According to UN experts, today many manufacturers are already able to implement the technologies necessary to create new types of communication networks, which are called intelligent transport systems (ITS). However, the world is not interested in creating a separate version of these technologies for each market. And to formulate a global solution, we need not regional, and even more so not national standards, we need world standards.
Who is the consumer of new services?
In just a couple of years, the intelligent car will no longer be exotic. It can be found on the roads around the world. In the coming years, we will see that if you want to buy a car in Ukraine or Poland, in Baltimore or Santiago, the buyer will have huge selection vehicles with network connections. And after a few more years, there will be no unconnected cars left in the world.
With reduced sales volumes following the global recession, automakers see opportunities to gain competitive advantage by offering new services and applications to their customers. Today, telecommunication capabilities allow the car to find the shortest path to its destination, predict and avoid a possible collision, plot a route based on real-time traffic messages that are transmitted along the highway, find the nearest possible parking spot, and if necessary, call an emergency service, and provide multimedia communication capabilities for the passenger.
What can an intelligent car do?
Such an intelligent car is able to communicate with other vehicles, receive information messages about the traffic situation, anticipate possible dangers and warn the driver about them, form the optimal route according to the criteria of travel time, route duration, route complexity and fuel consumption. In addition, the telecommunications system included in it provides access to e-mail, stock quote servers, social networking sites, blogs and microblogs.
Undoubtedly, just a few years ago, all these functions would have seemed fantastic. But now we are almost on the verge of having such an intelligent car on our roads, which remains connected to the network throughout its journey.
As you know, consumers strive to simplify their lives as much as possible. Possibility, while driving, information about the availability of parking spaces or about the time of arrival and departure public transport, makes a significant contribution to reducing the impact of distractions and reducing driver stress levels. It is clear that for such convenience, many potential users will be willing to pay.
New Mercedes E-Class. It is called the smartest car in the world. The car is literally crammed with all sorts of technical innovations: it chooses the desired speed itself, slows down, keeps the lane, even rebuilds.
The automatic emergency braking system is able to stop the car even when a collision seems imminent. In short, this car will not let you get into trouble on the road. Unless a Moskvich is driving behind...
During the next update of its business sedan, the German manufacturer made a clear emphasis on technical content, equipping the model with many advanced electronic assistants and active safety systems. A substantive acquaintance with all the available functionality allows us to conclude that the epithet “smartest”, used by company representatives to characterize the car, has quite tangible grounds.
The updated Mercedes E-Class 2016-2017 is built on modular platform MRA, which debuted not so long ago on the C-Class model. This base, which is the latest development of the concern, will form the basis of a number of other representatives of the brand line. The overall dimensions of the German news have changed. So, the length of the sedan increased by 43 mm, amounting to 4923 mm as a result, and the wheelbase increased by 65 mm (up to 2939 mm). The manufacturer did not provide data on width and height, however, according to unofficial information, these body parameters decreased by 2 and 6 mm, respectively.
For motorists who are familiar with the Mercedes-Benz model range, the exterior design of the new E-Class W213 will not be a revelation. In the design of the exterior of the sedan, solutions already tested on the four-door S-Class and the GLC crossover were used. Of course, this is not about banal copying, but about a certain borrowing of some elements. Special attention deserves the intelligent front optics of the Mercedes E-Class 2016-2017, which has an original architecture of light elements. Each of the Multibeam type headlights has 84 LEDs arranged in three rows and allows very precise influence on the generated light beam. Due to this, on the one hand, blinding of drivers of oncoming vehicles is excluded, on the other hand, all other sections of the road remain well lit.
The execution of other elements that form the nose of the Mercedes E-Class may differ depending on the design line, of which there are three: Exclusive, Avantgarde and AMG Line. The differences lie in the shape of the bumper, the size and configuration of the air intakes, the design of the radiator grille. For example, a company emblem in the form of a three-beam star can decorate a false radiator or be located on the hood cover, while having a more modest size. In the latter case, the radiator grille receives a slightly different configuration with a different structure of the jumpers and a more solid chrome frame. Viewing the novelty in profile reveals an elegant silhouette of a sedan with a long hood, a domed roof and a neat stern. The sidewalls of the E-class flaunt original punching ribs and large cutouts wheel arches complemented by stylish rims.
In the stern area of the Mercedes E class 2016-2017, three-level lights, called "Stardust", attract attention. Their surface is literally dotted with miniature protrusions, which, when illuminated, create a kind of illumination. Such rear lights will be available only as an option, while standard equipment provides for simpler optics. Along with design, Mercedes engineers great attention paid attention to the aerodynamic characteristics of body parts. The result of their efforts was a decrease in the coefficient of resistance to oncoming flows from 0.25 to 0.23. New indicator is one of the best in the class. It is worth noting that an important role in achieving good streamlining is played by active dampers hidden under the radiator grille and air intakes (in some modifications).
