Issue10 / April 2018 Video Enabled

INFOTAINMENT / TELEMATICS / INTERNET OF EVERYTHING

AUTONOMOUS DRIVING IN A NON-CONNECTED CAR:Intel and Mobileye don’t need cellular networks

TRANSITIONING TO VIRTUAL CONTROL SYSTEMSJaguar Land Rover favours virtual controls

ADDING AI AND AR TO AUTOMOTIVEHarman develops MBUX with augmented reality navigation

PLUS:

Sponsored by:

SPECIAL CES VIDEO FOCUS:AUTOMOTIVE TECHNOLOGY ON DISPLAY IN LAS VEGAS - Video interviews with Ericsson, Autoliv, Intel/Mobileye, Blackberry QNX, Torc, Aptiv,Qualcomm, Toyota, Aptiv and Conjure/Irdeto.

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FROM THE DRIVING SEAT

ello, and welcome to the latest issue of Connected Carmagazine.

CES, the world’s largest tech show, feels some way behind us now,and while the movies that the Connected Car film crew made at theshow have been live on our web site for some time, this is the firstopportunity we have had to promote them in the magazine itself.

CES provides a wonderful opportunity to meet face to face withmany of our industry’s most important people, and this year wasno exception. Perhaps you think that the important people justsend their minions to the show while they sit back and survey fromafar? Well, I can tell you that that is not the case. I met and filmedinterviews with top execs from Ericsson, Autoliv, Intel/Mobileye,Blackberry QNX, Torc Robotocs, Aptiv, Qualcomm, Toyota andConjure/Irdeto and invite you now to watch this, a veritable videosmorgasbord of automotive technology in our CES 2018 movieshowcase.

Back at home, I have been talking to more of the industry’s keymovers and shifters. It has been a while since I talked to JaguarLand Rover, but a lot has been happening. In an interview withPeter Virk, JLR’s Director of Connected Car & Future Technology, I learned how JLR’s InControl Touch Duo infotainment controlsystem largely does away with knobs and switches, and leads theconsumer into the world of virtual controls.

Autonomous cars HAVE to be connected to the cloud, right? Well,not according to Mobileye, a company recently acquired by Intel forits ADAS and autonomous skill sets. Dan Graves of Mobileyeexplained to me that his company believes that all decision-making in an autonomous vehicle has to be done in real time,using data that is inside the car. Fascinating stuff, and an eyebrow-raising follow-on from our 5G feature in the previous issue.

Then I talked to Harman (or HARMAN as they prefer), which isfinding its feet again as part of the Samsung organisation. Harmanwas recently honoured by Daimler with a Supplier Award foroutstanding Technology and Innovation for its contributions to theall-new Mercedes-Benz User Experience (MBUX) infotainmentsystem that it was instrumental in developing – specifically theaugmented reality navigation and over-the-air update capabilities. I spoke with Gerhard Nuessle to learn how Harman is benefittingfrom products, technologies and resources that come from the vastSamsung organisation.

All this plus plenty of news from the connected and autonomousdriving sector! I hope you enjoy this issue.

Vince HoltonEditorConnected Car

HCONTACT DETAILS:Publisher/Editor-in-chief:Vince Holton · vholton@connectedcarmag.comTelephone: +44 (0)7850 544445

NextGen Contact:Andor Miles-Board andor.miles.board@ngtech.co.uk Telephone: +44 (0)3331 120 000www.nextgen-technology.com

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F E AT U R E S

AUTONOMOUS DRIVING IN A NON-CONNECTED CARMobileye’s computer vision methodology differssubstantially from that used in other autonomousdriving platforms.

2018 CES MOVIE SHOWCASEIn this issue we are showcasing nine individual filmsthat we made at CES, involving Aptiv, Ericsson,Toyota, Intel, Qualcomm, Blackberry QNX,Conjure/Irdeto, Autoliv and Torc Robotics.

TRANSITIONING TO VIRTUAL CONTROL SYSTEMSHow are Jaguar Land Rover customers getting onwith and enjoying infotainment and HVAC systemsthat predominantly do away with physicalswitchgear? We ask JLR’s Peter Virk – the man whoshould know.

ADDING AI AND AR TO AUTOMOTIVEHarman’s MBUX infotainment system uses artificialintelligence to learn a driver’s habits and preferencesfor a more familiar experience, while AugmentedReality (AR) Navigation combines turn-by-turndirections with AR visuals.

UK AUTODRIVE CONNECTED AND AUTONOMOUSVEHICLE PROJECT TACKLES CITY CENTRE PARKINGThe UK Autodrive project with partners Ford, JaguarLand Rover and Tata Motors European TechnicalCentre (TMETC) used public roads and car parks todemo connected and autonomous vehicles.Connected Car was there.

E V E N T S

A calendar of significant connected car eventshappening around the world and subscribe free ofcharge to Connected Car magazine.

I N D U S T RY D ATA

Access quarterly updated tables listing the cellphonesthat car manufacturers should be most aware of,region by region.

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This didn’t stop what seems to have been a somewhat relentlessmarch by Mobileye. In early 2017, Mobileye, Intel and BMWannounced that they would develop a test fleet of autonomousvehicles and later in the year, Intel announced that it was acquiringMobileye, saying that the two companies would work together todesign and architect autonomous driving systems.Mobileye’s computer vision methodology differs substantially from

that used in other autonomous driving platforms in that it bases alldecision-making on real-time data inside the car, rather than relyingon connectivity to the outside world, taking data from the cloud orfrom other vehicles. Connected Car met with Intel and Mobileye atCES 2018 and saw a concept vehicle that incorporated 12 camerasin one vehicle (see video report on page 9), and on our return fromLas Vegas we decided to learn more about the Mobileye proposition. Vince Holton spoke with Mobileye’s Dan Galves, and this turned out

to be one fascinating interview.

VH: Let’s start by you providing an overview of Mobileye – pre and post-Intel – if you would.DG: Mobileye is about computer vision systems and gatheringinformation that can be used by a vehicle to make decisions. Detectingobjects like vehicles, pedestrians, cyclists. But also detecting texture ina very detailed way, information that has no shape – lane markings,the boundaries of the road, reading traffic signs or whether a trafficlight is red or green. That’s really Mobileye’s speciality - algorithmdevelopment and chips that specifically work with the kind of softwarethat we produce. That combination System on Chip (SoC) is what haslead Mobileye to a leadership position in Advanced Vehicle AssistanceSystems (ADAS) technology. Features like emergency braking, lanekeeping assistance, things like that. We believe that we continue tohave a pretty significant technology lead in at area. We have managed to do this not only as a result of great skills

retention – the same team has been working together for manyyears – but also because we are running production programmeswith 25 different auto manufacturers. With each one of theseproduction programmes you have to run the gauntlet of pre-production tests to prove out the technology for each one. Fromeach one of these production programmes you end up with vastvolumes of hi-res video, tens of millions of miles of data from allover the world, and this becomes the data set that we use to testand validate new algorithms. This is the legacy that keeps us in a leadership position, and last

year we won 30 new ADAS programmes, which was two and halftimes as many as the year before. Two or three years ago it became apparent that the industry had

decided to move quickly and to move beyond ADAS to level 3, 4and 5 autonomous driving. We spent some time identifying wherethe major challenges were to do this, and where could Mobileyedifferentiate itself? The area we focussed on was mapping. Not that creating high-definition maps is impossible, but to do it inan efficient way is very critical. A high definition map becomes oneof the major redundancies to camera data and we realised thatbecause so many vehicles were being equipped with cameras forADAS programmes, if we could figure out a way to use data fromthose vehicles to create a high-definition map, you could create themap in a very efficient way. If you have millions of vehiclescontinually riding around monitoring the environment, you couldalso keep those maps very fresh. This is what created RoadExperience Management (REM). Decision making is also hyper-important when you have this high-accuracy model of theenvironment and we believe we have a unique capability in creatingdriving policy and decision making. Moving towards the merging of Mobileye and Intel, along with this

push towards fully autonomous vehicles, we realised thatautonomous vehicles are not just a product, they are an industry.

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CONNECTED CAR INTERVIEW

Mobileye – Dan Galves

AUTONOMOUS DRIVING IN A NON-CONNECTED CAR

AN INTERVIEW WITH:Dan Galves, SVP, Chief Communications Officer, Mobileye

SRAELI TECH COMPANY MOBILEYEHAS ESTABLISHED A LARGE

FOOTPRINT IN THE ADVANCED DRIVERASSISTANCE SYSTEMS (ADAS) ANDAUTONOMOUS DRIVING SECTOR. THECOMPANY’S EARLY CLIENTSINCLUDED BMW, GENERAL MOTORSAND VOLVO, AND MOBILEYE CLAIMSTO NOW BE WORKING WITH 25 AUTOCOMPANIES. IN 2015, TESLAANNOUNCED THAT IT WOULD USEMOBILEYE’S EYEQ SYSTEM ON CHIP(SOC) IN ITS SELF-DRIVE CARS,THOUGH THE TWO COMPANIES HAVENOW PARTED COMPANY.

I

The ability to enable this industry goes way beyond just computervision technology and mapping and driving policy. You move intocloud computing, data centres, reacting with regulators and policymakers and sophisticated agreements with automakers. Our viewwas that it was time to combine with a technology giant like Intel tobring us some of these capabilities that we didn’t have in-house. OnIntel’s side I believe that they recognised that autonomous vehiclesare one of the next major waves of technology, a lot of which is aboutmanaging data, which Intel is extremely good at. So it made for agreat fit.The structure is that the single thrust towards autonomous driving

inside Intel is managed by Mobileye senior management – AmnonShashua – and the integration is going really well.

