’s pre-eminent seller of such vehicles, posting consistent profits in recent years after a decade of losses and is on track to deliver well more than a million EVs in 2022.
Compared to the world’s biggest automakers, including GM, Ford and Toyota, Tesla still looks better overall because it’s a pure EV maker
“I keep talking to my colleagues about the truck-ification of the fleet, that in the U.S. everything has become a truck,” Becker said. “Frankly, Tesla has been a standout as not yet having everything be a truck, although it’s definitely headed in that direction.”
Aside from requiring more materials and energy to produce, heavier vehicles pose other problems. These include increased safety risks for pedestrians and drivers of smaller vehicles and greater amounts of harmful pollution from tire dust
Musk long ago abandoned the idea that each new Tesla model would be more affordable than the one that preceded it.
“The increasing weight of electric vehicles is going to be a real problem in time. It’s not when they’re only a tiny fraction of the production,” Becker said. “All these trucks are going to require a lot of battery. Those batteries are going to require a lot of electrons. And those electrons are going to require a lot of power plants.”
When it comes to heavy passenger vehicles, switching to electric power from gasoline can result in a substantial reduction in carbon emissions over a vehicle’s lifetime of use
“If you’re replacing a heavier (internal combustion engine) vehicle with an EV weighing up to 9,000 pounds, you end up saving about 190 grams (of carbon) per mile,”
By comparison, swapping a smaller gasoline-powered passenger car for a similar-sized EV might only save 140 grams per mile over the vehicle’s usable life, estimated at 183,000 miles, he said.
Those carbon savings come over many years of powering a vehicle with electricity rather than gasoline. Still, producing EVs is more carbon-intensive.
“The burden of production for the ICE vehicle is about 60 grams per mile, whereas for the battery-electric vehicle it would be about 180 grams per mile,” Kelly said. “That said, the operational side of it, driving, is where you really have all your gains.”
In April, he acquired Twitter — under duress. Problems arising since that move and investor skepticism have knocked about 60% off Tesla’s share price since late October, as of Dec. 27. The stock’s down 73% this year.
Of course, Musk’s dreams of Tesla also becoming a solar energy superpower haven’t really materialized either. Five years after his controversial acquisition of SolarCity, Tesla’s sales of solar panels and batteries remain a tiny portion of its revenue, generating just $2.6 billion in the first three quarters of 2022, or 4.5% of total sales.
Earlier in Tesla’s history, Musk became something of an international spokesman for climate action, speaking at COP21 in Paris in 2015 to advocate for higher taxes on carbon-based fuels to level the playing field for cleantech—like his EVs, batteries and solar panels.
And though Musk once said Tesla’s goal was to move the world from a “mine-and-burn hydrocarbon economy,” in March 2022 he tweeted: “Hate to say it, but we need to increase oil & gas output immediately. Extraordinary times demand extraordinary measures.”
Tomi Engdahl says:
https://www.electronicdesign.com/markets/automotive/article/21256841/centralized-radar-architecture-improves-perception-capabilities?utm_source=EG+ED+Auto+Electronics&utm_medium=email&utm_campaign=CPS221229030&o_eid=7211D2691390C9R&rdx.identpull=omeda|7211D2691390C9R&oly_enc_id=7211D2691390C9R
Tomi Engdahl says:
https://www.electronicdesign.com/technologies/microcontrollers/video/21256483/electronic-design-safe-mcu-addresses-ev-traction-inverter-requirements?utm_source=EG+ED+Auto+Electronics&utm_medium=email&utm_campaign=CPS221229030&o_eid=7211D2691390C9R&rdx.identpull=omeda|7211D2691390C9R&oly_enc_id=7211D2691390C9R
Tomi Engdahl says:
Sabela Ojea / Wall Street Journal:
Foxconn partners with Nvidia to produce electronic control units based on Nvidia’s Drive Orin intelligent vehicle SoC and use them in Foxconn’s manufactured EVs
https://www.wsj.com/articles/nvidia-foxconn-partner-on-electric-vehicles-11672773922?mod=djemalertNEWS
Tomi Engdahl says:
James Vincent / The Verge:
Nvidia plans to bring its GeForce Now cloud gaming service to Hyundai’s, Polestar’s, and BYD’s infotainment systems, but offers no timeline or eligible cars
Nvidia is bringing its GeForce Now cloud gaming service to cars
https://www.theverge.com/2023/1/3/23536817/nvidia-geforce-now-cloud-gaming-cars-hyundai-polestar-byd-partnerships-ces-2023
Nvidia says it’s working with automakers Hyundai, Polestar, and BYD to allow streaming of AAA titles in vehicles, but there are no details on when exactly the service will launch.
Tomi Engdahl says:
Anna Gross / Financial Times:
Arm VP Dennis Laudick says the company more than doubled automotive revenue since 2020 thanks to more complex cars; Arm’s 2022 total revenue rose 35% to £2.7B
https://www.ft.com/content/a09c4500-27ae-42d7-8b3f-e6d13f1b3f3b?utm_source=dlvr.it&utm_medium=twitter
Tomi Engdahl says:
How Sensors are Changing the Automotive User Experience
Dec. 8, 2022
While sensor tech can be found in many devices, the automotive industry has yet to follow in a significant manner due to several concerns. However, applying this technology, if done ethically, could greatly enhance safety and user experience.
Peter Hartwell
https://www.electronicdesign.com/markets/automotive/article/21256090/invensense-a-tdk-group-company-how-sensors-are-changing-the-automotive-user-experience?utm_source=EG+ED+Connected+Solutions&utm_medium=email&utm_campaign=CPS221229044&o_eid=7211D2691390C9R&rdx.identpull=omeda|7211D2691390C9R&oly_enc_id=7211D2691390C9R
Tomi Engdahl says:
https://www.edn.com/better-ev-battery-packs-much-more-than-just-chemistry/
Tomi Engdahl says:
Physical buttons outperform touchscreens in new cars, test finds
https://www.vibilagare.se/english/physical-buttons-outperform-touchscreens-new-cars-test-finds
Physical buttons are increasingly rare in modern cars. Most manufacturers are switching to touchscreens – which perform far worse in a test carried out by Vi Bilägare. The driver in the worst-performing car needs four times longer to perform simple tasks than in the best-performing car.