Having seriously changed on the outside, the new “yeshka” has radically changed inside as well. Moreover, the updated interior of the sedan can give odds even to the interior of the older Mercedes S class. The first thing to highlight here is the appearance of a digital panel that combined the instrument cluster and the main multimedia system in one block. Two displays with a diagonal of 12.3 inches each in tandem look really cool, forming a single, eye-pleasing information space. You can manage all this splendor with a pair of touchpads located on the steering wheel. An alternative control organ is a touch panel with a joystick, which traditionally occupies a place on the inter-passenger tunnel.
There are three information presentation options for the dashboard: Classic, Sport and Progressive. The first imitates the classic analog layout with two dials, the second is almost the same configuration, but in a different color scheme, the third is the most extravagant version with a single dial and additional data on both sides. We will not dwell on other features of the cabin in detail. Passengers will be greeted here by high-quality finishing materials (genuine leather, wood, veneer), a pair of super-comfortable front seats with optional massage functions, pleasant LED lighting with 64 color options and the ability to adjust brightness, luxurious Burmester acoustics with 23 speakers with a total power of 1450 watts (in the initial configurations). slightly less advanced audio system), heated central and door armrests. In general, everything is at the level of the same S-class, and in some aspects even cooler.
In terms of equipping with electronic assistance systems, the new Mercedes-Benz E-Class 2016-2017 has taken another, or even two steps forward. Adaptive cruise control Drive Pilot is able to maintain a distance to the vehicles in front at speeds up to 210 km/h, follow lane markings, observe speed mode according to traffic signs or memorized restrictions navigation system. Evasive Steering Assist helps the driver to maneuver when a pedestrian suddenly appears while maintaining control of the vehicle. Adaptive blind spot monitoring Blind Spot Assist controls the lateral interval, intervening in the event of a risk of collision. Autonomous parking system Remote Parking Pilot allows you to park a car in a limited space without the presence of a driver behind the wheel. Management is carried out using mobile application through bluetooth protocol, which provides control over the car when the gadget is within a radius of three meters. Complement the list of assistants Active Lane-change Assistant, which independently finds a “window” for changing lanes, and a Car-to-X communication system that allows you to exchange data with other cars and road services. The presented systems take on a fair amount of the functions usually assigned to the driver, all together forming a simplified version of the autopilot.
From the start of sales, the updated Mercedes model will be offered with two powertrain options: a 2.0-liter gasoline engine with 184 hp. ( Mercedes modification E200) and a 2.0-liter diesel engine with a return of 195 hp. (Mercedes E220d). Both four-cylinder units, generating 300 and 400 Nm respectively, will be paired with automatic transmission 9G-Tronic, which significantly saves fuel. For example, the E 220d version consumes an average of about 3.9 liters per 100 kilometers - an impressive figure for the segment.
A little later, the range of diesel engines will be replenished with a 150-horsepower unit, which is assigned the role of the base. It will also be joined by a 3.0-liter six-cylinder engine with a return of 258 hp. and a torque of 620 Nm (modification of the Mercedes E 350d). The range of gasoline engines will include a 2.0-liter 245-horsepower and 3.0-liter 333-horsepower (E 400 4Matic) units. Mercedes-Benz E-Class 2016-2017 and a hybrid modification will be acquired. Part power plant will include a four-cylinder gasoline engine and an electric motor, together producing up to 279 hp. power and up to 600 Nm of torque. It is assumed that the hybrid Mercedes E 350e will consume no more than 2.1 liters per 100 km, passing on electric power up to 30 km. Using both power units, the sedan will accelerate to 100 km / h in 6.2 seconds.
The suspension of the updated car both front and rear has a multi-link configuration with three settings. The Avantgarde and Sport versions differ from the Comfort with a reduced ground clearance of 15 mm. Also, for the new Mercedes E-class, a multi-chamber air suspension is available, which allows you to change the stiffness and ground clearance.
My home, my office, my car: networking makes cars as much a place to live and work as home and office.
What does it mean and what will it look like? vehicles of the future, Bosch demonstrates with its concept car. The car offers the user intuitive control, autonomous driving and constant communication with the environment via the Internet.
“Connecting the car to its surroundings and the Internet is a key challenge for the transport of the future,” comments Dirk Heusel, Member of the Management Board of Robert Bosch GmbH. Automated and interconnected functions of the car not only make every trip more comfortable and safe, but also turn the car into a real personal assistant. “In this way, personalized communication in the car gives people more time for normal life, even while driving,” says Mr. Hoeisel.
