Cohda Wireless has partnered with u-blox to produce an advanced V2X solution for the global Cooperative Intelligent Transport market. With the partnership, Cohda’s V2X software stack will support the u-blox UBX-P3 DSRC/802.11p V2X chip.
Cohda Wireless and u-blox have a long-standing relationship and share a common vision of leveraging wireless technology to reduce the number of road accidents and fatalities across the globe.
The u-blox chip enables wireless vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) communication, now enhanced with Cohda’s hardware-agnostic software applications.
Cohda said its software is widely deployed in the industry, providing 360° awareness and detecting hidden threats beyond anything a driver or on-board sensors can see.
Cohda Wireless Chief Engineer Fabien Cure said that the partnership offers the market an advanced V2X solution that will be of particular interest to Tier 1 auto makers, OEMs and road authority suppliers.
“In order to progress vehicle safety, OEMs need to produce vehicles that have embedded V2X wireless communication technology as a standard inclusion,” Cure explained. “Likewise, cities around the world are preparing for the introduction of wide scale cooperative intelligent transport systems.”
Cohda’s V2X software is in production vehicles of GM and Volkswagen.
“Connectedness is the key to safer roads and highways around the world and a technology solution of this calibre is an enabler of further trials and development in this sector that we warmly welcome,” added Mr Cure.
“The porting of Cohda’s leading V2X onto our high-performance UBX-P3 chip is an important proof point that both our solutions are interoperable and enable a swift integration into automotive platforms,” said Herbert Blaser, senior director, Product Center Short Range Radio at u-blox.
Cohda’s software products are applied in more than 60 percent of all V2X field trials in the world today in compliance with U.S. Federal Communications Commission and European Telecommunications Standards Institute (ETSI) standards.
“When we connect vehicles to each other and to roadside infrastructure, we are creating an intelligent and integrated road transport system that has the potential to reduce road accidents simply because the technology is capable of things humans aren’t,” added Cure.
In July, Volkswagen AG and Ford Motor Co. provided updates on their development alliance announced in January.
The automakers plan to collaborate on autonomous vehicles, among other programs. Together, they are investing $2.6 billion in Pittsburgh startup Argo AI, which is developing a self-driving technology platform. Ford first invested in Argo two years ago.
The investment includes the resources of VW’s Autonomous Intelligent Driving Group (AID), valued at $1.6 billion. AID will become Argo AI’s European operation.
Volkswagen and Ford hope to achieve a self-driving platform that can be scaled comparatively quickly. Argo AI’s objectives are to
build for scale.
architect the software to be production quality.
have automotive-grade sensors and computers.
fully integrate their product with OEMs and automakers.
A benefit to having the Argo AI system on more vehicles means the AI will obtain data through daily operation, enabling it to grow smarter and better.
Argo AI has successfully tested its driverless vehicles in five U.S. cities: Pittsburgh, Palo Alto, Detroit, Miami and Washington, D.C.
Mobileye, a developer of vision and data analysis for Advanced Driver Assistance Systems (ADAS) and autonomous driving, has introduced a new mapping technology development called Road Experience Management (REM).
REM enables crowd-sourced real-time data for precise localization and high-definition lane data that forms an important layer of information to support fully autonomous driving.
Mobileye is engaged with General Motors to integrate REM into existing program launches in an expedited timeframe, as part of GM’s heightened partnership with Mobileye. In addition, on Jan. 5, Mobileye signed a Memorandum of Understanding with Volkswagen and announced a strategic partnership to explore and integrate REM into Volkswagen’s fleet.
The technology is based on software running on Mobileye’s EyeQ processing platforms that extracts landmarks and roadway information at extremely low bandwidths, approximately 10 kb per kilometer of driving. Additionally, backend software running on the cloud integrates the segments of data sent by all vehicles with the on-board software into a global map.
“We leveraged advanced artificial intelligence, used for creating environmental models from camera input, in order to create maps based on local coordinate systems while requiring very low bandwidth,” said Prof. Amnon Shashua, co-founder, chairman and Chief Technology Officer of Mobileye. “The low bandwidth of the model, and the fact that it requires only a camera, which is already available in most new car models as part of the trend towards growing driver assistance deployment, enables the map creation and update to be managed by a cooperative crowd sourcing mechanism.”
A third OEM customer of comparable size is expected to be announced later this year.