The screens in modern cars keep getting bigger. Design teams at most car manufacturers love to ditch physical buttons and switches, although they are far superior safety-wise.
That is the conclusion when Swedish car magazine Vi Bilägare performed a thurough test of the HMI system (Human-Machine Interface) in a total of twelve cars this summer.
Inspiration for the screen-heavy interiors in modern cars comes from smartphones and tablets. Designers want a ”clean” interior with minimal switchgear, and the financial department wants to lower the cost. Instead of developing, manufacturing and keeping physical buttons in stock for years to come, car manufacturers are keen on integrating more functions into a digital screen which can be updated over time.
Tomi Engdahl says:
For the U.S. to support EVs at scale, it is estimated the country will need as many as 1 million circuit miles of new transmission lines by 2050. Can policymakers overcome public opposition and regulatory hurdles to make that happen?
The EV Transition Explained: Policy Roadblocks How
bureaucracy and public opposition could stymie efforts to support EVs at scale
https://spectrum.ieee.org/the-ev-transition-explained-2658797681?share_id=7345086&socialux=facebook&utm_campaign=RebelMouse&utm_content=IEEE+Spectrum&utm_medium=social&utm_source=facebook#toggle-gdpr
Tomi Engdahl says:
https://www.electronicdesign.com/markets/automotive/article/21257737/electronic-design-nxp-unveils-new-onechip-radar-for-autonomous-vehicles?utm_source=EG+ED+Analog+%26+Power+Source&utm_medium=email&utm_campaign=CPS230105029&o_eid=7211D2691390C9R&rdx.identpull=omeda|7211D2691390C9R&oly_enc_id=7211D2691390C9R
Tomi Engdahl says:
https://www.electronicdesign.com/markets/automotive/article/21257786/electronic-design-qualcomm-to-pack-digital-cockpit-and-assisteddriving-features-into-flex-soc?utm_source=EG+ED+Auto+Electronics&utm_medium=email&utm_campaign=CPS230105032&o_eid=7211D2691390C9R&rdx.identpull=omeda|7211D2691390C9R&oly_enc_id=7211D2691390C9R
Tomi Engdahl says:
Mercedes-Benz Works with NVIDIA to Create Digital Twins of Its Factories
Jan. 12, 2023
The automaker’s plan is to use NVIDIA’s Omniverse software to create virtual versions of its physical facilities.
https://www.electronicdesign.com/technologies/embedded-revolution/article/21257989/electronic-design-mercedesbenz-works-with-nvidia-to-create-digital-twins-of-its-factories
Tomi Engdahl says:
Autokanta uusiutuu liian hitaasti – päästötavoitteet eivät täyty
https://etn.fi/index.php/13-news/14471-autokanta-uusiutuu-liian-hitaasti-paeaestoetavoitteet-eivaet-taeyty
Suomessa ensirekisteröitiin viime vuonna alle 82 000 uutta henkilöautoa. Määrä on historiallisen alhainen ja seurausta komponenttipulasta, pitkittyneestä energiakriisistä sekä talouden heikentyneistä näkymistä. Autoalan tiedotuskeskuksen mukaan autokannan nykyisellä uusiutumisvauhdilla liikenteen päästövähennystavoitteet jäävät saavuttamatta.
Täyssähköautojen osuus kasvoi viime vuonna noin 18 prosenttiin rekisteröinneistä. Autokannassa oli vuoden 2022 lopussa noin 45 000 täyssähköautoa ja noin 105 000 ladattavaa hybridiä. Vaikka ladattavien autojen osuus on ollut nousussa, kokonaisrekisteröintien pienen määrän takia sähköautojen määrä autokannassa kasvaa liian hitaasti.
Nopeampi sähköistyminen vähentäisi polttoaineiden hintapainetta, koska tällöin päästötavoitteita ei tarvitse täyttää yksinomaan uusiutuvien polttoaineiden jakeluvelvoitteella, joka kiristää pumppuhintoja.
Tomi Engdahl says:
https://etn.fi/index.php/tekniset-artikkelit/14477-adas-tekniikan-historia-osa-3-autot-muuttuvat-ohjelmoitaviksi
Tomi Engdahl says:
Automotive AI Chip Delivers Real-Time Computations
Jan. 5, 2023
Recogni’s new Scorpio chip uses 25 W to deliver one petaoperation per second to perform real-time image analysis
https://www.electronicdesign.com/markets/automotive/video/21256543/electronic-design-automotive-ai-chip-delivers-realtime-computations?utm_source=EG+ED+Auto+Electronics&utm_medium=email&utm_campaign=CPS230109101&o_eid=7211D2691390C9R&rdx.identpull=omeda|7211D2691390C9R&oly_enc_id=7211D2691390C9R
Tomi Engdahl says:
Hyunjoo Jin / Reuters:
Tesla’s Autopilot software director testified in 2022 that an October 2016 video promoted by Elon Musk was staged, showing self-driving features the cars lacked — A 2016 video that Tesla (TSLA.O) used to promo
Tesla video promoting self-driving was staged, engineer testifies
https://www.reuters.com/technology/tesla-video-promoting-self-driving-was-staged-engineer-testifies-2023-01-17/
Jan 17 (Reuters) – A 2016 video that Tesla (TSLA.O) used to promote its self-driving technology was staged to show capabilities like stopping at a red light and accelerating at a green light that the system did not have, according to testimony by a senior engineer.
The video, which remains archived on Tesla’s website, was released in October 2016 and promoted on Twitter by Chief Executive Elon Musk as evidence that “Tesla drives itself.”