More individual possibilities and ease of operation - this is what the Bosch concept car demonstrates in the first place. The driver's camera immediately recognizes the driver's face, and the system itself adjusts the position of the steering wheel, mirrors and the temperature in the cabin in accordance with the individual preferences of the person behind the wheel. What's more, the car magically changes the color scheme of the display and automatically downloads the meeting calendar, favorite music, fresh podcasts and the route to the destination, which the driver set while sitting in his kitchen at home.
On the road, the driver's camera constantly monitors the driver's condition. This is especially important if the driver's eyes begin to close. It recognizes the degree of human fatigue and half-sleep - a condition that especially often causes serious accidents. It can be recognized by the movement of the driver's eyelids. The system evaluates the motorist's ability to concentrate and the level of fatigue and, if necessary, emits an alarm signal. It does road traffic more secure. In addition, Driver Fatigue Detection continuously monitors the driver's driving habits to intervene immediately if sudden movements occur.
smart cars is a mixture of transport, robot and artificial intelligence. The Bosch Concept Car is controlled using gestures. The interior of the car uses ultrasonic sensors that are triggered when the driver makes a certain movement in their field of view. Gesture control is easy and less distracting for the driver: a motorist can change information on the display, receive phone calls or select songs from a playlist without even touching the screen. The innovative display allows you to safely and freely select menu items using feedback touch controls. The screen vibrates every time the driver touches it. What's more, the motorist feels like raised buttons on a conventional flat screen, and it's easy for them to select the desired function - such as volume control - without being distracted from driving.
According to the Connected Car Effect 2025 study, automated driving will help active motorists use about 100 hours a year with more useful behind the wheel. Once the vehicle recognizes that automated driving is possible in this moment, it invites the driver to entrust him with control over the road. Since the concept car is part of the Internet of Things, in the time saved on driving, the driver can transfer his online life directly to the car - for example, check work mail or call friends via video link.
Is it possible to plan dinner during the trip? Here, networking capabilities come to the rescue, namely, communication with the “smart home”. Mykie, the innovative kitchen assistant from Bosch, can offer the driver online recipes right in the car. It will also be possible to display the video camera readings from the refrigerator installed in the “smart home” on the display and see if it contains the products necessary for dinner.
The interaction between the car and the "smart home" begins even before the trip: as soon as a person gets into the car, the display shows general information about the home. Isn't it left open window? Is the door closed? One gesture or a finger tap is enough, and the system will automatically close the door and control the situation in the house. The car is connected over the network even with a car service. The system warns the driver when maintenance is due, schedules a visit to the service station upon request, and specifies whether the parts needed for replacement are on sale. Additional features extend to the parking process: with the help of a special Bosch service, cars themselves detect free parking spaces. The information about free places obtained using the car's sensors is transmitted via the "cloud" to a digital parking map and becomes available to other vehicles.
Once upon a time, purely mechanical devices were sufficient to implement all the necessary functions for managing automotive systems, and the electrical equipment of vehicles consisted of only a battery, a starter, a generator, an ignition system with mechanical distribution and a centrifugal regulator, and the simplest control circuits for them. But the introduction in the 80s. environmental standards on the toxicity of exhaust gases of internal combustion engines has forced automakers to improve the processes of fuel combustion in engines and their management.
The possibilities of mechanical systems in the automotive industry were exhausted, and the next natural step was the introduction of electronics. The first electronically controlled components were the ignition systems of gasoline engines. They were followed by fuel supply systems, which began to be equipped with electronic mixture correction systems, first on carburetors and mechanical injection systems, and then there were also fully electronic port injection systems.
At the same time, systems providing active and passive safety of vehicles were developing, and European manufacturing concerns were the pioneers here: ABS and airbags first appeared on cars S-Class Mercedes-Benz in 1978 and 1982, and since 1984 they have been equipped with all passenger cars produced by this concern. In the same years, climate systems and equipment to increase comfort underwent the introduction of electronics. Naturally, they initially began to be designed using electronic control. Thus, by the beginning of the 1990s. cars have already become carriers of several electronic systems, and car service enterprises need technology to diagnose and repair them. The only solution that satisfies these needs was the introduction of SELF-DIAGNOSTIC functions into the software of electronic control units. But a new problem arose: how to communicate the results to the mechanic. And here each concern went its own way, but there were two main decisions. The first is the use of so-called flashing codes, and it was used mainly by Asian manufacturers, guided by considerations of ease of implementation and low cost; the second is the introduction of an information channel for the exchange of various information between the car's ECU and an external service device, which began to be called a SCANNER. This way is more expensive, but it has an undeniable advantage: the information exchange is two-way, i.e. information can be not only received, but also transmitted, and also presented in a form convenient for understanding by a mechanic. In the end, all manufacturing concerns came to the need to implement this ECU diagnostic method, but for some of them this process was delayed (YAMAHA still does not have the ability to connect a scanner to its motorcycles).