VH: And presumably the $15 billion that Intel paid was welcome too! DG: Well, yes, it is a big number, but this industry has the potential todrive thousands of dollars of new content inside vehicles from abasepoint of essentially zero today. We already had a very attractivegrowth rate based on our existing business – we expect our growth tocontinue in the mid-40% range just based on ADAS – and we aresignificantly well-positioned for the next generation of autonomousvehicles – Level 2+ or Level 3, which have the potential to deliversignificant convenience to consumers when they are commuting. Ithink we feel that the price was very justified even in the mediumterm, and before you get to fully autonomous driving.

VH: OK, let’s move to the Intel/Mobileye demo at CES. What wereyou showing there, and how does it link to the concept ofenhancing trust and safety in autonomous vehiclesDG: When we look around the industry at the Level 5 programmesthe goal just seems to be to get a car on the road and to worry aboutmass-production and scalability at a later point. By contrast, ifMobileye hadn’t thought about mass production and scalabletechnology at a reasonable cost from the outset, we probablywouldn’t have made it to 2010. What we intend to do is to developan end to end, autonomous vehicle system that eventually supportsLevel 5 driving, but thinking about safety and scalability today. The demo at CES demonstrated some important levels of scalability.

We were showing a 12 camera set-up – cameras being the primarysource of information. We use cameras in this way because they cansee shape as well as texture and have much more resolution than theother sensor modalities. This is a pretty substantial camera set-up.There are three forward facing lenses, each with a different field ofview. One is narrow and long-range, one is medium range and oneis a fish-eye – very short range. Then you have two wing cameras oneach side of the vehicle. One is taking an angled view backwards,and one an angled view forwards. That’s three on the front, two oneach side. Then you have four very short range cameras, mostly forparking but also for where cars are very close to you. Then you havea rear camera, making twelve in total. So you have your camera set-up as your primary source of information, but then you have to thinkabout redundancy. For shape we have radar and LIDAR. So we havean independent radar and LIDAR system that creates a second sourceof information for identifying shape. The set-up has six LIDARsaround the vehicle and six radars. These are very different LIDARs to the ones that most people are

used to. These are not 360º spinning LIDARs, these are LIDARs thattake a specific field of view – I think it is 75º - and are used to gathervery specific information. They are not used to generally gatherinformation, they are used for what LIDAR is best at – long-rangesensing – distance verification and in some cases contours in theroad. By limiting what you need the LIDAR for, you get to the stagewhere the LIDAR cost is already very low. So you have a redundant source of information for shape, and you

now need one for texture – road geometry, lane markings, roadboundaries, and this is where the map comes in, the road book

which is the crowd-sourced high definition map. That’s the sensorset-up that we were showing at CES and, frankly, that’s a set-up thatis already at a reasonable cost. Mobileye is not relying on anysignificant reduction in the cost of sensors. Then you need acomputer architecture to run everything. Our belief is that becauseour software is very efficient and have had a team of siliconengineers inside Mobileye for fifteen years working together with thesoftware team, we can create a computer architecture that is veryefficient. The goal – which we think we have already hit – is that we can

achieve a computer architecture that has computational power ofbetween 70-100 Terra OPS (trillions of operations per second) atapproximately 50 watts of power. Power consumption is extremelyimportant because the more computational power you need, themore cost and the more power you are using. Power in automotivecomes at a real premium and in our test vehicles we can alreadydemonstrate a computer architecture that draws 50 watts or less.This is massively different to what we are seeing with otherautonomous vehicle development programmes.

VH: Can you quantify that? How different?DG: I think there have been public comments from other companiesin the sector saying that the power consumption in current computerarchitectures in the vehicles is in kilowatts. That means that at 50watts you are twenty to fifty times lower. A computer architectureusing 2-3 kilowatts of power may be driving an incremental 30-40% fuel usage, whether you are powered by electricity or gasoline. Then, on the safety side, we published an academic paper about

6 months ago that really calls for the industry to begin a discussionon how to create common-sense definitions of human judgement.Because an autonomous vehicle has access to this high-accuracyinformation about the environment – time to contact, relativevelocity, reaction times, braking times and things like that, you cancreate definitions about what’s the minimum distance I can be awayfrom another vehicle so that no matter what action that vehicletakes, we can avoid a collision or causing an accident. You cancreate mathematical definitions of what the proper response is whenyou are thrust into a dangerous situation. We are really at thebeginning of this process and we do believe that it requires industry-wide discussion. We’ve made contact with a lot of different playersand we believe that by separating the AI-based decision makingsoftware – software that is built through training and reinforcementlearning techniques to create proposed decisions - from theformulaic, deterministic safety layer on top, which will monitor everydecision that the AI makes and reject any that violate rules, we cancreate a very efficient driving policy and decision-making software.That’s a thousand times safer than a typical human-controlledvehicle.

VH: That’s a pretty high magnitude of improved safety.DG: It is, and nobody really knows how safe is safe enough, but weknow that autonomous vehicles are going to be held by society to ahigher standard than human driven vehicles. We believe that youcan’t just launch vehicles that are a just a little bit safer than ahuman driven vehicle, you have to launch a vehicle with provensafety standards that are massively better than human drivenvehicles.

VH: I’m sure you are right. Well, you two companies are workingclosely together now. How is Intel’s know-how combining withthat of Mobileye?DG: One of the first, real significant values that Intel added toMobileye was incremental silicon engineers. From the first day afterthe closing we took on a team of one hundred silicon engineersfrom Intel to develop software kits and libraries to open up portionsof the EyeQ SoC so that our customers can write their own software

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on top. This is all about giving the customer choice. When you arecreating an ADAS system there is no need for the car maker to writeits own software. We can deliver a closed SoC to enable features,but in the world of autonomous vehicles the customer will want tohave some role in how decisions are made and how the vehicleperforms and feels to the consumer. It’s really important that theauto company can take that role and so we have to create an openarchitecture with the EyeQ. That is something that we have talkedabout for a while, but it really is Intel’s speciality. That is a majorexample of how Mobileye and Intel are better together.

VH: This sounds a bit like you are developing an open sourceproposition. Is that what you are working towards?DG: I wouldn’t call it open source. The core sensing system – theability to convert camera data into usable information andprocessing high-accuracy data – is not something that is ever goingto be open. However, that information is used as the raw material fordecision making and some of the customers that we work withdirectly – our key partners rather than just allowing anybody to writeonto the EyeQ – want to be able to differentiate their offering and so apart of that is working with us collaboratively on what we call acomfort driving policy. Not the safety layer, but the part where youare proposing decisions and working on creating a very human-likefeel to the vehicle. That’s a big challenge. If you are driving or beingdriven by a lot of the current development and test vehicles forautonomous driving they are somewhat jerky and there are certainsituations where they are not really smooth yet. We feel we have tocreate autonomous vehicles that not only get from A to B massivelysafer and at similar or lower cost than human driven vehicles, butalso just as fast and just as smoothly. Car companies want to play apart in achieving this, and so having an area within the chip wherethe auto maker can make their own code is very important to them.

VH: How do ATOM and EyeQ5 (SoC) share functions? DG: What we talked about at CES was a two EyeQ5 and ATOM-based system. One of the EyeQ5s delivers the full computer visionprocessing capability – turning the data from all twelve cameras intousable information. The second EyeQ5 handles sensor fusion anddecision making and it is that one that would have some openelements that the car company could park its own software on. Thenit is really the ATOM processor that will translate those decision intospecific instructions for the vehicles actuators – for example thebraking and the steering, which is a big piece of the puzzle.

VH: Mobileye includes vehicle to vehicle (V2V) connectivity aspart of its proposition. Can you tell us some more about the V2Vcomponent?DG: There is a 5G antenna on the vehicle and part of Mobileye’sphilosophy of realism is that we can’t rely on any information that issafety critical that comes from the cloud. When you are analysingthe environment and making decisions in real time, it all has to takeplace inside the vehicle. You can’t tolerate any kind of latency andas a critical input to the system you can’t rely on any technologythat is not going to be ubiquitous. So we wouldn’t turn down anyinformation that is coming from another vehicle or from theinfrastructure, but we’re not going to rely on it. Anything that we getfrom V2V, from road signs or traffic lights will just be incrementalinformation to use.

VH: So you are not relying on data coming over 5G from thecloud, you’re not relying on data coming from other vehicles.What then is the essence of your platform?DG: A computing architecture in the vehicle that has the ability toanalyse everything in its environment which makes decisions in real

time. The cloud will be important, because that is where the high-definition map will be stored, but as the vehicle is being driven themap is downloaded onto the vehicle in tiles, based on where youare going – well ahead of needing the map. We are utilising thecloud, but everything has to be processed inside the vehicle.

VH: Doing all your high level processing inside the vehicle isvery different from many – perhaps most – other propositions,which are based on processing in the cloud. DG: That’s right. We’re not relying on anything from outside thevehicle. If information is available we will use it, but in anincremental way rather than relying on it. Additionally, if we arecommunicating with the cloud, we need to be able to do so withnormal and existing network communications that are availabletoday. As we build these RAM-based maps based on harvestingdata from other vehicles, the bandwidth has to be low enough to beable to be communicated on today’s cellular networks – which it is. As far as 5G is concerned, we do not see it as an enabler of

autonomous vehicles, but we do see autonomous vehicles as ahuge benefit to 5G communications. Once people are beingchauffeured around in autonomous vehicles, they are going to wantto be able to communicate with the outside world and to consumecontent. Having high-bandwidth networks will make that ridingexperience much better.5G will be important, but we can’t rely on it being available

everywhere in order to drive any of the safety-critical functions of thevehicle because it won’t be everywhere for quite a while.

