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 lead promising developments, corporations are investing in the development of motor transport. 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.
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 while driving: in 1925, a cigarette lighter appeared, in 1930 - a radio, in 1956 - a power steering, in 1970 - a cassette deck, in 1984 - inflatable pillows security. 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.
The first experience of creating a smart machine 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 built into the roadway to send signals and guide the latest 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 motor 75 HP 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 - humanity 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 safe roads, work for the 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". A 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 all electronic devices from a 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 too operating system out of the question - just the integration of iOS devices into the infrastructure of the 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."
Already this year will be tested autonomous driving system Drive Me from 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. base car for testing - 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. The Wellness mode gives instructions for doing exercises on the handles built into the back seat. 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 through a special application. Specifications the concept is also outstanding: 4 engines total power 775 hp, length 5370 mm, maximum speed 250 km/h.
Features Audi clearly read
It is impossible to leave a review of smart cars without attention to the legendary and, perhaps, the most deutsche mark- 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 big amount sensors 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 is developing the iNEXT unmanned 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 Level 3 robotic vehicle that will still require the presence of a person (Level 4 - you can do anything except driving, Level 5 - 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 difficult to imagine. In addition, these systems are already entrusted with the function of security and protection (for example, calling the special services in the event of a 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 the main problem of software for cars - it must take into account the features of hardware, which can be used even for more than ten years, which means that there must be advanced update capabilities. And even better - software that is ahead of its time.
So much and detailed has been written about Tesla 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. The software is 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's technology is also impressive: 10 all-round cameras, 13 radar sensors, 12 ultrasonic sensors and one 3D LIDAR scanner (a 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. The company is doing business with mixed success: 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. The launch of mass production is scheduled for 2018 - we will soon see how the story ends Chinese competitor Tesla.
One of the most promising areas of application for platforms for unmanned vehicles is cargo transport, which is used in construction, industry, and agriculture. Mercedes has created a Future Truck 2025 drone designed to travel on major highways. Autopilot functions are implemented based on 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. 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 recognizing road markings applied to 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: habitual cars 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.
Once upon a time, to implement all the necessary functions for managing automotive systems, it was enough to clean mechanical devices, 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 systems injection, and then there were fully electronic systems of distributed injection.
In parallel, systems were developed that provide active and passive safety vehicles, 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. Electronics were introduced in the same years climate systems and comfort equipment. 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 met these needs was the introduction of software electronic control units of the SELF-DIAGNOSTICS functions. 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 introduce this method of computer diagnostics, but for some of them this process was delayed ( concern YAMAHA still does not have the ability to connect the scanner to their 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 passenger 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 system on-board diagnostics– 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 faults, on the other hand, predetermined its extremely wide distribution both in the USA and in other automotive markets. US application OBD II systems(and installation of the corresponding diagnostic block) are 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 enough to state the importance 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 diagnostic connector(K-line) and the absence of 2 and / or 10 pins in the diagnostic connector. 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:
■ bulk cars and GM light trucks use the SAE J1850 VPW protocol;
■ Most Ford vehicles use the 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 must be borne in mind that the same model with the same engine, of the same year of manufacture, can be produced 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 protocols of the manufacturer of a particular brand of car (for example, Opel Vectra B European market 1996/97). To assess the applicability of a particular scanner for diagnostics specific 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 unit 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 a number of special functions that provide careful 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)
My home, my office, my car: networking makes cars as much a place to live and work as home and office.
What this means and what the vehicles of the future will look like, 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 fatigue of a person 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 are 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 touch controls with feedback. 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 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 housing. 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. Information obtained from vehicle sensors free places is transmitted via the "cloud" to a digital parking map and becomes available to other vehicles.
Smart cars are a mixture of transportation, robot and artificial intelligence in the mass consciousness. In fact, smart cars can be different reasons: autonomous (self-managed) and semi-autonomous; advanced onboard system navigation and infotainment; environmentally friendly electric vehicles and vehicles with alternative power systems; exclusive or unique representatives of the world of cars, created for a specific purpose. Increasingly, smart cars refer to Google's driverless cars, which have their own set of sensors for moving on the road, without steering wheels and pedals, and promise to revolutionize the world of road travel. After all, a car that you can talk to (using Siri, for example) can also be called smart. We pay attention to everyone.