The task to develop a single OBD II standard was issued in 1988, the first cars that met its requirements appeared in 1994, and since 1996 it finally came into force and became mandatory for all cars and light commercial vehicles sold on American market. A little later, European legislators adopted it as the basis for the development of EURO 3 requirements, including the requirements for the on-board diagnostics system - EOBD. In the EU, the adopted standards have been in force since 2001. The introduction of the OBDII standard in the USA since 1996 and EOBD since 2001 in Europe have standardized the methods for diagnosing electronic control systems responsible for the environmental level of the engine and transmission. These standards have introduced the obligation to equip the electronic control units of vehicles (ECU, ECU) with a system for monitoring engine operation parameters that are directly or indirectly related to the composition of the exhaust. The standards also provided for protocols for reading information about deviations in the environmental parameters of the engine and other diagnostic information from the ECU. OBD-II is precisely the system for accumulating and reading such information. The initial "environmental orientation" of OBD-II, on the one hand, limited the possibilities for its use in diagnosing the entire range of malfunctions, on the other hand, predetermined its extremely wide distribution both in the USA and in other countries. automotive markets. In the USA, the use of the OBD-II system (and the installation of the corresponding diagnostic block) has been mandatory since 1996 (the requirement applies to both vehicles manufactured in the USA and non-US vehicles sold in the USA). On cars in Europe and Asia, OBD-II protocols have also been used since 1996 (on a small number of brands / models), but especially since 2001 for cars with gasoline engines(with the adoption of the corresponding European standard - EOBD) and since 2004 for vehicles with diesel engines. However, the OBD-II standard is partially or fully supported by some cars manufactured earlier than 1996 (2001). (pre-OBD cars). What can OBD II give a car service company? How necessary is this standard in real practice, what are its pros and cons? What requirements must be met by diagnostic devices?
First of all, one must be clearly aware that the main difference between this self-diagnosis system and all others is a strict focus on toxicity, which is an integral part of the operation of any car. This concept also includes harmful substances contained in exhaust gases, and fuel evaporation, and refrigerant leakage from the air conditioning system.
This orientation defines all the strengths and weaknesses of the OBD-II and EOBD standards. Since not all vehicle systems and not all malfunctions have a direct effect on toxicity, this narrows the scope of the standard.
But, on the other hand, the most complex and most important device of the car was and remains the power drive (that is, the engine and transmission). And this alone is quite enough to state the importance of this application. In addition, the powertrain control system is increasingly being integrated with other vehicle systems, and with it, the scope of OBD-II is expanding. And yet, in the vast majority of cases, we can say that the real implementation and use of OBD‑II / EOBD standards lies in the niche of engine diagnostics (less often gearboxes).
The second important difference of this standard is unification. Let incomplete, with a lot of reservations, but still very useful and important. This is where the main attraction of OBD-II lies. A standard diagnostic connector, unified exchange protocols, a unified fault code designation system, a unified self-diagnosis ideology, and much more. Such unification allows manufacturers of diagnostic equipment to create inexpensive universal devices, specialists - to drastically reduce the cost of acquiring equipment and information, to work out standard diagnostic procedures that are universal in the full sense of the word.
A few notes about unification. Many people have a stable association: OBD-II is a 16-pin connector (it’s called “O-B-Dish”). If the car is from America, there are no questions. But with Europe it's a little more difficult. A number of European manufacturers (Ford, VAG, Opel) have been using this connector since 1995 (when there was no EOBD protocol in Europe yet). Diagnostics of these cars is carried out exclusively according to the factory exchange protocols. Almost the same is the case with some "Japanese" and "Koreans" (the most striking example is Mitsubishi). But there were also such "Europeans" who quite realistically supported the OBD-II protocol since 1996, for example, many Volvo models, SAAB , Jaguar , Porsche. But the unification of the communication protocol, or, simply speaking, the language in which the control unit and the scanner “speak”, can only be discussed at the application level. The communication standard was not made uniform. It is allowed to use any of four common protocols: SAE J1850 PWM, SAE J 1850 VPW, ISO 9141-2, ISO 14230-4. Recently, another one has been added to these protocols - ISO 15765-4, which provides data exchange using the CAN bus (this protocol will be dominant on new cars).
The scanner must have a standard 16-pin trapezoid connector as described in SAE J1962. This requirement must be met in order for the scanner to be connected to the vehicle's diagnostic socket.