Tomi Engdahl says:
Christopher Cox / New York Times:
Amid a wave of lawsuits claiming Tesla dangerously overhyped its self-driving software, an overview of Tesla from its erratic CEO to its erratic Autopilot AI
https://www.nytimes.com/2023/01/17/magazine/tesla-autopilot-self-driving-elon-musk.html
Tomi Engdahl says:
https://hackaday.com/2023/01/17/take-a-deep-dive-into-a-commodity-automotive-radar-chip/
Tomi Engdahl says:
EV Architectures Evolving For Communication, Connectivity
https://semiengineering.com/ev-architectures-evolving-for-communication-connectivity/?cmid=c40cc036-0f62-442b-af67-52531f0410e8
Electric vehicle architectures are rapidly evolving to accommodate multiple forms of connectivity, including in-vehicle, vehicle-to-vehicle, and vehicle-to-infrastructure communication. But so far, automotive OEMs have yet to come to a consensus on the winning technologies or the necessary standards — all of which will be necessary as cars become increasingly autonomous and increasingly interactive.
Sharing critical data between vehicles, and between vehicles and infrastructure, sounds straightforward enough. But not all connections are robust or last long enough to completely transfer that data. In addition, there are concerns about who owns what data, whether that data is secure, and how quickly that data can be processed by different vehicles from different vehicles made by different vendors.
And for all the purported intelligence in vehicles, even the smartest car available today is unable to complete an activity that has been successfully executed by both geese and racing cyclists — platooning. Also known as flocking, this occurs when multiple parties coordinate their positions en route to decrease drag and increase efficiency. This type of activity requires V2V systems that will, at least, talk to one another. Manufacturers currently are researching a variety of competing technologies, but so far there is no obvious resolution.
Tomi Engdahl says:
Vsora Unveils AI Chip Family to Enable L2–L5 Autonomous Driving
January 18, 2023 Anne-Françoise Pelé
https://www.eetimes.eu/vsora-unveils-ai-chip-family-to-enable-l2-l5-autonomous-driving/?utm_source=newsletter&utm_campaign=link&utm_medium=EETimesEuropeWeekly-20230119
Vsora has just raised $4.2 million in a pre-Series B round of financing to accelerate the development of its Tyr chip family.
Paris-based digital-signal–processing (DSP) IP startup Vsora has introduced a family of PetaFLOPS computational companion chips to accelerate Level 3 (L3) through Level 5 (L5) autonomous-vehicle (AV) designs. Vsora has just raised $4.2 million in a pre-Series B round of financing to hasten its development.
The Tyr chip family uses Vsora’s AD1028 architecture, which combines DSP and deep-learning-accelerator (DLA) units. Tyr is claimed to deliver between 258 trillion and 1,032 trillion operations per second (TOPS) and to consume 10 W.
“In January 2022, we introduced a family of scalable algorithmic accelerator designs based on our Vsora architecture that combines AI in the form of DLA with DSP exchanging data via on-chip memory,” Khaled Maalej, CEO of Vsora, told EE Times Europe. “The combination of AI with DSP is necessary to address Level 4 and Level 5 autonomous driving [AD]. The accelerators, fully programmable in real time in the field, are deployed as companion chips to the main processor, making them relevant to a range of applications, not limited to AD.”
The Tyr family is now composed of three chips: Tyr1, Tyr2 and Tyr3. Maalej said the difference lies in the absolute compute power provided. “This is due to the number of AI and DSP elements encompassed in the respective chip. The larger the number, the more processing power with moderate increase in power consumption, but virtually the same utilization factor and the same latency.”
The silicon is underway, and Vsora is working with partners to roll out the commercial products. It expects to complete an additional round of financing toward the end of the process.
Tomi Engdahl says:
Where automotive FPGAs stand in smart car designs
https://www.edn.com/where-automotive-fpgas-stand-in-smart-car-designs/?utm_source=newsletter&utm_campaign=link&utm_medium=EDNWeekly-20221215&oly_enc_id=2359J2998023G8W
he automotive industry has gotten its fair share of time in the spotlight in recent years. Part of the focus has revolved around how important semiconductors are to modern vehicle designs equipped with smart technology capabilities. These technologies aren’t just limited to the fully electric or hybrid models, which have existed for years now, but have expanded to include SUVs and minivans outfitted with a tablet on the dashboard and a camera built into the rearview mirror. With Deloitte projecting that 45% of the cost of a new car will come from electronic systems by 2030, the importance of chips is only growing.
This is especially true with FPGAs. The most technologically advanced cars can have up to 10-12 FPGAs inside them, all performing varying functions given their inherent flexibility and small size. From infotainment systems, advanced driver assistance systems (ADAS), in-cabin artificial intelligence for human presence detection, and secure battery management, FPGAs are spread up and down vehicle designs and are making cars smarter than ever before
Powering zonal architectures
As more technology has been added to vehicles over the years like cameras and sensors, designs have begun shifting to zonal architectures, or different computing “zones” throughout a car that all relay and connect to a main computing component, usually a system on chip (SoC). Thanks to their bridging functionality, FPGAs are used to route the signal from different cameras or sensors by multiplexing the signals together only to separate them, or demultiplex, when they reach the SoC.
Some cameras and sensors follow MIPI standards while others use high-speed SERDES for longer distance connections. Additionally, older automotive standards are still being used, including local interconnect network (LIN) bus, controller area network (CAN) bus and automotive Ethernet.
FPGAs with the appropriate specs have the power to work across each type of connection and server as a bridge between different standards, allowing for much more complex designs to be executed.
Driving real-time networking and motor control
FPGAs aren’t just appealing to automotive designers for their bridging capabilities, but also for their low latency signal processing and analytics performance at a deterministic rate every, single, time. This consistent reliability is critical for a car’s performance in real-time based applications like assisted driving systems.
Looking at electric or hybrid vehicles as an example, FPGAs support high-performance pulse width modulation (PWM), allowing them to be used for fine-tuned motor control, power conversion, and inverters that all help to extend the range of vehicles by maximizing power and efficiency.
FPGAs are also suitable in electric/hybrid vehicle models because of their low power consumption. The higher the input/output (I/O) density, the more flexibility and adaptability FPGAs can deliver.