VH: It’s very interesting to hear you say this, as I believe thatbasing autonomous driving vehicle development on 5G, which,for the foreseeable future will only be available in designatedcorridors of connectivity – and that’s at best and once it doeslaunch commercially - is very wrong. This concept is beingdriven by the 5G industry.DG: I think you are right, and it’s just logical. The context is that inthis industry, if we could immediately convert to a world where everyvehicle is autonomous it would be a lot easier. One of the biggestchallenges is enabling autonomous vehicles to interact with humandriven vehicles and to not make decisions that seem weird tohumans and that create safety issues as a result of not being usedto this style of driving. It’s the same with 5G. If 5G was ubiquitous, itcould be used as a significant piece of the puzzle. But it is not goingto be everywhere and so you can’t rely on it.

VH: Let’s wrap this up then. We will assume we are in anautonomous vehicle. What is the in-vehicle experience (IVE)that will be provided and just how will consumers experienceautonomous driving?DG: It’s really outside our role, but we believe that it is criticallyimportant to be able to communicate with the driver or thepassenger in a very transparent and informative way in order togenerate trust from the consumer. We are working with our partnersto make sure that information about what’s happening in theenvironment - are my sensors working to their full capability, what isthe likelihood that the driver will need to take over at some point –all need to be communicated with the customer in a very clear way.It’s not really Mobileye’s role to create these in-vehicle systems, butIntel has a group that is doing very well in this field and each auto-maker has a view of what is going to be required. I think that thegeneral comment is that consumer trust is going to be extremelyimportant here. What we have found is that consumers are more comfortable

when they have more information.

www.mobileye.com

CONNECTED CAR MOVIESHOWCASE AT CES 2018

For the third year in succession, Connected Car

magazine visited CES and met with many of the

automotive and tech industry companies that were

showing new and innovative technology at this, the

world’s largest tech show.

In this issue we are showcasing nine individual

films that we made at CES, involving Aptiv,

Ericsson, Toyota, Intel, Qualcomm, Blackberry

QNX, Conjure/Irdeto, Autoliv and Torc Robotics.

Watch our movie interviews to learn about latest

developments in connected car systems,

autonomous driving, mobility services, vehicle

access systems, sensor hardware, security, 5G and

LIV – Learning Intelligent Vehicles.

�

CONNECTED CAR MOVIE THEATRE

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CONNECTED CAR MOVIE THEATRE

CONNECTED CAR MOVIESHOWCASE AT CES 2018

AptivAptiv, the recently re-brandedDelphi, showed a large-scaledisplay of Level 4 autonomousdriving on the streets of LasVegas. Aptiv had teamed upwith mobility company Lyft,and was chauffeuring CESvisitors around the various CESlocations.

EricssonEricsson brings decades ofcommunications expertise tothe connected car ecosystem.In this interview withConnected Car, MagnusGunnarsson, who is Ericsson’sHead of Strategy, Portfolio &Business Development, IoTConnected Vehicles, details hiscompany’s roadmap forconnected Car, smart citiesand 5G.

Blackberry QNXWith its roots in smartphonetechnology, Canadiancompany BlackBerry is also amajor player in the automotivesector. At CES 2018, ThomasBloor told us about hiscompany’s converged cockpitcontroller and we discussedsecurity within the car.

The Connected Car team spent two days walking around Las Vegas and filming at CES 2018 so that you didn’t need to! We hope that you enjoy the movies that we made.

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CONNECTED CAR MOVIE THEATRE

QualcommQualcomm showed a CadillacEscalade fitted with multipleSnapdragon processors,driving a multi-screeninstrument cluster, passengerdisplay and rear-seat displaysand talked Connected Carthrough the process ofconsolidating many units intoa small amount of chipsets inorder to provide better value formoney for its customers.

Mobileye, an IntelcompanyAt CES 2018 Intel was makingmuch of its recent acquisitionof Mobileye, and had a majorautomotive presence. Ondisplay was a physical demoof how vehicles in 2021 willutilise sensor hardwaretechnology.

AutolivWho had the biggest car parkdemo of autonomous drivingtechnology at CES 2018? Well,it might just have been Autoliv.This Swedish company worksin active safety systems and atCES was showing it’s LIVsystem – that’s LearningIntelligent vehicle. This helpsyou drive by learning andunderstanding more aboutyou.

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CONNECTED CAR MOVIE THEATRE

CONNECTED CAR MOVIE SHOWCASEAT CES 2018 continued

ToyotaLike many car companies,Toyota is re-inventing itself.Mobility services are the future,it seems, and Toyota’s e-Paletteplatform, and the e-PaletteAlliance are intended to beToyota’s route to futuresuccess. Toyota is opening upits’s platform to other carcompanies – Mazda is onboard – and to big namebrands across many sectors.

Conjure/IrdetoConjure, which specialises indesigning sophisticated userinterfaces, has formed apartnership with securityspecialist Irdeto. The goal wasto manage usage of vehicles –access, remote start andcreating driver privilegeprofiles, and how access willbe managed when drivers nolonger own the vehicles thatthey drive.

Torc RoboticsAutonomous driving feels very2018. However, one companyat CES 2018 has been in thebusiness for more than 10years. Torc Roboticsshowcased its Asimov self-driving car system, andannounced a partnership withAAA.

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QUICK GLANCE INSIDE MANY NEW JAGUAR LAND ROVERVEHICLES WILL SHOW THAT THE COMPANY IS

COMMITTED TO A DESIGN LANGUAGE THAT IS ALL ABOUTELEGANCE, SIMPLICITY AND A LACK OF PHYSICAL SWITCHESAND KNOBS. WE FIRST SAW THIS IN THE VELAR AT AUTOMOBILEBARCELONA (SEE OUR VIDEO REPORT HERE) AND NOW IT HASBEEN ROLLED OUT ACROSS 2018 MODEL YEAR RANGE ROVERSAND RANGE ROVER SPORTS. WHILE THE DUAL GLASS PANELSOF THESE CARS LOOK VERY SOPHISTICATED AND, YES,ELEGANT, HERE AT CONNECTED CAR WE WONDERED WHETHERTHIS IS A TRIUMPH OF DESIGN OVER FUNCTION, OR WHETHERJAGUAR LAND ROVER CUSTOMERS WERE GETTING ON WITHAND ENJOYING INFOTAINMENT AND HVAC SYSTEMS THATPREDOMINANTLY DO AWAY WITH PHYSICAL SWITCHGEAR?

To find out, Vince Holton chatted with JLR’s Peter Virk.

VH: It was early 2016, Peter, when you and I sat in a then newDiscovery Sport and you gave us a run through of theinfotainment and connectivity features. A lot of development hashappened since then, so talk us through latest developments inInControl systems and the way you are evolving dashboardcontrol systems.PV: The biggest change was the introduction of InControl TouchDuo which we introduced on the Velar in 2017. This is bringing inour top of the range touch screen display. This is adjustable andhas a nice curved display that allows you to tilt the angle to bestsuit the driver or the passenger. The biggest change though is thelower display. Previously we had a large touch screen and thenbelow this we had a switch panel with Heating, Ventilation and AC(HVAC) controls. That lower section is now a TFT touchscreen thatenables a number of multi-functional features. This includes whoyou are listening to, who you are calling, last numbers dialled andterrain response – it shows you a nice, hi-res graphic of the typeof terrain you might be driving on, be it grass, gravel, snow, rockcrawl, etc, all in dynamic mode.

And – of course - it also gives you the climate control functions.You get two virtual rotary dials, and these are multi-functional. Ifyou are in climate mode, you can press on them, for example,and choose your heated seats. If you are in Terrain Optimisation mode, the rotary dial then

becomes a selector to change from one terrain mode to the next.They are contextually sensitive, dependent on what mode you arein. Finally, we integrate with the main cluster. There are newgraphics and a new skin for the infotainment system and for thecluster, where you can now show what you are listening to, amap showing where you are going and driver information onspeed and so forth, giving the driver the flexibility of having whatinformation they want, and where they want it.

VH: So, these recent updates have seen InControl systemsmove increasingly to touchscreen - and voice control - whileother manufacturers retain rotary control devices and buttons. IsJLR’s decision to do this based on customer research confirmingthat people are ready to make the switch to entirely touchscreencontrolled systems?PV: We have extended the touchscreen environment and I guessthis comes through the design language pieces we are doing tocreate that very clean, premium interior. We do recognise thatthere is still a need for some knobs and switches. Volume control,for example, as we think this is still quite important on a human

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CONNECTED CAR INTERVIEW

TRANSITIONING TO VIRTUALCONTROL SYSTEMS

Peter Virk

PETER VIRK, Director of Connected Car & Future Technology,Jaguar Land Rover

A

factor level. But providing virtual rotary controls also contributes,because sometimes it is still easier to select one or two notches tothe left or right. Giving the user what they want, and where theyneed it, is key. Considering how much information and how many functions are

now available, giving somebody that dynamic visual response –especially with the terrain functions, where you can see a hi-resgraphic of whichever mode you are entering – is valuable. Orallowing you to show something different in the lower display,such as when you are selecting massage seats, gives you thisrich experience, rather than just giving you an illuminated switchwith an on/off function. Consider also that this allows the driver tokeep what is important to them on the top display, and not to haveto switch modes to do something else. It’s annoying isn’t it, whenyou are displaying your route and you want to adjust the climatecontrol and the last thing you want to have to do is to removeyour primary display? The system also adds personalisation. Our customers have

shown us that they like to personalise their cars. They like differentfunctions in different areas – choosing what they want in thecluster - or a heads-up display. They can choose what works bestfor them, and we think that is important.