By the presence of the conclusions present on it, one can roughly judge the protocol used using the following table:
Thus:
■ The ISO-9141-2 protocol is identified by the presence of pin 7 in the diagnostic socket (K-line) and the absence of 2 and/or 10 pins in the diagnostic socket. Pins used: 4, 5, 7, 15 (may not be), 16.
■ SAE J1850 VPW (Variable Pulse Width Modulation). Used conclusions: 2, 4, 5, 16 (without 10).
■ SAE J1850 PWM (Pulse Width Modulation). Pins used: 2, 4, 5, 10, 16.
PWM, VPW protocols are identified by the absence of pin 7 (K-Line) of the diagnostic connector.
The vast majority of vehicles use the ISO protocols. Some exceptions:
■ Most GM passenger cars and light trucks use the SAE J1850 VPW protocol.
■ bulk ford cars uses J1850 PWM protocol.
There are “applicability tables” on the Internet, which list the makes and models of cars and the OBD-II protocols they support. However, it should be borne in mind that the same model with the same engine, of the same year of manufacture, can be released for different markets with support for different diagnostic protocols (in the same way, the protocols may differ by engine models, years of manufacture). Thus, the absence of a car in the lists does not mean that it does not support OBD-II / EOBD, just as the presence does not mean that it supports and, moreover, fully supports (there may be inaccuracies in the list, various modifications of the car, etc.) . It is even more difficult to judge the support of a particular variety of the OBD-II / EOBD standard.
A general condition for compliance with OBD-II/EOBD diagnostics is the presence of a 16-pin diagnostic connector (DLC - Diagnostic Link Connector) trapezoidal shape (on the vast majority of OBD-II / EOBD cars it is located under the dashboard on the driver's side; the connector can be opened and closed easily removable cover with the inscription "OBD-II", "Diagnose", etc.). Nevertheless, this condition is necessary, but not sufficient! Often, the OBD-II / EOBD connector is installed on cars that do not support any of the OBD-II / EOBD protocols at all. In such cases, it is necessary to use a scanner designed to work with the manufacturer's protocols. specific brand vehicle (eg. Opel Vectra B European market 1996/97). To assess the applicability of a particular scanner for diagnosing a particular vehicle, it is necessary to determine which of the OBD-II / EOBD protocols is used on this vehicle (if they are supported at all).
Actually, the diagnostician does not need to know what the difference between these protocols is. It is much more important that the available scanner can automatically determine the protocol used and correctly "talk" with the block in the language of this protocol. Therefore, it is quite natural that the unification also affected the requirements for diagnostic devices. The basic requirements for an OBD-II scanner are set out in the J1978 standard. A scanner that meets these requirements is called GST (Generic Scan Tool). Such a scanner does not have to be special. GST functions can be performed by any universal (i.e. multi-brand) and even dealer device, if it has the appropriate software.
A very important achievement of the new standard is the development of a unified ideology of self-diagnosis. The control unit is assigned whole line special functions that provide a thorough control of the functioning of all systems of the power unit. The quantity and quality of diagnostic functions has grown dramatically compared to the blocks of the previous generation. The scope of this article does not allow to consider in detail all aspects of the functioning of the control unit. We are more interested in how to use its diagnostic capabilities in daily work. This is reflected in the J1979 document, which defines diagnostic modes that must be supported by both the engine control unit / automatic transmission and diagnostic equipment.
(To be continued)
Along with the development of the mechanical systems of the car, engineers constantly sought to add something to the electronic stuffing, to make the car safer, more manageable and smarter. Today, there are all the prerequisites for this: the IT industry is developing at a tremendous pace, automakers are ready to cooperate and conduct promising developments, corporations are investing in the development of vehicles. Meanwhile, the “mind” of cars has evolved progressively over more than half a century. All this time, he took different forms and went into different concepts: from security to entertainment. The modern round of evolution has gone so far that it is no longer clear whether software determines hardware or hardware determines software. So, it's time to write about cars on Giktimes.
Let's remember how it all began
The first technological revolution in the automotive industry was the interest automotive companies to electric starters - they were first installed in 1911. Then innovations began to concern the convenience of the driver and even his entertainment behind the wheel: in 1925, a cigarette lighter appeared, in 1930 - a radio, in 1956 - a power steering, in 1970 - a cassette deck, in 1984 - airbags. A year later - CD players, in 1994 - dashboard computer diagnostics car, in 1995 - GPS, in 2000 - USB and Bluetooth, the first signs of a car "connected" to everything.First creation experience smart car occurred in the middle of the twentieth century. General Motors Firebird II - 1956 four-seater with independent suspension. Hidden under a titanium case gas turbine engine Whirlfire GT-304 with 200 hp, power accessories and an integrated air conditioning system of a level no worse than at the beginning of the 21st century. The Firebird II, in terms of design and ergonomics, continued the 1953 version of the car, which was called a "jet aircraft on wheels" (the developers and engineers were indeed inspired by the fighter concepts of that time). However, the Firebird II pioneered the highway travel structure of the future, a complex control system that had to interact with an electrical wire embedded in the roadway to send signals and serve as a guide for newest cars. It was assumed that the electromagnetic field minimizes dangerous situations on the road, reducing the human factor. At that time, it was too bold a model that made a splash at exhibitions, but never got into mass production.