Enabling cyber resiliency
Just like they’re enabling robust cyber resiliency functions in applications like servers and telecommunication networks, FPGAs are doing the same for cars. Consumers need to be assured that their Internet of Things (IoT)-connected vehicles cannot be tampered with by bad actors, so safety and reliability are critical. Security-grade FPGAs are used as a hardware root-of-trust for secure control in automotive applications, meaning the FPGAs can self-authenticate the integrity of its firmware and other devices that boot alongside it.
In addition to firmware security, the auto industry requires vehicle designs to follow strict regulatory standards for safe and consistent operation in a vehicle. One standard, ISO 26262 for functional safety, requires components to comply with the physical demands of the road like extreme temperatures, and to also have accompanying software that operates in a continuous safe fashion. FPGAs can run ISO 26262 certified software to meet the necessary standards.
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December 14, 2022
by Bob O’Donnell
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The automotive industry has gotten its fair share of time in the spotlight in recent years. Part of the focus has revolved around how important semiconductors are to modern vehicle designs equipped with smart technology capabilities. These technologies aren’t just limited to the fully electric or hybrid models, which have existed for years now, but have expanded to include SUVs and minivans outfitted with a tablet on the dashboard and a camera built into the rearview mirror. With Deloitte projecting that 45% of the cost of a new car will come from electronic systems by 2030, the importance of chips is only growing.
This is especially true with FPGAs. The most technologically advanced cars can have up to 10-12 FPGAs inside them, all performing varying functions given their inherent flexibility and small size. From infotainment systems, advanced driver assistance systems (ADAS), in-cabin artificial intelligence for human presence detection, and secure battery management, FPGAs are spread up and down vehicle designs and are making cars smarter than ever before.
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Figure 1 Low-power FPGAs are being optimized for use in automotive applications. Source: Lattice Semiconductor
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Powering zonal architectures
As more technology has been added to vehicles over the years like cameras and sensors, designs have begun shifting to zonal architectures, or different computing “zones” throughout a car that all relay and connect to a main computing component, usually a system on chip (SoC). Thanks to their bridging functionality, FPGAs are used to route the signal from different cameras or sensors by multiplexing the signals together only to separate them, or demultiplex, when they reach the SoC.
Figure 2 The higher-density FPGAs are aiming for automotive qualification for designs up to 100,000 gates. Lattice Semiconductor
It may sound straightforward, but the connections between different zones can vary greatly from vehicle to vehicle and require different types of standards. Some cameras and sensors follow MIPI standards while others use high-speed SERDES for longer distance connections. Additionally, older automotive standards are still being used, including local interconnect network (LIN) bus, controller area network (CAN) bus and automotive Ethernet.
FPGAs with the appropriate specs have the power to work across each type of connection and server as a bridge between different standards, allowing for much more complex designs to be executed.
Driving real-time networking and motor control
FPGAs aren’t just appealing to automotive designers for their bridging capabilities, but also for their low latency signal processing and analytics performance at a deterministic rate every, single, time. This consistent reliability is critical for a car’s performance in real-time based applications like assisted driving systems.
Looking at electric or hybrid vehicles as an example, FPGAs support high-performance pulse width modulation (PWM), allowing them to be used for fine-tuned motor control, power conversion, and inverters that all help to extend the range of vehicles by maximizing power and efficiency.
FPGAs are also suitable in electric/hybrid vehicle models because of their low power consumption. The higher the input/output (I/O) density, the more flexibility and adaptability FPGAs can deliver.
Enabling cyber resiliency
Just like they’re enabling robust cyber resiliency functions in applications like servers and telecommunication networks, FPGAs are doing the same for cars. Consumers need to be assured that their Internet of Things (IoT)-connected vehicles cannot be tampered with by bad actors, so safety and reliability are critical. Security-grade FPGAs are used as a hardware root-of-trust for secure control in automotive applications, meaning the FPGAs can self-authenticate the integrity of its firmware and other devices that boot alongside it.
Figure 3 MachXO3D FPGAs facilitate security features such as hardware root-of-trust, platform firmware resilience, and secure dual-boot support. Lattice Semiconductor
In addition to firmware security, the auto industry requires vehicle designs to follow strict regulatory standards for safe and consistent operation in a vehicle. One standard, ISO 26262 for functional safety, requires components to comply with the physical demands of the road like extreme temperatures, and to also have accompanying software that operates in a continuous safe fashion. FPGAs can run ISO 26262 certified software to meet the necessary standards.
Small size, big impact
Gone are the days of a non-computerized automotive industry. As more electronics are included in vehicle designs and interact with the rest of the vehicle, more room for error is introduced. This can lead to costly recalls and headaches for consumers, such as when Volkswagen introduced the ID electric car series and a battery self-discharge problem occurred, resulting in the company recalling about 10,000 units.
These seemingly minor components play a large role in the overall health of the vehicle, and these types of safety issues are only going to become more prevalent in the future.
FPGAs are proven to be flexible and reliable components to enable a variety of different electronic capabilities in today’s advanced vehicle designs. Consumers expect their cars to keep evolving and to further integrate electronics seamlessly with their driving experience.
Tomi Engdahl says:
https://www.uusiteknologia.fi/2023/01/19/tampere-toi-robottibussit-talviliikenteeseen/
Tomi Engdahl says:
https://etn.fi/index.php/13-news/14488-tampereella-alkaa-taehaen-asti-laajin-robottibussikokeilu
https://www.uusiteknologia.fi/2023/01/19/tampere-toi-robottibussit-talviliikenteeseen/
Tomi Engdahl says:
https://etn.fi/index.php/13-news/14486-teslan-kantama-kasvaa-litium-rikkiakulla
LG Energy Solutions toimittaa tällä hetkellä Teslalle akustoja, jotka perustuvat perinteiseen litiumtekniikkaan. Nyt LG aikoo kuitenkin tuoda markkinoille litium-rikkiakkuja, joilla kantama yhdellä latauksella kasvaa lähes kaksinkertaiseksi.