Shashua discussed the future of autonomous driving and road mapping at the Consumer Electronics Show in Las Vegas in January.
After months of negotiation, Nokia will sell its HERE Maps division to a consortium of German automakers — BMW, Daimler and Volkswagen — for $2.71 billion, according to the TU Automotive website.
Under the agreement, HERE Maps would turn into an open platform that all car manufacturers can use for navigation and mapping inside vehicles, giving automakers independence from companies such as Google for maps and navigation at a time when the technology moves toward the connected and self-driving car, which rely on navigation technology.
The three German car makers plan to offer the platform to Fiat Chrysler, Renault, Peugeot, Ford, Toyota and General Motors, allowing them to use the mapping service for free without licensing issues.
Nokia is selling the entire unit of HERE, meaning the car consortium will likely continue hiring developers to work on the platform. Companies like Chinese search giant Baidu and Facebook use HERE Maps to power its own mapping services. It remains to be seen how the new deal will affect those services.
“Only with high-precision maps will automated driving on freeways be possible from 2020,” said Bosch board member Dirk Hoheisel. TomTom says it plans to have new high-precision maps for automated driving for all freeways and freeway-like roads in Germany by the end of 2015.
The value of accurate maps is not lost on the automotive industry as it transitions from connected cars to automated vehicles. Three German automakers are rumored to be making a multibillion-dollar investment in Nokia’s HERE mapping division. If the deal goes through as expected by late July, Nokia, which purchased HERE (then called Navteq) for $8 billion in 2007, will have spurned several deep-pocket suitors.
Although not officially confirmed, Nokia’s HERE digital mapping service is set to be purchased by a German auto consortium of Daimler, BMW and Volkswagen’s Audi unit, according to published sources.
Estimates of the deal place it in the $2.7 billion to more than $3 billion range. The potential sale puts to rest industry concern that Google or another giant non-automotive entity would make the winning bid for a company with increasing importance to connected and autonomous vehicles.
Either way, it’s too early to analyze what exactly are the consequences if the German consortium closes the deal with Nokia, said Thilo Koslowski, Gartner vice president and analyst. “In order to justify the purchase price of the acquisition, it will be in the interest of any acquiring party to keep Nokia HERE’s future role as neutral as possible in order not to alienate other clients,” he said. “I could imagine that contractually the acquiring party might be tied to serving these other clients for a least a certain time. If that doesn’t happen, and the deal would be ‘exclusive,’ then it would certainly boost the appeal of other map data providers and encourage new players to emerge.”
If the deal goes through, the German consortium plans to invite such other automotive companies as Fiat Chrysler, Ford, Renault, Toyota and General Motors, according to the Wall Street Journal.
Another take on the potential agreement could be whether car companies have to weigh the pluses and minuses of to join the consortium — or map competitor TomTom needs to consider whether it has more to gain from remaining independent or creating its own consortium, said Roger Lanctot, strategy analytics associate director, global automotive practice.
Industry old-timers may remember the bitter rivalry between Navteq (formerly Navigation Technologies) and Tele Atlas (formerly Etak). This rivalry has remained, even though the names have changed and the location industry has evolved dramatically since 2007, when both Navteq and Tele Atlas were bought by Nokia and TomTom, respectively, in multibillion-dollar deals.
The bidding war for HERE began in April, when Nokia purchased Alcatel Lucent to transition from the location industry. In addition to the German auto consortium, Uber and Chinese technology provider Baidu, Google and Apple were said to be potential buyers. However, Google’s purchase of HERE would have been disruptive to the auto industry, Lanctot wrote in a LinkedIn column. “Google buying HERE would drive the entire industry into the arms of TomTom while removing the leverage-ability of a map duopoly. Google buying both TomTom and HERE would annihilate billions of dollars in research and development activity by car makers seeking to create a truly driver-oriented browsing experience intended to enhance safety,” he wrote.
Mike Dobson, TeleMapics president, who writes about digital maps at www.telemapics.com, recently said that Uber was playing with fire by bidding on HERE because they were clearly concerned about autonomous vehicles. “Within 10 years, Uber will be producing its own fleet of [autonomous vehicles]. While owning a map company might be beneficial to them, they might be better off licensing map databases,” he said.
Uber, which bought mapping company deCarta and Microsoft’s Bing Maps, ultimately withdrew from the bidding war for Here.
