Browse Topic: Infotainment systems
In today’s world, Vehicles are no longer mechanically dominated, with increased complexity, features and autonomous driving capabilities, vehicles are getting connected to internal and external environment e.g., V2I(Vehicle-to-Infrastructure), V2V(Vehicle-to-Vehicle), V2C(Vehicle-to-Cloud) and V2X(Vehicle-to-Everything). This has pushed classical automotive system in background and vehicle components are now increasingly dominated by software’s. Now more focus is made on to increase self-decision-making capabilities of automobile and providing more advance, safe and secure solutions e.g., Autonomous driving, E-mobility, and software driven vehicles, due to which vehicle digitization and lots of sensors inside and outside the vehicle are being used, and automobile are becoming intelligent. i.e., intelligent vehicles with advance safe and secure features but all these advancements come with significant threat of cybersecurity risk. Therefore, providing an automobile that is safe and
Contrary to what you may have heard, Americans are buying more EVs than ever. But they tend to like 'em big. After production delays due to software development issues - a problem that continues to plague automakers from Volkswagen to General Motors - Volvo's EX90 will look to lure families who live for three-row luxury SUVs. Based on a recent media drive in Newport Beach, California, Volvo may still have some work to do. The twin-motor EX90 did impress us with its 510 hp (380 kW), confident handling, leading-edge safety and sparkling high-resolution displays. But a software glitch dinged our test car when a section of its 14.5-inch (37 cm) center screen blanked out. Other journalists reported issues with a phone-based digital key that briefly left one driver stranded when it wouldn't connect with the Volvo. This is another reason I never rely on an automaker's digital key and always ask for a hard backup
This SAE Aerospace Recommended Practice (ARP) defines means to assess the effect of changes to seat back mounted IFE monitors on blunt trauma to the head and post-impact sharp edges. The assessment methods described may be used for evaluation of changes to seat back monitor delethalization (blunt trauma and post-test sharp edges) and head injury criterion (HIC) attributes (refer to ARP6448, Appendix A, Item 4). Application is focused on type A-T (transport airplane) certified seat installations
This document provides background information, rationale, and data (both physical testing and computer simulations) used in defining the component test methods and similarity criteria described in SAE Aerospace Recommended Practice (ARP) 6330. ARP6330 defines multiple test methods used to assess the effect of seat back mounted IFE monitor changes on blunt trauma to the head and post-impact sharp edge generation. The data generated is based on seat and IFE components installed on type A-T (transport airplane) certified aircraft. While not within the scope of ARP6330, generated test data for the possible future development of surrogate target evaluation methods is also included
Data privacy questions are particularly timely in the automotive industry as—now more than ever before—vehicles are collecting and sharing data at great speeds and quantities. Though connectivity and vehicle-to-vehicle technologies are perhaps the most obvious, smart city infrastructure, maintenance, and infotainment systems are also relevant in the data privacy law discourse. Facial Recognition Software and Privacy Law in Transportation Technology considers the current legal landscape of privacy law and the unanswered questions that have surfaced in recent years. A survey of the limited recent federal case law and statutory law, as well as examples of comprehensive state data privacy laws, is included. Perhaps most importantly, this report simplifies the balancing act that manufacturers and consumers are performing by complying with data privacy laws, sharing enough data to maximize safety and convenience, and protecting personal information. Click here to access the full SAE EDGETM
The pace of innovation in automotive and heavy-duty transportation is rapidly accelerating. Manufacturers are harnessing advancements in electrification and electronification, ushering in new levels of safety, comfort, infotainment, connectivity, performance, and sustainability
As head of software engineering at Volvo Cars, Alwin Bakkenes is involved not just with all of the software and electronics in Volvo's vehicles but also the automaker's automotive cloud, the data center that trains Volvo's algorithms, the connectivity pipeline and software updates as well as interactions with Volvo's autonomous driving software development subsidiary Zenseact and HaleyTek, a joint venture with ECARX to develop Android-based infotainment systems for Volvo and Polestar. This growing digital footprint gives Volvo an array of tools to improve its future vehicles, something Bakkenes made clear when speaking with SAE Media at the 2024 NVIDIA GTC event in San Jose in March. Volvo started working with NVIDIA around eight years ago and first used the NVIDIA DRIVE Orin system-on-a-chip (SoC) technology in the updated XC90 SUV, introduced in 2022. In 2023, Volvo built a new 22,000 sq m (236,806 sq ft) software testing center in Sweden at a cost of around SEK 300 million (U.S