VH: So you are finding that real customers in the real world arehappy that a virtual knob works as well for them as an actualknob?PV: Yes, because it is contextually sensitive and based on themode you are in. Instead of having 5 knobs, you have one knobthat controls whichever mode you are in. People also like that thisdesign language for the interior of the cars keeps things clean andelegant. It is a balance between what information you put on thedisplay, while still keeping everything simple to operate.

VH: At one time InControl was presenting ‘curated’ apps.Increasingly, systems support native versions of apps running,for example, on full versions of Android operating inside thevehicle. Does this mean that car companies are relinquishingsome control to the tech companies?PV: On Range Rover 2018 model year cars we have introducedour Online Media Player. You and I have had a number ofconversations in the past about how we have used our phones inour cars, and screen projection technology. It’s no secret that JLRinvested in CloudCar last January. We have worked closely withthem to bring some of that functionality into the car without havingto plug in your phone. The reason being that the car has a 4Gmodem and now has all of the processing capability that youneed. We have, then, brought our first embedded application, and this

is for media. We do have a number of apps that we already hadon the platform, like Flight Tracker and the weather app thatallows you to know the weather at your destination, but wewanted to enable a situation where people could listen to theirchosen entertainment wherever they are globally. So we workedwith CloudCar to aggregate content and service providers in thecloud in order to provide an online media domain inside thevehicle. What we have offered at launch is Deezer and TuneIn, sothat you can stream your favourite music or listen to whateverradio station you want globally. Where previously everybody created dedicated apps with

dedicated features per brand, what we have done is an onlinemedia app. With Deezer and TuneIn we have two apps at themoment, but you can see where we are going. It allows us to add,change and update content in the cloud. Doing cloud to cloudintegration means we don’t automatically have to change what isin the car, but if we need to, we can. This methodology allows usto add content from our online providers in a dynamic way. The

beauty is that you get into the car and without having to get yourphone out you listen to what you were last listening to. It’sconnected over 4G and using the same Deezer or TuneIn accountthat you were using at home. The same account that you use inyour home, the gym or wherever. This is the important piece – bringing that personalised, curated

playlist or content that you have created, into the car and linked tothe Jaguar Land Rover account. You associate your Deezer orTuneIn account with your JLR ID. You can have all of yourpreferences and settings follow you into any Range Rover orRange Rover Sport that you step into. This is the first step that wehave launched with our customers, and it is quite a richexperience, especially as you can have that music displayed inthe top display, the lower display or the cluster and with album artand very simple Play, Pause, Forward, Next Track controls etc.

VH: And for the people like me who use Spotify?PV: Ah-hah! Well, we do provide Spotify today through our appsplatform, and we will continue to look at our content providers tosee who we will look to integrate next.

VH: It sounds like it is a ‘watch this space’ situation!PV: It is. You have to remember that our vehicles go into everycountry in the world, and from one region to another we have tooffer different content. We take that into account.

VH: OK, let’s change tack. Hypervisor technology is intended tokeep the real-time operating system inside the car (e.g. QNX)separate from Android, iOS or another guest operating system.Is a car company such as JLR, which must be aware of securitythreats, confident that this is bullet-proof?PV: I think that hypervisor technology is absolutely fantastic. It isnow becoming possible because we have the computing poweravailable to us with automotive hardware. This hasn’t been thecase in the past and I think it will allow us to transform our futurearchitectures to allow us to do things in a new, modern way.Hypervisors, or virtual machines, whatever you want to call them,have been used before in computers and cloud servers and so thetime is now right for us to be evaluating them and consideringthem for future innovation.

VH: And, without going into territory you don’t want to go into,this technology makes you comfortable with the idea of runningalternative, third-party operating systems inside the car –whether it is Android or whatever?PV: It will allow you to run any different type of operating systemin the car, including Android. You can run multiples of a QNXoperating system, a Linux operating system or any other bespokeplatforms that you may choose to have. That flexibility is thebeauty. Because hardware, or processing power inside the car iswhat it now is, it allows you to use standard hardware to runseveral virtual machines to exercise new functionality or differentintegrations. It will help us unlock some new concepts that wehave in mind for the future.

VH: JLR recently announced the integration of QualcommSnapdragon processors in all of its future cars, with the aim ofproviding “limitless in-car entertainment”. What is behind thisvision – what is limitless in-car entertainment?PV: I obviously can’t go into too much detail, but the opportunitiesare endless. You have a hardware platform that gives you theopportunity to do more than you could ever have previouslyenvisaged. Software is the new king and allows you to do things

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in a different way – but it all comes down to the hardware andprocessing power. Hence, as you mention, the announcement wemade concerning the Qualcomm Snapdragon. While I can’t talkabout what is coming in the future, if you look at some of the workwe have done recently with our infotainment platforms and ourcloud services, we have been able to have new levels ofexploration.

We can use hardware in new, different ways. Whereaspreviously you would have multiple different ECUs, each with itsown specific function, you can now aggregate a lot of thattechnology into a computing platform. Holistically, both theconsumer and automotive sectors are moving towards that, aren’tthey? Snapdragon will give us a good development platform toinnovate on.

VH: Well, Qualcomm’s CES display with 5 Snapdragonprocessors in one Cadillac Escalade, driving full dashboard widthdisplays was probably a pure CES showcase concept, but couldyour future vision ever see full width dashboard displays comingto us at some point?PV: I think the options are endless, and it gives us the chance tosee what we can do, or might want to do. It all plays as part ofour design language. You can see that we are already pushing theboundaries with the latest systems we have launched – InControlTouch Duo and the work we have done for the I-Pace. Thistechnology gives us the choice. We like to have the right hardwarematched with the right software to give us the choice and theflexibility, and to allow engineering and design to work really welltogether. The goal is to give our customers the digital choices thatthey will want in the future.

VH: With the launch of the I-Pace, does JLR’s vision for andimplementation of connected car systems change or evolve? PV: Yes! It is a great opportunity, and if you look at the I-Pace itmakes you think differently as soon as you sit in the vehicle. If you look at the connectivity in the I-Pace there are elements

where we have added further innovation, including integration withAlexa to help people understand what range is available to themand to make it more meaningful. Rather than a simple reading ofavailable range, you are able to ask ‘have I got enough range toget me to London today?’ We want to use technology to makethese experiences more human and more relevant to our

customers. Alexa is a fun piece, but it is relevant as a lot of ushave Alexa personal assistants in our homes now. And the appallows you to access a lot of information about range etc. withouthaving to go back to the car while you are charging it. While yourcar is charging at a service station and you are sitting having acoffee, the app can tell you that you have enough range to get youhome and that you can make your way back to the car. This end-to-end connectivity is the key thing to help us and our customerson this electrification journey that we are going on. I think that theI-Pace is a perfect example of that.

VH: Can you see the relationship with Amazon via the Alexa apppotentially providing JLR with new commercial opportunities inthe future?PV: Our focus at this time is Alexa integration from outside the car.So, when you are away from the car you can talk to Alexa in yourhome, your office or that service station to find out your range.That is what we have announced for now and is what the I-Pacesupports. Anything else is in the future. Obviously, we like toexplore different options but at the moment we are looking at theexperience when you are away from the car. It is now part of thejourney. In the past, the journey started when you unlocked the cardoor. That’s no longer the case. As part of this thinking weintroduced our remote app on iOS and Android, and then we didthe Activity Key wearable device for Apple Watch and AndroidWear devices. It was just a natural thread to bring Alexa in andvoice control. This enables a zero UI connection with your car,even when you are not with it. This is how we think we can enablethe digital touchpoint in life.

VH: You mention the Activity Key. Have wearables been asuccess for JLR?

PV: Yes, totally, sales have been quite strong. We have wearableintegration with Apple devices for the remote app which gives youa display, and then we have the Activity Key, which has beenhugely successful. Wearing the Activity Key, people can gocycling, swimming or other activities without having to worryabout where they are going to put their keys. If you are anoutdoorsy person, of course it makes complete sense, but I’veseen people using it because they just want to be able to lock theircar up and not have to carry the keys around! Again, we’rehelping people have choices about how things will work for them.We are making it personal and relevant to you as the owner ordriver of a vehicle.

VH: Real people actually using wearable technology, eh, ratherthan just tech companies talking about it!PV: Indeed. Very recently, I saw an F-Pace user locking his carwith the Activity Key, and it made me smile! This person wasusing wearable tech in his regular life, and this practical, day today use of the advanced technology we develop is nice to see.

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JLR’s James Fosswas Lead

IntegrationEngineer for the

Range Rover Velar.

VOLKSWAGEN GROUP SOONTO HAVE AUTONOMOUSPARKING READY FOR SERIESVEHICLES

Using what it claims is to date uniquetechnology, the Volkswagen Group iscurrently testing autonomous parkingat Hamburg Airport: based on a carpark map the Volkswagen, Audi andPorsche vehicles navigate their way toa parking space on their own.Orientation is provided for them bypictorial markers installed in the multi-storey car park. Its advantage: this canbe used in essentially any car park. Thefunction is set to be available for thefirst customers in selected multi-storeycar parks from the start of the nextdecade.