The highways of the future were built in Europe and the USA. The first production car that really interacted with them was the Citroen DS, the legendary passenger car that took third place in the ranking of cars of the century. Low power 75 hp engine did not stand out in those days, but the car was distinguished by an advanced transmission, combined with steering, brakes and hydropneumatic suspension. This design was ahead of the development of the automotive industry for many years to come. Citroen DS was able to interact with the highway using an electrical signal, but there was no question of any independent autopilot - it was more fun. By the way, it is the incredible popularity, Hi-tech and although relatively illusory, but the autopilot made this Citroen the flying car of Fantômas.
Experiments with on-board computers in the 60-70s. were carried out, but never entered the series. It is worth remembering the experimental Chrysler Plymouth, which was equipped with an on-board computer (well, as far as an on-board computer can be called, which occupied half the rear seat) and a generator to power the system, brought to the roof of the car. Laboratory tests were carried out for 10 years, but there was no question of any serial production.
Nevertheless, neither engineering thought nor the fantasy of the futurists stopped for a minute - mankind was looking for cars not only for luxury or a means of transportation, but also for a smart assistant that could make life easier, make roads safer, work for a person. This desire was reflected in the movies - after several films with "talking" cars, the real hits were a series of films about James Bond with his fancy cars and, of course, the legendary "Knight Rider". The smart, humorous KITT car based on the Pontiac Firebird Trans AM not only reached speeds of under 500 km / h and was practically invulnerable, but also knew how to talk, drive on full autopilot and control everything electronic devices on distance.
Kitt inside
Surely the utilitarian reality did not coincide with the dreams of the engineers of the past - commerce and the notorious business expediency influenced the formation of the appearance of modern smart cars.
- Automakers began to strive to meet the requirements of the mass consumer, who is spoiled by the IT industry. Cruise control, media devices for playing content, built-in phones in the 80s and 90s, and so on, became the mind of cars.
- Manufacturers of tablets and smartphones began to lobby their interests to fit into cars (for example, Samsung tablets are built into some BMW cars).
- Users began to place increased demands on electronic filling: from entertainment content to security systems and the ability to work with alerts based on the state of the car.
Modern smart cars
One of the first prototypes offered by Google - Google Car. This is a mini car with an unprecedented level of autonomy. The car is designed for two people, has two engines, non-standard body materials, all-electric, speeds up to 25 miles / hour (just over 40 km / h), is controlled from the start button and does not require the presence of a person other than as a passenger. Naturally, it is integrated with Google services - on the central console you can watch videos and movies on Youtube, work with mail, surf in Chrome. By the way, the car was also built by Google, as previous partners Lexus and Toyota expectedly imposed many restrictions on risky experiments. It is extremely difficult to enter the mass market of personal vehicles, and in December 2016, Google (more precisely, the Alphabet holding) curtailed the project to create its unmanned vehicle. The company continues to develop autopilots, but for ordinary automakers.
Vehicle operating systems
Most readers will probably be the first to think of OS Android. Indeed, this operating system is present in cars, and not only on built-in tablets. The distribution of the system began with the creation of the Open Automotive Alliance, which included Google itself, NVIDIA, Audi, General Motors GM, Honda and Hyundai. We should not forget about Tesla, which has large 17-inch Android-based displays on board. However, so far, the use of this operating system is aimed mainly at creating information and entertainment fillings of the car, including navigation functions. In the near future, the new platform will have to provide an increase in comfort and an increase in the level of car safety.IOS is not far behind the competitor and while the whole world is waiting for the first i-mobile or i-Car by 2020 (they say it will be something unmanned based on the BMW i3), Apple has implemented the Apple Carplay system, which allows you to connect the car control system with iPhone 5 and up. Not all cars support the system yet, but most of the top manufacturers are already on the list. Of course, here we are not talking about the operating system either - just integrating iOS devices into the infrastructure on-board computer. Once again, the entertainment aspect comes out on top, with both hands-free conversations and iTunes voice control. By the way, the development of the Apple drone is strictly classified - try to find something other than general phrases about the Project Titan project.