Tomi Engdahl says:
Auton teräväpiirtokaukovalossa on yli 16 tuhatta lediä
https://etn.fi/index.php/13-news/14496-auton-teraevaepiirtokaukovalossa-on-yli-16-tuhatta-lediae
Ledit ovat nopeasti yleistyneet autojen lampuissa, kun teho riittää valaisemaan tietä myös pimeässä. Tekniikan kehittyessä lamput koostuvat ledimatriiseista, mutta Infineon ja japanilainen Nichia vievä mikroledeillä ajovalot uudelle tasolle.
Kolme vuotta sitten Nichia Corporation ja Infineon ilmoittivat yhdessä kehittävänsä ajovalosovelluksiin teräväpiirtovalon, jossa on yli 16 000 mikrolediä. Nyt molemmat yhtiöt lanseeraavat markkinoiden ensimmäisen täysin integroidun mikroledilampun mukautuviin kaukovaloihin.
Tomi Engdahl says:
Tesla staged Autopilot demo video, says director of software / The vehicle was on a premapped route and was shown obeying traffic lights
https://www.theverge.com/2023/1/17/23559294/tesla-autopilot-2016-video-pre-mapped-traffic-lights
Tesla’s much-hyped video of its Autopilot driver-assist system “driving by itself” from 2016 was not actually driving itself, according to Ashok Elluswamy, Tesla’s director of Autopilot software.
In a recent deposition, Elluswamy said that the video titled “Full Self-Driving Hardware on All Teslas” was intended to “portray what was possible to build the system” rather than what customers could actually expect the system to do.
Tomi Engdahl says:
https://etn.fi/index.php/13-news/14503-saehkoeauto-ostetaan-edullisempien-kilometrien-takia
Tomi Engdahl says:
Level-4-Ready 2024 Electric SUV: A Technology Tour de Force
Jan. 13, 2023
Volvo’s forthcoming EX90, which will be positioned above its flagship gasoline-powered XC90, will employ what’s claimed to be the first rooftop-mounted LiDAR unit on an international-market passenger vehicle.
https://www.electronicdesign.com/markets/automotive/article/21258049/electronic-design-level4ready-2024-electric-suv-a-technology-tour-de-force?utm_source=EG+ED+Auto+Electronics&utm_medium=email&utm_campaign=CPS230119090&o_eid=7211D2691390C9R&rdx.identpull=omeda|7211D2691390C9R&oly_enc_id=7211D2691390C9R
Tomi Engdahl says:
Lithium Sulfur Battery Cycle Life Gets A Boost
https://hackaday.com/2023/01/24/lithium-sulfur-battery-cycle-life-gets-a-boost/
Lithium sulfur batteries are often touted as the next major chemistry for electric vehicle applications, if only their cycle life wasn’t so short. But that might be changing soon, as a group of researchers at Drexel University has developed a sulfur cathode capable of more than 4000 cycles.
Most research into the Li-S couple has used volatile ether electrolytes which severely limit the possible commercialization of the technology. The team at Drexel was able to use a carbonate electrolyte like those already well-explored for more traditional Li-ion cells by using a stabilized monoclinic γ-sulfur deposited on carbon nanofibers.
https://www.nature.com/articles/s42004-022-00626-2
Tomi Engdahl says:
https://etn.fi/index.php/13-news/14511-lidar-syoettaeae-autolle-6-miljoonaa-datapistettae-sekunnissa
Tomi Engdahl says:
Vsora Unveils AI Chip Family to Enable L2–L5 Autonomous Driving
January 18, 2023 Anne-Françoise Pelé
https://www.eetimes.eu/vsora-unveils-ai-chip-family-to-enable-l2-l5-autonomous-driving/?utm_source=newsletter&utm_campaign=link&utm_medium=EETimesEuropeWeekly-20230126
Vsora has just raised $4.2 million in a pre-Series B round of financing to accelerate the development of its Tyr chip family.
Tomi Engdahl says:
https://www.uusiteknologia.fi/2023/01/27/suomen-siirtyminen-tayssahkoautoihin-kestaa/
Tomi Engdahl says:
CES 2023
Check out the latest technology being shown behind the scenes at the Consumer Electronic Show.
https://www.electronicdesign.com/magazine/51408
Tomi Engdahl says:
What’s the Difference Between CAN and SPE in the Automotive Industry?
Jan. 6, 2023
The CAN bus protocol is being phased out of the automotive industry in favor of single-pair Ethernet due to its increased data bandwidth, node efficiency, security, and more.
https://www.electronicdesign.com/markets/automotive/article/21257559/electronic-design-whats-the-difference-between-can-and-spe-in-the-automotive-industry?utm_source=EG+ED+Auto+Electronics&utm_medium=email&utm_campaign=CPS230119091&o_eid=7211D2691390C9R&rdx.identpull=omeda|7211D2691390C9R&oly_enc_id=7211D2691390C9R
What you’ll learn:
How single-pair Ethernet is taking over for CAN bus.
How SPE improves on CAN.
It’s been 36 years since the CAN (controller area network) bus was released by the SAE (Society of Automotive Engineers). Lying at the heart of vehicle communications for decades, it supports a wide variety of automotive innovations.
The CAN bus is described as a vehicle bus standard that allows microcontrollers and devices to communicate with each other’s applications without a host computer. It’s a message-based protocol, designed originally for multiplex electrical wiring within automobiles to save on copper, but it also can be used in many other applications.
Automotive technology has come a long way since the first CAN buses were deployed, and the platform has since been tasked with more and more functions beyond what was envisioned in the 1980s.
CAN remains a favorite of auto manufacturers even into its fourth decade. That said, the automotive industry has been undergoing a paradigm shift in response to cutting-edge technologies and fast-evolving consumer demands. CAN’s long-running reign is set to face new challenges.
To that end, the automotive industry is looking toward single-pair Ethernet (SPE) to function as the automotive network’s backbone, an alternative that brings higher performance, increased security, and increased efficiency over CAN buses.
According to a 2020 market report, the global connected-car market is expected to reach $225.16 billion by 2027, up from $63.03 billion in 2019. This shift toward increased connectivity will play a decisive and accelerating role in the move to SPE networks, even as CAN buses continue to provide an important communication medium (primarily for legacy components).