Johann Jungwirth, Chief Digital Officerof the Volkswagen Group, commented,“Autonomous parking can make animportant contribution to creatingconvenient, stress-free mobility for ourcustomers. We therefore want todemocratise the technology and makeit accessible to as many people aspossible.”The autonomous parking functionbeing publicly demonstrated for thefirst time in Hamburg has already leftthe research lab and is currently at anadvanced stage of development. It isdue to be ready to order for some initialVolkswagen Group vehicles from thestart of the next decade.

In the first stage it will be possible touse autonomous parking in selectedmulti-storey car parks in an exclusivetraffic flow, i.e. in separate areas of thecar park not accessible to people.Before operation in exclusive trafficbegins, the autonomous parking systemis being extensively tested: thousandsof parking procedures in differentplaces around the world are beingperformed and analysed. In parallelwith this safeguarding of the systemthrough simulations is also takingplace.

FREE FLOATING CARSHARINGSERVICES ARE GAINING INPOPULARITY

A new report from the IoT analyst firmBerg Insight has found that mostcarsharing organizations today usestation-based networks with roundtriprental which requires users to return avehicle to the same designated stationfrom which it was accessed. Anotheroperational model that is rapidlygaining in popularity is free floatingcarsharing, which enables members topick up and drop off cars anywherewithin a designated area where parkingis allowed. Free floating carsharingservices reached 40,000 cars on thestreets serving 5.6 million members in2017. Free floating carsharingmembership is forecasted to reach 14.3million using roughly 102,000 vehiclesby year-end 2022. The ability to accessavailable cars instantly without priorbooking or need to schedule return timemake free floating carsharing attractive.This operational model poses at thesame time challenges for carsharingoperators such as car fleet rebalancingacross operating areas to guaranteeavailability, higher capital investmentsin car fleets as well as parkingmanagement.

Martin Svegander, IoT analyst at BergInsight told Connected Car, “Freefloating carsharing is now available inabout 20 countries and roughly 55 citiesworldwide,” Europe and North Americaso far represent the vast majority of freefloating carsharing membersworldwide. “In Europe, free floatingservices accounted for more than 65percent of the carsharing membershipat year-end 2017”, continuedSvegander.

Recently, BMW and Daimler announcedthe merger of their mobility servicebusinesses that is anticipated to create aleading venture that includes freefloating carsharing services and othershared mobility services.

AR TO CREATE MARKETVALUE FOR AUTOMOTIVEINDUSTRY

Many players in the automotiveindustry are strengthening theiractivities in Augmented Reality (AR),especially since AR has demonstratedbenefits to the whole industry valuechain, from design through productionand sales. ABI Research estimatesglobal smart glasses shipments forautomotive industry use will hit 1.7million in 2022. The total automotiveAR market is expected to grow atCAGR of 177% during the forecastperiod and reach US$5.5 billion in2022.

“Augmented Reality benefitsautomotive manufacturers at manystages of a product cycle, includingdesign, prototyping, manufacturing,and marketing,” said Marina Lu, SeniorAnalyst at ABI Research. “In design,digital 3D visualization and analysis ofbody structure and components cansave time and resources. Collaborationis streamlined and improved,evaluating the same content in realtime, which ultimately speeds updecision-making. AR technologysupplements traditional tools, such asclay modelling, with virtualcomponents on top of an existingphysical object, to show designvariants or to support design reviews,again shortening cycles and saving ondesign and prototyping costs.”

High-end, head-worn AR/MR devicesare on a path to being applied for morecomplicated use cases in theautomotive industry. Automanufacturer Ford has outfitted someof its designers with MicrosoftHoloLens and plans to expand AR useglobally. Volkswagen has been testingand piloting AR use cases for sometime and has utilized the technology tocomplete the design iterations faster.

15NEWS

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NEWS

ARMAN, NOW OWNED BY SAMSUNG, WAS RECENTLYHONOURED BY DAIMLER WITH A SUPPLIER AWARD FOR

OUTSTANDING TECHNOLOGY AND INNOVATION FOR ITSCONTRIBUTIONS TO THE ALL-NEW MERCEDES-BENZ USEREXPERIENCE (MBUX) INFOTAINMENT SYSTEM. HARMAN WASINSTRUMENTAL IN DEVELOPING MBUX – SPECIFICALLY THEAUGMENTED REALITY NAVIGATION AND OVER-THE-AIR UPDATECAPABILITIES THAT KEEP THE INFOTAINMENT UP-TO-DATEWITHOUT HAVING TO VISIT THE DEALER.

The MBUX infotainment system uses artificial intelligence to learnthe driver’s habits and preferences for a more familiar experience,while Augmented Reality (AR) Navigation combines turn-by-turndirections with AR visuals. This all sounded very interesting, andso Connected Car reached out to Harman. Here, Vince Holtontalks to Harman’s Gerhard Nuessle, and learns how Harman isbenefitting from products, technologies and resources that comefrom the vast Samsung organisation.

VH: Tell us about the MBUX infotainment system that wonHarman this supplier award from Daimler.GN: This is Daimler’s latest information system. It is going intoproduction now and will first appear in the new A Class. It isbased on one of the most powerful System on Chips (SoC) andprovides state-of-the-art computing power. It has a beautiful UIdesign which I believe is very intuitive for the end user. In additionto being an infotainment system it is an on-board service platformand is always connected to the Daimler back-end. It offers alwaysup to date information as required for services, POIs, restaurants,fuel prices, traffic and so on – whatever the consumer is interestedin. It is a different way to operate as the system in the car iscompletely voice actuated and driven by sophisticated naturallanguage-based understanding systems. It is multi-modal, too, asthere are also touch controls on the multi-function steering wheeland on the console in the middle of the car. This means you could

start a function using voice control and switch to touch tocomplete it, and vice-versa. It is very smooth and fast inoperation.Over the Air (OTA) software updates keep everything current,

including navigation and map data. This will allow the system tofollow technology and market trends even once the car has beensold and is out in the market. The system will always be very upto date and fresh.

VH: Do you believe it has to be multi-modal for now, until eithervoice or touch control assume a dominant role?GN: We leave the choice to the user, so if – for example - the userprefers to use the voice to ask the system where the nearest Italianrestaurant is, and is presented with a list of three, he can then usetouch to select the one that he wants.

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ADDING AI AND AR TOAUTOMOTIVE

Gerhard Nuessle

An interview with:Gerhard Nuessle, Senior Vice President Operations Daimler,

Connected Car Division, HARMAN

H

THE IMPACT OF 5G ON THE AUTOMOTIVE SECTOR

VH: This is described as the industry’s most advanced andpowerful infotainment platform – in what ways and how do youjudge this?GN: One of the key factors is that MBUX is also a learning system.It uses AI to learn the preferences of the user, and after a period oflearning will then make suggestions to the user such as music tolisten to based on what you have listened to previously. If youwant to use your phone it will suggest the most frequent contactsyou have called. And if you do the same commuting journey atthe same time every day, at that time in the day, when you sit inthe car, it will suggest the best traffic routing for your journey intoyour office. Then I would highlight the smooth and efficient way in which the

system can be operated, thanks to the graphic and audio power,the overall performance of the system that is available.

VH: And that SoC that you mentioned will be at the heart of this.Whose device is it?GN: It is an NVidia chip and NVidia is one of the partners. Wedisclosed this at CES where the system was shown for the firsttime.

VH: Tell us a bit more about your and MB priorities for the HMI?GN: The priorities were that the HMI should be self-explaining andconsistent in the way that it works. It should be completely voicecontrolled via natural language understanding and the UI shouldlearn the preferences of the user. Then it should be possible for theuser to personalise the UI to his own styles and preferences. Thiswas modelled on the way that users can personalise theirsmartphones, grouping frequently-used applications together andprioritising the most used apps at the top, for example.

VH: You talk about a giant leap forward in real natural languagespeech interface. What have you done and how have youachieved it?GN: The speech engine is running in parallel in the systems andat the same time in the cloud. This means that the computingresources needed for complex processing – memory, CPU etc –are not limited. As the speech engine is running both in theembedded system and in the cloud, the system can make achoice as to which to use based on the one with the highestscore. The embedded engine will typically be used when you arein bad network areas such as in a parking garage or in thecountryside. In most cases the cloud engine will be providingadditional information to the voice-based results. This providesbetter recognition accuracy and a larger database to deal withdifferences in the way that the user speaks and the differentspeakers that are covered.

VH: Who developed the speech engine?GN: The speech engine was done by our partner Nuance. Thespeech dialogue and the message flow was engineered by theDaimler UI team. This was a real cooperation between multiplepartners – Harman and Daimler were the main partners, but wealso had those other partners like Nuance and Nvidia.

VH: You say the system enables full over-the-air softwareupdates. What can be updated, and how are you managing thecommunication? What about very large updates?GN: All the cars include an LTE module and the connectivity ismanaged by a telematics control unit (TCU) in the car. Theupdates are managed by our Red Bend technology which weoffered to Daimler, and it is now integrated in the Daimler back-

end. The system and all downloads run completely in thebackground, and so the driver is unaware of it. Once an updatehas been fully downloaded to the car, the driver will typically beasked if they would like to update the software now, or to wait?This eliminates a situation where systems and displays could goblank. The driver therefore controls when updates are applied. Meanwhile, the LTE module can be used for multiple purposes.