Microsoft did not make a revolution either, but chose a different development vector and set its sights on voice control of car functions so as not to distract the driver from the road. What's happening with Microsoft's automotive software can be described as having a smartphone completely built into the car. Well, that is, you can expect jokes from the category of "wait, I'll park the phone."
Will be tested this year autonomous system driving drive me away Volvo. Again, the purpose of the autonomy is for the time being the convenience of the driver and traffic safety in the event that the owner of the car wants, for example, to have lunch while driving or type a couple of messages in the messenger. It will be possible to monitor the environment, including the movement of pedestrians, using a clever combination of radars, cameras and lasers. Volvo emphasizes that they make real systems for real roads and consumers.
Volvo plans to involve the most ordinary people of different sexes, ages, with different driving experience for testing. During testing, the company plans to collect "terabytes of data" about security, usability, consumer experience, traffic flows, energy efficiency. Based on these data, the system will be improved. The base car for testing is the XC90s.
In 2015 on Geneva Motor Show Italian studio Italdesign Giugiaro introduced a GEA car (there is a version that it was partly a prototype of the Audi A9, someone refers to the near future of Audi) with fully autonomous control. Due to the fact that the driver behind the wheel (joystick steering wheel) has nothing to do in particular, GEA provides three modes: a study, a gym and a relaxation room. In Business mode, the cabin provides two 19-inch monitors and reversible seats for comfortable conversation. Wellness-mode gives instructions on how to perform exercises on the handles built into the backseat. Finally, Dream mode provides the driver with an ample bed to sleep in. For all work options, the atmosphere and lighting are selected. The car can be controlled from a smartphone via special application. The technical characteristics of the concept are also outstanding: 4 engines with a total power of 775 hp, length 5370 mm, maximum speed 250 km/h.
Features Audi clearly read
It is impossible to leave the review of smart cars without attention to the legendary and, perhaps, the most German brand - BMW. The Bavarian automaker rarely looks back and is at the forefront of the market through design and technology. According to the KPMG report, the concern is in the lead in technologies of smart and unmanned vehicles.
In the case of smart cars, the story is this: in addition to unmanned versions, which we will discuss below, there are stock cars, which use everything that has been created for the smart cars of our time. At the beginning of 2017, the leaders are the BMW i8, the BMW X5 PHEV hybrid and the BMW 7 (which, among other things, projects dashboard data onto the windshield, has a heavily updated iDrive and accepts gesture control by the sensor). These BMW models (like others) are equipped with a large number of sensors and are smart precisely from the point of view of safety - they analyze the situation on the road and, having a huge amount of information in their memory, literally predict adverse events, thereby preventing them. The BMW also has a built-in SIM card from the Vodafon operator, which works in roaming in the networks of almost any mobile operator in the world (in Russia - all) and transmits important information: to the driver - about the need for the next maintenance, battery level, nearest car services, help points and even hotels, restaurants, etc., and from the driver - about critical situations on the road. So, you can call for help with one SOS button and the operator will receive the owner's data and the exact coordinates of the incident. If it is impossible to reach the button, the car itself will transmit a distress signal to special services.
X5 with hybrid engine
Together with Mobileye and Intel BMW company is developing the iNEXT unmanned software network platform, which will be designed both for installation on the concern's vehicles and for sale to other automakers. In 2021 BMW plans to release a third level robomobile, which will still require the presence of a person (fourth level - it is possible to do anything except driving, fifth level - the car will go where you (it?) need to).
You just can't take your eyes off the wheels.
Vehicle software
AUTOSAR (AUTomotive Open System ARchitecture) is an organization that aims to create a standardized open software structure for vehicle electronics, except for infotainment systems. Such software must be scalable (spread across different vehicles and platforms), localizable, meeting safety requirements, and maintainable throughout the life of the vehicle. The AUTOSAR standard applies to body electronics, powertrain, chassis and security systems, as well as multimedia systems, telematics and the driver-vehicle interface.The FlexRay Onboard Electronics Standard Protocol is a high-speed network protocol for vehicles developed by the global FlexRay consortium, co-founded by NXP with BMW, DaimlerChrysler, Bosch, GM and Volkswagen. The data transfer rate on it reaches 10 Mbps. It is ten times faster than the modern CAN (Controller-Area Network) bus, and even more so - already outdated and very slow diagnostic OBD(On Board Diagnostic). FlexRay controllers will work for the purpose of controlling those parts of the vehicle where the issue is modern diagnostics equals a matter of life and death: engine, transmission, suspension, brakes, steering. Also, the protocol, in principle, should expand the capabilities of onboard control.
Automotive Safety Restraints Bus specification (ASRB 2.0) is a standard for vehicle electronic systems that are responsible, among other things, for the physical safety of the driver and passengers.