Tomi Engdahl says:
Andrew J. Hawkins / The Verge:
New York City Mayor Eric Adams plans to require that Uber and Lyft have zero-emission fleets by 2030, potentially affecting an estimated 100K+ for-hire vehicles
New York City will require Uber and Lyft to go 100 percent electric by 2030
https://www.theverge.com/2023/1/26/23573100/nyc-uber-lyft-electric-mayor-adams-2030
The proposed rule would likely affect an estimated 100,000 vehicles that operate in the five boroughs. And Uber and Lyft have both set the goal of transitioning to an all-electric fleet by 2030.
In his State of the City speech Thursday, New York City Mayor Eric Adams announced that Uber and Lyft will be required to be zero emission by 2030. The decision by one of the world’s largest markets for app-based ridehailing has the potential to affect an estimated 100,000 for-hire vehicles.
Adams said the move will build on efforts his administration has made to electrify the city’s fleet of vehicles while installing charging infrastructure to power those vehicles throughout the five boroughs. The mayor will likely implement his plan through the city’s Taxi and Limousine Commission, which regulates the for-hire vehicle industry, including Uber and Lyft.
Uber and Lyft, which normally chafe at new requirements and have been known to sue to block rules they don’t like, sound largely positive toward the new development in New York.
Adams said the move will build on efforts his administration has made to electrify the city’s fleet of vehicles while installing charging infrastructure to power those vehicles throughout the five boroughs
Both companies are already in the process of taking steps to incentivize their drivers to switch to electric vehicles, either through partnerships with rental car companies like Hertz or by authorizing higher fares for drivers who use EVs. Uber and Lyft have both said they aim for their fleet to be “100 percent electric” by 2030.
Of course, getting the millions of people who drive for Uber and Lyft to switch to electric vehicles will be no easy task. Ridehail drivers are classified as independent contractors, and many use their personal cars to drive for not just one but several gig economy companies.
Tomi Engdahl says:
Sähköllä ajaminen on nyt USA:ssa kalliimpaa kuin polttomoottorilla
https://www.iltalehti.fi/sahkoautot/a/9a296012-231a-4de8-8927-8f2ec1121d6b
Sähkö- ja polttomoottoriautojen ostohinnat ovat lähellä toisiaan.
Tomi Engdahl says:
https://www.edn.com/denso-taps-amd-adaptive-soc-for-lidar-system/
Tomi Engdahl says:
David Ingram / NBC News:
San Francisco asked California regulators to halt or scale back the expansion of Cruise and Waymo, after repeated incidents with stopped and idle robotaxis — SAN FRANCISCO — San Francisco is trying to slow the expansion of robotaxis after repeated incidents in which cars without drivers stopped …
Two companies race to deploy robotaxis in San Francisco. The city wants them to hit the brakes.
https://www.nbcnews.com/tech/tech-news/san-francisco-looks-hit-brakes-self-driving-cars-rcna66204
The city’s transportation officials sent letters this week to California regulators asking them to halt or scale back the expansion plans of Cruise and Waymo.
Tomi Engdahl says:
https://etn.fi/index.php/13-news/14527-saehkoeauto-vie-voimansiirron-korkeampiin-jaennitteisiin
Tomi Engdahl says:
Norjalainen varustamo ei salli enää sähköautoja laivoilleen – seurataanko esimerkkiä Suomessa?
https://www.is.fi/autot/art-2000009355449.html
Norjalainen varustamo Havila Kystruten kielsi hiljattain turvallisuussyistä sähkö-, hybridi- ja vetyautojen kuljettamisen aluksillaan. Näin päätöstä kommentoi suomalainen johtava merenkulun asiantuntija.
Havila Kystrutenin toimitusjohtaja Bent Martini kertoi lehdistötiedotteessa ymmärtävänsä päätöksestä seuraavat vastakysymykset: miksi ympäristöystävällisimpiä ajoneuvoja ei voida kuljettaa aluksilla? Varsinkin kun Havila Kystrutenin laivat tunnetaan poikkeuksellisen ympäristöystävällisinä ja ollaan Norjassa, sähköautoilun esimerkkimaassa.
Martinin mukaan päätös perustui puhtaasti turvallisuusarvioon ja siitä laadittuun riskianalyysiin. Hän sanoo, että miehistö pystyy tukahduttamaan fossiilisia polttoaineita käyttävien ajoneuvojen mahdolliset tulipalot laivoilla olevilla järjestelmillä.
Taustalla voi kummitella vuoden 2022 alussa Azoreiden lähellä tapahtunut Felicity Acen tulipalon jälkein uppoaminen. Rahtialuksella oli useita tuhansia Volkswagen-konsernin ajoneuvoja – mukaan lukien sähköautoja ja ladattavia hybridejä, jotka olivat matkalla Yhdysvaltoihin. Palon syttymissyytä ei kuitenkaan ole vahvistettu.
– Mahdollinen sähköautopalo laivan päällä on ajankohtainen aihe, joka otetaan vakavasti merenkulussa. Tietomme mukaan, Havila Kystrutenin alukset kuljettavat reitillä Bergen – Kirkenes enimmillään 680 matkustajaa mutta vain yhdeksää henkilöautoa
– Onnettomuuden sattuessa ulkopuolisen avun saaminen on todennäköisesti myös haastavaa reitillä. Henkilöautojen kuljettaminen ei vaikuta olevan yhtiön ydintoimintaa, ja on ymmärrettävää tällaisissa olosuhteissa, että resursseja ei ensisijaisesti käytetä sähköautojen turvalliseen kuljettamisen varmistamiseksi.
Onko Suomessa suunnitteilla rajoituksia sähköautojen kuljettamiseen liittyen?
– Tällä hetkellä ei ole tietoa, että suunnitteilla olisi rajoituksia. Sähköautoja kuljetetaan kasvavissa määrin aluksilla ja kehitystä seurataan tarkasti merenkulun piirissä. Sekä kansainvälinen merenkulkujärjestö IMO että Euroopan meriturvallisuusvirasto EMSA, on julkaissut ohjeita turvallisuutta ylläpitävistä toimista liittyen sähköautojen kuljettamiseen aluksilla. Varustamot ja alukset tekevät päätöksensä kuljettaa sähköautoja omien riskianalyysien perusteella, ottaen huomioon oman aluksen ja toiminnan erityispiirteet toteuttaessaan tarvittavat suojatoimensa.