It handles all Mercedes Benz media services, from door locks togetting the best prices for hotels, fuel etc., and can also be usedto update other components in the car. Some can be updatedtoday, and some will gain this capability over the coming years.

VH: Tell us more about the AI and how it is learning the driver’shabits and preferences for a more familiar and convenientexperience. How does this work in practice?GN: AI is learning about the customer behavior and how thecustomer is using the system and will use what it has learned tomake suggestions to the customer. Most called contacts,favourite music, favourite radio stations and so on. If I drive tothe office at 6:30am every morning and listen to the same radiostation or music on my Bluetooth phone, the system will knowthat at 6:30 on a given day I will head out, will suggest myfavourite music station and it will have passed the routing detailsto the navigation which, based on traffic conditions, willrecommend the best route.

VH: Well, I understand that HARMAN has introducedAugmented Reality (AR) Navigation onboard MBUX, whichblends turn-by-turn directions with AR visuals to transport thenavigation user interface into the digital age. Is this allconnected to the AI?GN: The AR is an extension of our navigation system. We areusing the car’s front cameras and we are mapping the roadsigns, especially on crossings, at junctions and on roundaboutsand then presenting guidance advice overlaid on real video. Incomplex traffic situations this allows you to see exactly whereyou have to turn. In addition you can also opt to have housenumbers displayed. Again, the house numbers are exactlymatched to real video and associated with the correct houses.That is really helpful when you are looking for a specific housenumber. There is another handy function. If you are approachinga traffic light and you are first in the queue, you can sometimesbe so close that you can’t actually see the light, and have to tryto peer upwards to see if the light has changed. If the MBUXsystem realizes that you are the first in the queue at a traffic lightthen, using one of the car’s cameras it will show the red or greenlight on your car’s MBUX display. You no longer have to put yourhead on your dashboard to see if the light is changing!

VH: Your press release says that with the power of Samsung,HARMAN is expanding the traditional supplier-customerboundaries with Daimler to design totally immersive,differentiated experiences for drivers and passengerseverywhere. How does this collaboration with Samsung work?GN: The power of Samsung is providing Harman with never seenbefore capabilities. We now have access to technologies andproducts that we have not had before. If you just look at whereSamsung is a leader in physical products – SoCs, memory,displays etc. – and then go beyong hardware to software stacks,cloud service capabilities and so on, this enables real newinnovations and opportunities for the two companies to exploretogether. In turn, we can offer all of this to our customers,whether it is Daimler or other car companies. We are working inclose cooperation with Daimler to ensure that we can leveragethis for the next generation of products.

17THE CONNEC T ED C AR AT C E S 2017

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EADING OUT FOR A COLD, GREY AFTERNOON IN MILTONKEYNES, U.K. MAY NOT BE EVERYONE’S IDEA OF A FUN

TRIP OUT, BUT WHEN THE TECH ON OFFER MAKES THE EFFORTWORTHWHILE, YOU DO IT. SO IT WAS THAT DURING MARCH,CONNECTED CAR TOOK UP AN INVITE TO WHAT WASDESCRIBED AS A ‘GROUND-BREAKING’ UK TRIAL OFCONNECTED AND AUTONOMOUS VEHICLE TECHNOLOGY. THEUK AUTODRIVE PROJECT WAS USING PUBLIC ROADS AND CARPARKS IN MILTON KEYNES TO SHOW HOW CONNECTED ANDAUTONOMOUS VEHICLES COULD MAKE THE SEARCH FORPARKING SPACES MUCH EASIER IN FUTURE. Project partners Ford, Jaguar Land Rover and Tata Motors

European Technical Centre (TMETC) demonstrated how cars couldcommunicate with each other to notify drivers of available parkingspaces – without the need for any additional parking bay sensors.Upon entering the car park, the cars get an updated heat mapshowing availability, while real-time updates from other connectedcars showed spaces filling and becoming vacant. Now, automatedparking systems normally require the invasive and expensivedigging up of the parking lot to install sensors in the ground. Notneeding to do so obviously has major benefits in terms ofsimplifying installation and reducing costs. Jaguar Land Rover was also using the occasion to separately

showcase its latest self-driving vehicle technology, with a JaguarLand Rover vehicle demonstrating another future parking solutionby successfully driving itself to an available car park bay beforeparking itself. You can see the short video that we made forConnected Car by clicking on the movie screen on this page.

Seeing the way that the car avoided a dangerous situationsmoothly and without drama when a carelessly driven vehiclepulled out in front of the autonomous Range Rover Sport was bothimpressive and reassuring.Tim Armitage, Arup’s UK Autodrive project director told us,

“Connected and autonomous vehicles are expected to bring alarge number of social benefits, from improved road safety to aneasing of traffic congestion due in part by a reduction in accidents.

The possible benefits in terms of parking should also not beoverlooked.” Armitage continued, “In the future, connected features will alert

drivers to empty car park spaces and autonomous vehicles will beable to drive straight to them. Valet parking systems will enableautonomous vehicles to drop passengers at convenient points,after which the vehicle will leave by itself to undertake a furtherjourney, or park out-of-town. As well as making parking less of ahassle for individuals, these new ways of parking and drop-off will allow cities to radically redefine their use of space in the future – with far less land potentially needed for parking spaces in city centres.” As well as demonstrating potential future parking solutions, the

three car manufacturers also carried out their first public road trialsof two connected car safety features. Connected Car experiencedthese demos from inside a Tata development car - a Hexa SUV –one of only five in the UK from what we understand. The first demo involved an Emergency Vehicle Warning (EVW)

system, which alerts drivers when an emergency vehicle isapproaching and also indicates which direction it is coming from.

18UK AU TODR I V E CONNEC T ED AND AU TONOMOUS V EH I C L E PROJEC T TACK L E S C I T Y C EN TRE PARK I NG

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UK AUTODRIVE CONNECTED ANDAUTONOMOUS VEHICLE PROJECT

TACKLES CITY CENTRE PARKING

CONNECTED CAR MEETS WITH UK AUTODRIVE

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SHORTcutsCONTINENTAL AND CITC ESTABLISHJOINT VENTURE FOR PRODUCTION OF 48-VOLT BATTERY SYSTEMS

Continental and Chinese automotive supplier andbattery manufacturer CITC (Sichuan ChengfeiIntegration Technology Co., Ltd.) will establish a jointventure, through their respective subsidiaries, for thedevelopment and production of 48-volt battery systemsfor the automotive industry. The joint venture— inwhich Continental holds 60 percent and CITC 40percent of the shares— will operate globally and supportcustomers in Europe and North America, as well asChina and other Asian markets. The planned location ofthe company’s headquarters is Changzhou (nearShanghai) with operations expected to begin in mid-2018.

HARMAN AND RINSPEED CONCEPT CARFOR LEVEL 5 AUTONOMOUS DRIVING

Highlighting a decade of cooperation for visionaryprojects, Harman and Rinspeed presented their SNAPconcept car as a European premier at this year’s GenevaInternational Motor Show. The Rinspeed SNAPillustrated the two company’s visionary concept ofproviding a seamless and rich user experience (UX) forfull Level 5 autonomous driving to be used as early as2025. The new concept car comes without a steeringwheel and provides occupants of the vehicle with theirown personalised passenger economy and experience.Setup like a “skateboard” and “pod,” the SNAP chassispulls high-mileage duty while the “pods” function asdetachable user environments.

LOCATION DATA SHARING NEEDSFUNDAMENTAL RETHINK - HERETECHNOLOGIES STUDY

Concerns that companies are abusing public trust in theway they gather and use location data mean afundamental rethink is needed in order for people toembrace new services such as autonomous cars anddrone deliveries, according to a new study by HERETechnologies.

Today, just 20% of people feel they have full controlover their personal location data, with 44% sharinglocation data with apps and service providersunintentionally, despite trying to restrict access. Some76% people are left feeling stressed or vulnerable aboutsharing their location data, according to the study.Insufficient controls for management of personal data,coupled with a lack of transparency on the part of datacollectors, are the main reasons why respondents felttrust was being abused.

A temporary screen on the dashboard of the Hexa was able toindicate a warning that an EV was approaching from behind uslong before the ambulance could be seen or heard. In one instancethe ambulance passed us on our own carriageway, and on anotheroccasion the system warned us as the ambulance was about tocross a T-junction that we were approaching. The second trial demonstrated an Electronic Emergency Brake

Light (EEBL) feature which gives a warning when anotherconnected car further up the road brakes heavily – potentiallygiving drivers several additional seconds to avoid a possiblecollision. Again, our Hexacorrectly warned us whena V2V-connected Jaguar F-Pace in front of usbraked heavily. In separate talks back at

base with of UK Autodrive’sTim Armitage, it was clearthat the project was gettingplenty of support from thelocal council. BrianMatthews, Head ofTransport Innovation forMilton Keynes Council,joined the conversationand told us that the council is committed to the idea that it needs toembrace technology in order to both enhance the consumerexperience but also to improve safety and efficiency – each parkingspot costs Milton Keynes Council in the region of £15,000,apparently. Matthews explained that in addition to triallingconnected and autonomous road-based vehicles, Milton KeynesCouncil has already authorised trials of delivery pods which usethe city’s pavements. Later this year, the UK Autodrive project is due to trial a fleet of up

to 40 low-speed self-driving ‘pod’ vehicles in pedestrianised areasof Milton Keynes over the summer. A final set of UK Autodrivedemonstrations, involving both types of vehicle, is then scheduledto be held in the autumn, in the project’s two host cities of MiltonKeynes and Coventry.This project is an impressive and professionally run proof of

concept for connected vehicle and autonomous driving technology.Connected Car intends to be there when the final demos take place.