City Built for Autonomous Testing Unveiled in Michigan
A 32-acre simulated city recently opened to test how self-diving cars will perform in the future. The $10 million facility, called Mcity and located on the north campus of the University of Michigan, was created by the school’s Mobility Transformation Center and the Transportation Research Institute.
With all the bells and whistles — a bridge, a tunnel, traffic circle, etc. — the facility will rival anything existing, if it hasn’t already surpassed it, in Silicon Valley or Pittsburgh, which seem to be the centers of gravity for the nascent autonomous vehicle industry.
Mcity, which was a government-industry partnership, plans to “lay the foundations for a commercially viable ecosystem of connected and automated mobility,” said a university press release. [Editor’s note: It is refreshing to see the “commercially viable” thrown in there by an academic institution.]
Another key goal is to implement a connected and automated mobility system on the streets of southeastern Michigan by 2021. The MTC is developing deployments of more than 20,000 cars, trucks and buses across southeastern Michigan, serving as testbeds for evaluating consumer behavior and exploring market opportunities, the university said.
At the same time as the Mcity announcement, also in Ann Arbor, the Automated Vehicle Symposium, which is the largest autonomous vehicle conference, was being held at a local hotel. While the conference had such keynote speakers as Google’s Chris Urmson, and sponsors that included Denso and Uber, it still has the feel of this government/academic/technical conference — not unlike TRB or ITS America.
In fact, like many government meetings, the afternoon “breakout sessions” were closed off to the press. This leads to the question, with so many new, and expensive, autonomous vehicle conferences springing up, why isn’t there a single panel on the future worldwide market opportunity?
In other location news:
IndoorAtlas signed a $3 million deal with South Korea’s SK Planet, a subsidiary of SK Telecom, to target the e-commerce market. IndoorAtlas’ investors include ST Planet and Chinese technology provider Baidu, which made a $10 million investment in the company.
Nokia’s HERE mapping and location services business is developing a new global standard for contactless transport ticketing payments using Near Field Communications-enabled mobile phones. HERE announced the formation of the Open Mobile Ticketing Alliance, or OMTA, to help consumers purchase public transit ticket using a mobile app.
HERE competitor TomTom continues to be a major force in vehicle monitoring and location, recently announcing its telematics division broke 500,000 subscribers. Overall, the company serve 36,000 customers, primarily in the European fleet market.
ABI Research forecasts that the global market for Driver Monitoring Systems (DMS) will reach 64.8 million units by the end of 2020 with the majority of shipments being accounted for in vehicles sold in the Asia-Pacific region. These findings are part of ABI Research’s Intelligent Transportation Systems Research Service and includes detailed installed base and forecasts of ADAS systems [advanced driver assistance systems] by regions.
Driver Monitoring Systems were first introduced as far back as 2006 when Toyota launched its innovative Driver Attention Monitor system. Toyota’s system functions by directly monitoring the driver’s face using a discrete in-dash camera and was initially offered as an option in the company’s luxury Lexus models. Other OEMs soon followed suit and announced their own DMS systems which were typically based on monitoring the vehicle rather than the driver’s face.
“DMS systems such as Mercedes-Benz’s ’Attention Assist’ and Volvo and Volkswagen’s ’Driver Alert’ systems were the first ADAS systems to be offered as standard equipment by OEMs, albeit only in a small selection of models,” comments Gareth Owen, principal analyst at ABI Research.
Today, an increasing number of ADAS systems are gradually becoming standard equipment in new cars, particularly in some European and Japanese brands such as Volvo, Mercedes-Benz, Nissan Infiniti, Lexus, and Mazda, and more are being offered as options. Although some of the big U.S. brands offer ADAS features in their European models, they typically do not offer the same features in their U.S. models, although this is beginning to change. Ford is a good example of this with its Ford Focus model.
“Another very observable trend in 2013 is that ADAS features are migrating from the luxury brands into B, C, and even A segment cars. Typically, the focus here is on offering ADAS systems, mostly as options, designed specifically for low-speed urban driving,” adds Owen.
Prices are decreasing, too. For example, the European Ford Focus offers an emergency braking system plus lane departure warning and lane-keep assist, driver alert, and blind spot monitoring as an optional package for £550 ($880) in the UK. Meanwhile, Volkswagen offers its City Emergency Braking System for £225-£405 ($360-$648), depending on model, on its budget A segment Up! car. This uses a laser sensor to detect the risk of an imminent collision and is active at speeds under 30 km/hr (18 mph).