Autopilots, car parks and navigation systems - software and Hardware without which driving will soon be hard to imagine. In addition, these systems are already entrusted with the function of security and protection (for example, calling special services in case of serious accident), and in the future this functionality will only increase.
Typical IoT (Internet of Things) solutions also find their way into cars: for example, GM is collaborating with IBM to use Watson for smart cars.
It is impossible not to mention main problem Software for cars - it must take into account the features of hardware, which can be used even for more than a decade, which means there must be advanced upgrade options. And even better - software that is ahead of its time.You can read more about smart car software in the Compress material.
Tesla has been written about so much and in detail that it’s even boring to talk about it. But it is simply impossible not to mention this project. First of all, because of the autonomy that is unique for a production car: a set of sensors protects the car from collisions, and a 360-degree camera recognizes road markings, intersections, other cars and vehicles, and pedestrians. Thus, the car independently regulates the control and speed of movement. In the process of using the car, the autopilot learns itself and at the same time transmits data to the company's servers Tesla Motors, whose employees analyze and improve the system.
At the core electronic stuffing The Tesla Model S is based on an information and control system based on two Tegra3 processors, the first of which is responsible for instruments and sensors, and the second for entertaining and informing the driver through a 17-inch display. Software based on the Linux kernel and a special shell developed in Tesla motors. Software updates are released fairly frequently and are downloaded over the air.
Tesla Model X
Faraday Future is a California-based startup funded by the Chinese company LeEco, which is trying to create its own ecosystem and produce literally everything. Already from the name of the project it is clear that we are talking about an intelligent electric car, and from it it is also obvious that the creators of the startup consider Tesla to be the main competitor. After a series of rumors about bankruptcy and the failure of the project, the company presented the Faraday Future FF 91 serial all-electric crossover in a rather unusual streamlined body design. The car turned out to be overall (5250 mm long, 3200 mm wheelbase) and ergonomic, with a low (0.25) drag coefficient. The native Variable Platform Architecture (VPA) platform includes 4 electric motors and a battery pack. The power of the electric motors in the aggregate is 1050 hp, acceleration to hundreds in 2.4 seconds.
Faraday technologies are also impressive: 10 cameras all-round view, 13 radar sensors, 12 ultrasonic sensors and one 3D LIDAR scanner (laser version of the radar, the same pip on the hood). In the car, you can set up FFID accounts that “recognize” the driver by sight and immediately configure the car’s options just for him.
By the way, this crossover is still a soft version of the Chinese electric car, the first concept had a super bold design. Things are going with varying success for the company: in November 2016, LeEco announced a lack of funds and austerity, and just a few days ago at CES in Las Vegas, the crossover was presented to the public, but not without technical failures. launch series production scheduled for 2018 - we will soon see how the story of Tesla's Chinese competitor ends.
One of the most promising applications of platforms for unmanned vehicles is freight transport, which is used in construction, industry, agriculture. Mercedes has created a Future Truck 2025 drone designed to travel on major highways. Autopilot functions are implemented on the basis of dual cameras, sensors, radar and technology " dead center". Special radars listen and scan the road, assessing the terrain or, for example, picking up special signals from emergency vehicles. During autopilot, the driver must be inside but can comfortably relax with a tablet in hand. To drive a car in urban conditions, such a truck needs a driver.
This is how we imagine the trucker of the future
The Russian KamAZ has also started testing the unmanned version. KamAZ, together with Cognitive Technologies and VIST Group, is implementing a project of an unmanned vehicle that will control the gas and brake pedals, the steering wheel drive and the automatic transmission. The basis for the prototype was the serial KAMAZ-5350, which is equipped with four video cameras, three radars and a lidar - an active optical sensor that acts as a laser rangefinder. The cockpit houses the actuator controls and two computers connected by an Ethernet local area network. The unmanned KamAZ uses passive computer vision technology: the truck detects obstacles in its path in less than 0.3 seconds, recognizes road signs and traffic lights. Unlike foreign unmanned vehicles, KamAZ is imbued with Russian reality and does not work on the basis of recognition road markings applied on a perfectly flat highway.
We can confidently say that we live in the era of smart cars, which will be one of the three groups: familiar machines stuffed with electronics, unmanned vehicles and electronic assistants. Another example of this - not mentioned above, but present on the market of smart cars VW iBeetle with the Apple ecosystem - all on-board electrical systems are integrated with the iPhone, and even the bulky and awkward-looking Ford F-150 pickup truck with voice control. These are production cars available for purchase and ready to work for their owner. In any case, it is obvious that the development of the electronic and software component of cars will develop, looking for a compromise between the needs for security, information and entertainment.
But most of all I want that despite the huge possibilities of electronics, the subjective, but the main thing is the pleasure behind the wheel.