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WAYMO AND JAGUAR LANDROVER ANNOUNCE LONG-TERM PARTNERSHIP,BEGINNING WITH SELF-DRIVING JAGUAR I-PACE

Jaguar Land Rover and Waymo haveannounced a long-term strategicpartnership that will see the twocompanies develop what they are callingthe world’s first premium self-drivingelectric vehicle for Waymo’s driverlesstransportation service.

Jaguar Land Rover and Waymo (which wasformerly Google’s self-driving car project)will work together to design and engineerself-driving Jaguar I-PACE vehicles.Waymo Jaguar I-PACEs, equipped withWaymo’s self-driving technology, will starttesting later this year. On-road testing andcapturing real-world data will, say Waymoand Jaguar Land Rover, allow theirengineers to refine technology and deliveroptimum safety and reliability. Up to20,000 I-PACEs will be built in the firsttwo years of production and be availablefor riders of Waymo’s driverless service.

Waymo claims to be the only companywith a fleet of fully self-driving cars —with no one in the front seat — on publicroads. Later this year Waymo will launchthe world’s first self-driving transportationservice allowing members of the public touse Waymo’s app to request a vehicle.

Prof. Dr. Ralf Speth, Jaguar Land RoverChief Executive Officer said: “With theJaguar I-PACE we have a world-beating carthat’s captured the imagination ofcustomers around the world. Our passionfor further advancing smart mobility needsexpert long-term partners. In joining forceswith Waymo we are pioneering to push theboundaries of technology.”

John Krafcik, Waymo Chief ExecutiveOfficer said: “While we’ve been focused atWaymo on building the world’s mostexperienced driver, the team at Jaguar LandRover has developed an all-new battery-electric platform that looks to set a newstandard in safety, design and capability.”

HARMAN AND SAMSUNGSHOW THE FUTURE OFCONNECTIVITY ANDAUTONOMOUS DRIVING

At this year’s Geneva show, HarmanInternational, now part of the Samsunggroup, focused on connectedtechnologies for automotive, consumerand enterprise markets, anddemonstrated automotive technologiesthat it says are advancing future mobilitydesigns and a rich digital car experience.The key innovations on display thatshowcased Harman’s and Samsung’sintegrated approach were apparentlypart of the companies’ overall mission toconnect the lives of people at home, onthe go, or together in the car. Thehighlights presented in Geneva included:

• A reinvented digital cockpit platformfor all vehicle segments that has giventhe interior of the car a makeover

• A new telematics solution withautomotive-grade 5G-readyconnectivity solution

• An ecosystem of partners andsolutions to further build outSamsung’s DRVLINE, its new openplatform for automated drivingsolutions.

Both Harman and Samsung are alsomaking global investments in start-ups tohelp OEMs meet growing consumerdemand for in-vehicle technologythrough scalable solutions that enhancethe user experience for every vehiclesegment.

“With our scalable Digital Cockpit weare improving the in-car experience fordrivers and passengers, bringing a muchmore intuitive, easy-to-use and visually-integrated approach to cockpit design,”said Dinesh Paliwal, Harman Presidentand CEO. “Our collective mission is tobecome the architects of experience,demonstrating the new lifestyles offeredby next-generation mobility, and leadinnovations for the connected carbusiness.”

LINK MOTION INTEGRATESIRDETO’S VEHICLE ACCESSAND SAFETY SOLUTION‘KEYSTONE’ INTO ITSCARBRAIN PLATFORM

Link Motion, a smart car and smart ridecompany, has reached an agreement withIrdeto to integrate its new smartphone-based secure vehicle access and safetysolution, Keystone, into the Link MotionCarBrain platform. Link suggests thatautomobile OEMs that implementCarBrain can enable consumers to safelymanage and operate today’s connectedcars and autonomous vehicles,especially in new ride-sharing businessmodels.

Pasi Nieminen, Vice President of LinkMotion told Connected Car, “Traditionalbusiness models are rapidly changingwith the development of the software-defined car and autonomous features.Most OEMs don’t want to source theirtechnology offerings with multiplevendors, but rather integrate onetechnology platform that can deploy allofferings. By combining Keystone withCarBrain, we provide OEMs with a jointsolution they want to ensure theirproduct offerings keep up as OEMbusiness models change. We also lookforward to including these features inour own smart ride business as well.”

Announced in collaboration withConjure at CES 2018 (Ed: see Connectedto ‘Car video report on page 9), Keystoneis a mobile phone enabled, policy-basedvehicle access, sharing and safetysolution. By integrating the solution intothe Link Motion CarBrain platform,OEMs are able to provide consumerswith the ability to customize theirdriving experience by sharing keys withauthenticated drivers, including teendrivers, family, friends, valets, parceldelivery people and many others whilesetting rules around the usage of thevehicle.

NEWS

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HYUNDAI BOOSTS CONNECTEDCAR TECHNOLOGY

Hyundai showcased its Intelligent PersonalCockpit at the Geneva Motor Show, andclaimed that the cockpit employs multiplecutting-edge technologies ranging fromvoice recognition Artificial Intelligence(AI), Internet of Things (IoT) technologyand even driver stress detection.

New voice-recognition technology fromSoundHound allows drivers to voice-control frequently used in-vehiclefunctions such as air-conditioning,sunroofs and door locks. In the future,there will be an entire suite of new voice-control capabilities inside the IntelligentPersonal Cockpit including Car-to-HomeIoT capability. This extends the reach ofthe driver’s voice beyond mobileapplications and into the homeenvironment.

The Intelligent Personal Cockpit goes astep beyond most other voice recognitiontechnology with the ‘multiple-commandrecognition’ function. The systemrecognises two separate commands of thedriver in the same sentence and completeseach task separately.

Another important technology embeddedin the Intelligent Personal Cockpit isWellness Care. The function utilises twosensors placed on the steering wheel andthe seat. The sensors monitor heart rate forsudden changes and may detect driverstress level.

To develop the next generation of hyper-connected production vehicles HyundaiMotor is collaborating with Cisco. Hyundaiand Cisco have created a new platform thatprovides secure access to all the data in thevehicle. The platform utilises the firstgeneration of 1Gps architectures andAutomotive Ethernet with QoS allowingfor maximized bandwidth.

To bring self-driving Hyundai vehicles tomarket by 2021, Hyundai recently enteredinto a strategic partnership with Aurora, adeveloper of autonomous vehicletechnology. It will incorporate Aurora’s

self-driving technology into Hyundaivehicles starting with models custom-developed and launched in test programsand pilot cities.

BENTAYGA HYBRID USESINTELLIGENT SATELLITENAVIGATION

The Bentley Bentayga Hybrid features aninnovative new intelligent satellitenavigation system.

When a destination is programmed intothe navigation system, the BentaygaHybrid calculates the best combination ofelectric drive and V6 engine to maximiseefficiency over the journey.

The car automatically engages the correctdrive mode for each part of the journey,constantly calculating the best use ofbattery charge while storing electricalenergy for sections of the journey where itis most useful – such as when arriving inthe city, where an electric-only range of31 miles (50 km) in the NEDC cycle canbe utilised.

The system will reduce on-board chargeto zero just as the vehicle reaches itsdestination, maximising overallefficiency. A full charge of the batteryfrom a domestic household socket willtake 7.5 hours, and customers with anindustrial connection installed at homecan reduce the charge time to just 2.5hours.

At the heart of the Bentayga Hybrid aretwo power sources – an electric motorand a new turbocharged 3.0-litre V6petrol engine. The E Motor acts as both anelectric motor and a generator to offer aseamless driving experience andguaranteeing maximum electric-onlyrange. The Automatic Start-Stop switch isreplaced with a control for the three EModes – EV Drive, Hybrid Mode andHold Mode. These will enable the driverto manage battery usage during a journey.

Don’t get the black AmEx out yet, though.The Bentayga Hybrid is not yet available

to order. It will become available to orderin selected markets from the second halfof 2018.

FORD ENABLES CONNECTEDFEATURES ON OLDER-MODELFORDS WITH FORDPASSSMARTLINK

Ford tells us that millions of customerswill soon be able to upgrade theconnectivity in their older-model Fordvehicles to include a 4G LTE Wi-Fihotspot, smartphone control of existingkey fob features, vehicle health andsecurity alerts, and vehicle locationtracking. At a cost, though …

Using a device that plugs into the OBD IIport below the steering wheel, the newFordPass SmartLink gives owners of 2010-17 model year Ford vehicles thoseconnectivity features normally availableonly on newer vehicles equipped withmodems.

FordPass SmartLink is availableexclusively through Ford dealershipsnationwide starting in mid-2018 and is,says Ford, the latest example of itsconnected vehicle plan. By 2019, 100percent of Ford’s new U.S. vehicles willapparently be built with connectivity.FordPass SmartLink engineers workedwith Aptiv and Verizon Connect to makethe technology function on 2010-17 Fordvehicles.

So, what is the cost? Well, FordPassSmartLink customers pay $16.99 a month,plus installation, for 24 months topurchase the device and receivetelematics services that enable remote keyfob, location and vehicle health features.Also included is a complimentary trial ofa Verizon 4G LTE Wi-Fi hotspot with 1gigabyte or 30 days of data – whichevercomes first.