Sähköauton sammuttaminen on todettu vaikeammaksi kuin polttomoottoriauton liekkien tukahduttaminen. Miten aluksilla on varauduttu mahdollisiin sähköautojen paloihin?
– On tiedossa, että sähköauto ei sinänsä ole sen suurempi syttymisriski kuin muukaan ajoneuvo, mutta sähköauton syttyessä sen sammuttaminen on vaikeata. Tutkimuksia on tehty ja testejä on suoritettu vuosien aikana monessa eri suunnassa. Välineitä ja ohjeita on kehitetty sähköautopalojen havaitsemiseksi ja hallitsemiseksi, kuten autoja peittäviä erikoispalohuopia, liikutettavia vesikaukaloita tai palosuutin, jolla voidaan viilentää palavan sähköauton akkuja alhaalta päin.
– Sähköautojen sijoittaminen aluksella kauemmas mahdollisista lämpölähteistä on myös ennalta ehkäisevä toimenpide. Lisäksi miehistöt harjoittelevat sähköautopaloja varten, ja kiinteä vesipohjainen sammutusjärjestelmä matkustaja-alusten lastikansilla omalta osaltaan auttaa estämään mahdollisen palon leviämistä. Uusien välineiden ja järjestelmien kehitystä seurataan tarkasti.
Onko odotettavissa, että meriliikenteessä sähköautoja voitaisiin matkan aikana ladata?
– Tällä hetkellä sähköautojen lataamista matkan aikana ei suositella. Uutta alusta rakennettaessa on kuitenkin mahdollista ottaa huomioon jo rakennusvaiheessa varustus ja suojajärjestelmiä, jotka varmistavat sähköauton turvallisen lataamisen matkan aikana. Tällä hetkellä ei ole poissuljettu, etteikö lataaminen matkan aikana aluksilla olisi mahdollista tulevaisuudessa. Turvallisuus on aina etusijalla, ja päätöksiä tehdään aluskohtaisesti riskianalyysin perusteella.
Tomi Engdahl says:
Andrew J. Hawkins / The Verge:
Mercedes-Benz becomes the first approved for Level 3 self-driving in the US as Nevada allows Drive Pilot, which still requires the driver’s face to stay visible
Mercedes-Benz is the first to bring Level 3 automated driving to the US
https://www.theverge.com/2023/1/27/23572942/mercedes-drive-pilot-level-3-approved-nevada
The company’s Drive Pilot system is approved for use in Nevada, but only at speeds up to 40 mph. You can play Tetris while cruising down the highway, but make sure your face stays visible to the camera, or the system disengages.
Mercedes-Benz announced that it was the first automaker to receive government approval in the US for a Level 3 driving feature. The company said it had self-certified in Nevada for use of its Drive Pilot feature, in which the car does all the driving but the driver needs to stand by to take control at a moment’s notice.
Mercedes certified that its technology meets Nevada’s “minimal risk condition” requirement that requires Level 3 or higher “fully autonomous” vehicles to be able to stop if there is a malfunction in the system.
“Nevada law allows all automation levels to operate on public streets,” a spokesperson for the state’s DMV said in an email. “Nevada does not issue any permit or license based on an autonomous vehicle’s level of automation.”
Mercedes-Benz’s Drive Pilot is similar to “hands-free” highway driving systems like GM’s Super Cruise, Ford’s BlueCruise, and Tesla’s Autopilot, in so far as it allows drivers to take their hands off the steering wheel and feet off the pedals under certain conditions. But unlike Level 2 systems, in which drivers are required to keep their eyes on the road,
Mercedes certified that its technology meets Nevada’s “minimal risk condition” requirement
Mercedes-Benz’s Drive Pilot is similar to “hands-free” highway driving systems like GM’s Super Cruise, Ford’s BlueCruise, and Tesla’s Autopilot, in so far as it
Tomi Engdahl says:
How to Mitigate EMI in Electric and ICE Vehicles
Jan. 20, 2023
EMI can be a disturbance to both gas-powered- and electric-vehicle operation. EMC testing will help verify standards compliance.
https://www.electronicdesign.com/power-management/whitepaper/21258511/electronic-design-how-to-mitigate-emi-in-electric-and-ice-vehicles?utm_source=EG+ED+Auto+Electronics&utm_medium=email&utm_campaign=CPS230119092&o_eid=7211D2691390C9R&rdx.identpull=omeda|7211D2691390C9R&oly_enc_id=7211D2691390C9R
Tomi Engdahl says:
Driverless Buses Take To The Road In Scotland
https://hackaday.com/2023/01/31/driverless-buses-take-to-the-road-in-scotland/
Scotland! It’s the land of tartans, haggis, and surprisingly-warm kilts. It’s also ground zero for the first trial of full-sized driverless buses in the United Kingdom.
It’s not just automakers developing driverless technologies. Transit companies are desperate to get in on the action because it would completely upend their entire existing business structure. Now that self-driving buses are finally approaching a basic level of competence, they’re starting to head out to haul passengers from A to B. Let’s look at how the UK’s first driverless bus project is getting on out in the real world.
Driverless bus takes passengers across Forth Road Bridge in UK first
https://www.bbc.com/news/uk-scotland-edinburgh-east-fife-64350096
Tomi Engdahl says:
Meet the MIT-PITT-RW Indy Autonomous Challenge Team
Jan. 31, 2023
The 2023 Indy Autonomous Challenge (IAC) showcased its AV-21 autonomous race car at the Las Vegas Motor Speedway, where MIT, the University of Pittsburgh, Rochester Institute of Technology, and University of Waterloo had a competing team.
https://www.electronicdesign.com/markets/robotics/video/21258514/electronic-design-meet-the-mitpittrw-indy-autonomous-challenge-team?utm_source=EG+ED+Analog+%26+Power+Source&utm_medium=email&utm_campaign=CPS230119072&o_eid=7211D2691390C9R&rdx.identpull=omeda|7211D2691390C9R&oly_enc_id=7211D2691390C9R
Indy Autonomous Challenge (IAC) utilized the new AV-21 autonomous race car at the Las Vegas Motor Speedway at CES 2023. The cars run the ROS 2—the Robot Operating System. Teams from around the world compete using fully autonomous Indy-class cars.