What will be the "shod" cars of the future? It seems that the American tire manufacturer Goodyear knows the answer to this question. Moreover, the company's engineers and designers even created a demo video, thanks to which you can look into the future from the corner of your eye. The concept of the amazing tires shown in this video is truly impressive. But who knows when this project will come true.
On the basis of KAMAZ production facilities, trucks, dump trucks, tractors and buses are being developed with the functions of intelligent assistance and autonomous movement, capable of warning the driver of danger and adjusting traffic to prevent accidents.
The development of automotive industry solutions based on machine learning algorithms and artificial intelligence is currently focused mainly on the future of drones. However, the practical application and cost-effectiveness of this can already be seen today.
car manufacturers
Thanks to artificial intelligence and machine learning, cars will adapt to driving style, owner reactions, methods of using vehicle functionality. It is important for the automaker to keep the client, so he will turn to analysis more often, including in real time. It is important to understand what features customers use more often, because each, even an inexpensive part in a car, multiplied by tens of thousands of produced cars, can affect the financial result of the manufacturer. Earning on additional options, you need to understand which of the available functions in the current versions of the car are most in demand.
If we know that clients Kia Rio cannot live without a voice assistant, then we can insert this option into another car, making it a competitive advantage. Some local automakers, using data analysis, are already selling very “filled” cars today, because they know what a potential owner expects from a car.
For example, one of the Middle Eastern automakers before launching new series vehicles on the market requested a specification by region for driver use in the previous series of paddle shifters. They were by default inserted into all previous models, and this option cost a very noticeable amount. According to the information received, less than 1% of car owners in this region used the steering wheel paddle function. As a result, it was decided to exclude it without fear of reducing consumer loyalty.
Dealers
The dealership business is under attack today. In 2017, despite the growth in sales of passenger cars, the number of dealerships in Russia decreased by almost 3%, to 3,410 stores, and in just three recent years Closed about 700 centers. They have always been affected by the purchasing power of the population, and now they are also pressed by automakers who want to work directly with the consumer.
The goal of the dealer is to retain a loyal customer, even if the customer wants to change the car brand (for multi-brand dealers). Suppose a customer of a multi-brand dealer drives a Volkswagen car, thanks to telematics the dealer knows how many kilometers his customer drives per year, knows the driving style, when he prefers to come to the service center, what services the customer used and what spare parts / accessories he bought, etc. On the basis of data from telematics, the dealer can transfer the experience of using his client to a new car and offer him a car of another brand that is part of the holding, say, BMW.
What is telematics in general? This is a set of services that use data received from one or more telematic devices. These can be satellite navigation chips, accelerometers, mobile communication modules with a SIM card through which statistical data is transmitted to the server, a built-in battery, a gyroscope. With the help of such a complex, you can collect data, and therefore get a number of services: navigation, remote diagnostics, fleet management, security, multimedia functions, communications, access to information and control of certain vehicle functions.
auto insurance
In auto insurance, an obvious use case for artificial intelligence is to add technology to risk assessment. With it, they will optimize costs and customer portfolio.
Today, car sharing companies are the most active in analyzing the driving style of customers. By identifying careful drivers, they offer them special rates or bonuses. If the average tariff for the top three car sharing companies in Moscow (Delimobil, BelkaCar and YouDrive) is 10 rubles, then a client with minimal risk of an accident can receive a tariff of 8 rubles or less. So far, auto insurers take into account only the total length of service and previous driver insurance payments, but within a year they will take over this model from car sharing and also assess the immediate level of driving safety. At the same time, not only the history of trips will be evaluated: if the client's driving style changes, then the tariff will also be changed.
car sharing
Artificial intelligence technologies can personalize the service that companies offer as much as possible. Services focused on car personalization will develop its interactive component: a certain color and car model will be selected for the user, favorite music will sound in the cabin, and the navigator will know where the user’s home and work are located.
In addition, artificial intelligence can contribute to the actual distribution of cars by city districts depending on the day of the week or time of day. Machine learning can predict user behavior and suggest car layout optimizations. And someday cars in unmanned mode will even be able to drive up to the right time in the most demanded areas.
Artificial intelligence today is not just changing the automotive business, it is changing the car itself and doing it quickly. To develop in the car market, players need not only to implement solutions based on artificial intelligence or develop their own, but also think about time. To narrow the gap between our own results and the achievements reported today by global technology market players (Google, Tesla, Uber), it is necessary to unite either among participants in the same market group or cooperate with IT solution providers.