To continue use of the Wi-Fi hotspotbeyond the initial trial period, customerscan add their FordPass SmartLink deviceto their existing Verizon account orestablish a new one.

21NEWS

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HERE TECHNOLOGIES OPENSSELF-DRIVING CAR R&D SITEIN BOULDER, COLORADO

HERE Technologies, has opened a newR&D facility in Boulder, Colorado,explaining that the site brings togetherexperts in geospatial engineering,machine learning and data science towork on processes that enable HERE'sHD Live Map to "self-heal". This iswhere crowdsourced data from live carsensors are used to validate and updatethe high-definition map, keeping itconstantly fresh and accurate.

Ralf Herrtwich, SVP and Head ofAutomotive and IoT at HERETechnologies told Connected Car, "Weare thrilled to open our new Boulderoffice and tap into Colorado's base oftalented geo-spatial engineers. HERETechnologies is the place to be for thosewanting to tackle exciting engineeringprojects that will help shape the futureof transportation and mobility. We lookforward to being a champion of thelocal tech community and working withthe area's academic and civicinstitutions.”

Located at 4900 Pearl East Circle, theHERE Boulder team is currently 20employees strong. HERE is apparentlylooking to expand its team by addingsoftware engineers.

The Boulder site is set up to optimizego-to-market speed for HERE'snumerous customers and partners. Thisincludes a testing location for proof ofconcepts, working with production-ready methods and putting thetechnology into market. According toHERE, more than 20 automotivecompanies are using its HD Live Mapfor autonomous vehicle R&D, whileBMW and Daimler recently announcedthat they plan to use HD Live Map infuture production cars.

PORSCHE INTRODUCESBLOCKCHAIN TO CARS

In collaboration with the Berlin-basedstart-up XAIN, Porsche is currentlytesting blockchain applicationsdirectly in vehicles and claims that itis the first automobile manufacturer toimplement and successfully testblockchain in a car. Transactions basedon this technology are said to be bothsecure and can be processed morequickly than anything that has comebefore. The applications tested includelocking and unlocking the vehicle viaan app, temporary accessauthorisations and new businessmodels based on encrypted datalogging. This could be developedfurther, for example, to improveautonomous driving functions.

Blockchain is a decentralised protocolfor data transactions between businesspartners. It also forms the basis of thewell-known cryptocurrencies Bitcoinand Ethereum. Every change isrecorded in chronologically arrangeddata blocks, making it transparent andtamper-proof. This could holdenormous potential, according toOliver Döring, Financial Strategist atPorsche: “We can use blockchain totransfer data more quickly andsecurely, giving our customers morepeace of mind in the future, whetherthey are charging, parking or need togive a third party, such as a parceldelivery agent, temporary access to thevehicle.”

Porsche is also working on newbusiness models based on blockchain:Through auditable data logging, thedata to be processed is encryptedlocally in a distributed blockchain. Asa result, Porsche suggests, the future ofautonomous driving will see improvedfunctions on offer: Local data can beused to obtain regional learning effects,which can be shared securely withother vehicles. The customer can makeuse of swarm data, which is protectedat the same time.

VOLVO CARS LAUNCHESINVESTMENT FUND AIMEDAT TECHNOLOGY START-UPS

Volvo Cars has launched a newinvestment fund aimed at investing inhigh-potential technology start-upsaround the globe. The company saysthat the aim of the Volvo Cars TechFund is to invest in strategictechnology trends that are transformingthe industry, such as artificialintelligence, electrification,autonomous driving and digitalmobility services.

The first strategic investment as part ofthe Tech Fund is a seed roundinvestment into a California-basedtechnology firm developing advancedsensors.

Companies will benefit fromparticipation in the Volvo Cars TechFund in a number of ways. Apart fromthe association with a premium carmaker, start-ups may gain the ability tovalidate their technologies andaccelerate the pace of achievingproduct market fit. At the same time,start-ups could benefit from Volvo’saccess to the Chinese car market, itslargest, as well as potential access toVolvo’s global network of automotiveand technology partners.

Zaki Fasihuddin, currently VicePresident of Strategic Partnerships inthe Volvo Cars Silicon ValleyTechnology Centre, has been appointedCEO of the Volvo Cars Tech Fund, andtold Connected Car, “We seek to investin companies that can provide us withstrategic access to new technologies,capabilities and talent. By supportingpromising young firms at the forefrontof technological development andproviding them with both capital andstrategic value, we aim to strengthenour leading role in the industry’stechnological transformation.”

NEWS

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QUALCOMM PORTFOLIOSUPPORTS CONNECTED CARTECHNOLOGIES

Qualcomm is celebrating 15 yearssupplying technology solutions for theautomotive industry. The company claimsto be the #1 semiconductor supplier intelematics and Bluetooth car connectivity,and says that all major global automakerscurrently use its portfolio of automotive.Recently, Qualcomm has been showcasingsome of its latest developments inautomotive, including a concept carfeaturing 5G and Gigabit LTE use cases,next-generation cluster and infotainmentconfigurations, and Cellular-V2Xdemonstrations from trials in San Diego.

Qualcomm Technologies’ portfolio ofautomotive technologies includes cellularmodems, Wi-Fi and Bluetoothconnectivity, RF front end, globalnavigation satellite system and high-precision positioning solutions, softwareand infotainment platforms. Four yearssince announcing its entry into theautomotive infotainment segment,Qualcomm Snapdragon automotiveplatforms have won infotainment designsat 14 of the top 25 global automakerbrands, and Qualcomm claims to beleading the automotive space in premiumnext-gen infotainment design-wins forproduction vehicles starting in 2019-2020.

As 5G begins to roll out, it is expected toenable over $2.4 trillion in economicoutput across the broader automotivesector — almost a fifth of the projectedglobal impact of 5G. QualcommTechnologies is already working withautomakers and tier-1 suppliers on theintegration of its 5G technology invehicles. Nick Rogers Executive Director,Product Engineering for Jaguar LandRover commented, “As the industrymoves towards 5G, QualcommTechnologies' automotive solutions willhelp us to create premium in-carexperiences for our customers. QualcommTechnologies' expertise will be ofinvaluable support in providing seamlessconnectivity in our vehicles, allowing usto make customers' lives better.”

BOSCH ESTABLISHESDIVISION FOR CONNECTEDMOBILITY SERVICES

Bosch‘s new Connected MobilitySolutions division will bring togetherover 600 associates to develop and selldigital mobility services. These includevehicle sharing, ridesharing, andconnectivity-based services for cardrivers.

“Connectivity will fundamentallychange how we get from A to B, and inthe process it will help to solve today’straffic problems. We are using it torealize our vision of emissions-free,stress-free, and accident-free mobility,”said Dr. Volkmar Denner, chairman ofthe Bosch board of management.

Bosch believed that connectivity offerstremendous business potential. By 2025,there will be more than 470 millionconnected vehicles on the world’s roads(source: PwC). Just four years from now,the market for mobility services andassociated digital services will be worth140 billion euros (source: PwC).“Connected driving is a growth area forBosch. Bosch aims for significantdouble-digit growth with the solutionsit offers,” Denner added.

The plan is for the new division tofurther extend the existing serviceportfolio. For instance, mobility servicesfrom Bosch send alerts about wrong-way drivers and turn smartphones intocar keys. The latest of these is theridesharing service offered by U.S. start-up Splitting Fares Inc. (SPLT). Recentlyacquired by Bosch, this U.S. start-updeveloped a platform that companies,universities, or municipal authoritiescan use to arrange ridesharing for theirstaff. This B2B approach is aimeddirectly at commuters: the SPLT appbrings together people who want toshare a ride to the same workplace orplace of study.

AUTOLIV NOMINATED TODEVELOP AND PRODUCELEVEL 3 ADAS SYSTEM FORGEELY

Autoliv, which develops automotivesafety systems for major automotivemanufacturers, together with itssoftware joint venture Zenuity, has beenselected to develop and produce thefirst Level 3 advanced driver assistancesystems for Geely.

Automobile manufacturer Geely AutoGroup is based in Hangzhou, China andis a subsidiary of Zhejiang GeelyHolding Group. Geely Auto Group sellsvehicles under the Geely Auto brandand holds a 50% stake in the LYNK &CO brand. Geely vehicles are soldthrough a network of over 850dealerships in China and has some 350sales and service outlets in overseasmarkets.

Autoliv was selected as supplier forGeely’s Level 3 project, which includesADAS electronic control units andsoftware, radar systems, as well as monovision and stereo vision camera systems.Geely selected Autoliv, includingZenuity, for its hardware and softwarecapabilities and foothold in China.

“This award is a milestone for Autoliv,marking a new customer for the Zenuitysoftware solution and also an expansionin the rapidly growing Active Safetymarket in China,” commented JanCarlson, Chairman, President and CEOof Autoliv. "We are honoured to havebeen selected to embark on this projectwith Geely and look forward to thefuture collaboration towardsautonomous driving.”

Autoliv and Zenuity stands for acombined knowledge all from sensor tovehicle, and cloud-based softwaretechnology.

23NEWS

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MANUFACTURER MODEL

Honor 7X BND-L21

Huawei P Smart FIG-LX1

Huawei P20

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Sony Xperia XZ2

EUROPE

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Asus ZenFone V A006 Verizon

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NORTH AMERICA

TOP HANDSE T R E L E A S E S B Y R EG I ON – Q2 2018

TOP HANDSET RELEASES BYREGION – Q2 2018

Honor 7X BND-L21

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