We had a chance to talk to a few of the members of the combined MIT, University of Pittsburgh, Rochester Institute of Technology, and University of Waterloo team (MIT-PITT-RW) to find out what they do on the car and the project
Tomi Engdahl says:
Title
pickeringtest.com
Hitting a Moving Target – Designing a HILS Test Rig
for an Electric Vehicle Startup Company
https://blog.pickeringtest.com/hubfs/pil/success-story-designing-a-hils-system-for-electric-vehicle-test.pdf?utm_campaign=PIL%202023%20Advertising&utm_source=ed-personif.ai-2023-feb-apr-success-bms-hils&utm_content=Success%3AAdvantages%20of%20Modularity%20When%20Testing%20a%20Battery%20Management%20System
Imagine the challenge. You are working for an electric vehicle (EV) startup company,
designing the Hardware-in-the-Loop Simulation (HILS) test system. Everything is
new – the hardware, the software, the tools, the testers and the test code. Yet, the
system must be as accurate as possible in order to correctly simulate the operating
environment. You’re also working on the electronic control unit (ECU), which houses
the EV batteries. In order to test them thoroughly, they will need to be stressed
beyond their normal operating range. Since the test environment can be quite
dangerous – you will need a blast-proof bunker.
To summarize, it’s a very dynamic situation with a high degree of risk. Then, of
course, because they are a startup, there is a very aggressive schedule without
the established product roadmap, which would enable you to predict test system
requirements accurately for two to three years ahead. You’ve got maybe six months’
visibility. You’re going to need a very flexible and scalable system.
Tomi Engdahl says:
Pohjoisen robottiautotesti päättyi menestyksellisesti
https://etn.fi/index.php/13-news/14545-pohjoisen-robottiautotesti-paeaettyi-menestyksellisesti
Sensible 4 kertoo, että ankarissa arktisissa sääolosuhteissa Norjan Bodøssa toteutettu kolmen vuodenajan robottiautokoe päättyi menestyksekkäästi. Pohjoismainen projekti toi arvokkaita näkemyksiä ja dataa, joita käytetään edelleen automatisoidun ajotekniikan kehittämiseen ja tehostamiseen ankarissa sääolosuhteissa.
Mobility Forusin, Borealin, Nordland Countyn kunnan, Bodøn kunnan ja Sensible 4:n ensimmäinen pitkäaikainen automatisoitu ajoprojekti toteutettiin kahdella Sensible 4:n ohjelmistolla automatisoidulla Toyota Proace Verso Electric -ajoneuvolla. Ajoneuvot ajoivat 3,6 kilometrin reittiä, joka tarjosi paikallisille asukkaille tärkeän liikenneyhteyden yhdistämällä paikallisen sataman sairaalaan.
Testissä hyödynnettiin ensimmäistä kertaa sähköisiä Toyota Proace -ajoneuvoja, jotka Sensible 4 automatisoi kokeilua varten. Autot tekivät 14 tunnin pitkiä työpäiviä. Projekti tuotti mielenkiintoista tietoa siitä, miten dieselajoneuvot eroavat sähköautoista, ja pitkät työtunnit tarjosivat laajan valikoiman dataa ja kokemusta.
Tomi Engdahl says:
How to Overcome Autonomous-Vehicle Networking Challenges
Oct. 27, 2022
This three-part series looks at issues facing designers of autonomous vehicles trying to reach level 5 autonomy, in terms of effectively implementing a sensor-fusion platform, building a networking system, and addressing safety and security concerns.
https://www.electronicdesign.com/markets/automotive/whitepaper/21253589/rambus-how-to-overcome-autonomousvehicle-networking-challenges?utm_source=EG+ED+Auto+Electronics&utm_medium=email&utm_campaign=CPS230119093&o_eid=7211D2691390C9R&rdx.identpull=omeda|7211D2691390C9R&oly_enc_id=7211D2691390C9R
Tomi Engdahl says:
Deluge of Non-EV Automotive ICs Accelerates Forward
Jan. 19, 2023
There’s a seemingly insatiable need for both general-purpose and application-specific automotive-qualified ICs.
https://www.electronicdesign.com/markets/automotive/article/21258373/electronic-design-deluge-of-nonev-automotive-ics-accelerates-forward?utm_source=EG+ED+Auto+Electronics&utm_medium=email&utm_campaign=CPS230119093&o_eid=7211D2691390C9R&rdx.identpull=omeda|7211D2691390C9R&oly_enc_id=7211D2691390C9R
Autojen komponenttipula ei hellitä tänä vuonna
https://etn.fi/index.php/13-news/14550-autojen-komponenttipula-ei-hellitae-taenae-vuonna
Uusia autojen joutuu edelleen ottamaan kuukausia, erityisesti jos haluaa mukaan kaikki autonvalmistajan suunnittelemat ominaisuudet ja toiminnot. Komponenttipula on vaivannut alaa pitkään, eikä helpotusta ole luvassa ainakaan tänä vuonna.
Näin katsoo komponentteja verkossa kauppaava Sourcengine. Nyt käynnissä oleva pula ja sen myötä tullut tuotannon hidastuminen johtuu useista tekijöistä, joista suurin osa on taloudellisia. Kehittyneiden prosessien kysyntä putosi kuin kivi vuoden 2022 lopulla. Äkillinen heikkeneminen johti tuotannon leikkauksiin ja irtisanomisiin maailmanlaajuisesti. en sijaan vanhojen yli 28 nanometrin prosessissa valmistettujen sirujen kysyntä on edelleen korkea.