The next generation of digital cockpits requires modern architectures to be successful and affordable. This paper provides an in-depth view on the future of digital cockpit architectures. The currently emerging architectures are explored with two main points in focus: The key experiences that drive customer expectations and the options to cost-effectively meet those expectations—while keeping the vehicle affordable. Modern architectures rely on middleware services. Well-designed middleware services allow for an efficient and reusable approach across different model lines and market segments. The paper presents this approach. The new architectures also lead to a transformation of the partner ecosystem between original equipment manufacturers (OEMs) and component suppliers. OEMs try to lever this system while maintaining control over their offerings. These changes transform the traditional semiconductor industry as a whole. The reasons for this transformation and why it is necessary to
ChatGPT has entered the car. At CES 2024, Volkswagen and technology partner Cerence introduced an update to IDA, VW's in-car voice assistant, so it can now use ChatGPT to expand what's possible using voice commands in vehicles. VW said the ChatGPT bot will be available in Europe in current MEB and MQB evo models from VW Group brands that currently use the IDA voice assistant. That includes some members of the ID family - the ID.7, ID.4, ID.5 and ID.3 - as well as the new Tiguan, Passat and Golf models. VW brands Seat, Škoda, Cupra and VW Commercial Vehicles also will get IDA integration. VW hopes to bring IDA to other markets, including North America, but did not make any timing announcements
CES 2024 offers a busy look at the software-definied-vehicle future. For a technology set to define our automotive future for years to come, it's surprising that not everyone in the industry can agree on what a software-defined vehicle actually is. It's not controversial to say that SDVs need to be able to adjust - or define - some aspect of a vehicle's performance through software. It's the outer limits of how this works that can prove challenging to define
In an increasingly electrified world, there's still a need for 12-volt batteries and a low-voltage electrical architecture in vehicles. Clarios, which provides the low-voltage architecture for around a third of all vehicles in the world, sees room to grow in the electrified future. Connected vehicles, for example, bring new expectations for what a low-voltage system has to provide, including higher electrical loads. This energy is used for OTA updates when the car is not running, for example, or powering larger infotainment screens. SAE Media editor-in-chief Sebastian Blanco spoke with Clarios president and CEO Mark Wallace and Federico Morales-Zimmermann, group vice president and general manager of original equipment, during a roundtable discussion with multiple journalists. The following Q&A from that event has been edited
Engineers like to know what customers think about a vehicle. Now, drivers of the all-electric Ford F-150 Lightning and Mustang Mach-E can oblige via a new system that channels select customer comments to engineers. F-150 Lightning fullsize pickup truck and Mustang Mach-E SUV owners in the U.S. can pass along opinions via a 45-second voice message after selecting “record feedback” through the settings-general menu on the infotainment touchscreen. “We want to hear the customer's voice. Ford does customer clinics and events, but this is a different way to capture customer feedback,” Donna Dickson, chief engineer of the Ford Mustang Mach-E, said in an interview with SAE Media
This SAE Recommended Practice defines key terms used in the description and analysis of video based driver eye glance behavior, as well as guidance in the analysis of that data. The information provided in this practiced is intended to provide consistency for terms, definitions, and analysis techniques. This practice is to be used in laboratory, driving simulator, and on-road evaluations of how people drive, with particular emphasis on evaluating Driver Vehicle Interfaces (DVIs; e.g., in-vehicle multimedia systems, controls and displays). In terms of how such data are reduced, this version only concerns manual video-based techniques. However, even in its current form, the practice should be useful for describing the performance of automated sensors (eye trackers) and automated reduction (computer vision
I know nothing more about artificial intelligence (AI) than what I read and what learned people tell me. I know it's supposed to bring new sophistication to all manner of processes and technologies, including automated driving. So, when a driverless robotaxi operated by GM's Cruise plowed into a road section of freshly poured cement in San Francisco, it raised questions about recently beleaguered Cruise. My mind wandered to AI, which many AV compute “stacks” are touted to leverage in abundance. Driving into wet cement isn't intelligent. Did somebody need to train the vehicle's AV stack specifically to recognize wet cement? If that's how it works, I'd prefer not to bet my life on whether some fairly oddball happenstance (is the term ‘edge case’ not cool anymore?) had been accounted for in that particular version of the AD system's algorithm running that particular day
Mercedes-Benz developed an in-house computer operating system to join an all-new vehicle platform architecture to enhance automated driving, OTA updates and other features. Mercedes-Benz revealed in late February that it is developing its own computer operating system, dubbed MB.OS, which it said will be standardized across the company's entire model portfolio when deployment begins “mid-decade” in concert with the introduction of the equally new Mercedes Modular Architecture (MMA) vehicle platform. The MB.OS will have full access to all vehicle domains, including infotainment, automated driving, body and comfort, vehicle dynamics and battery charging. Based on a chip-to-cloud architecture, the company asserted MB.OS “is designed to connect the major aspects of the company's value chain, including development, production, omni-channel commerce and services - effectively making it an operating system for the entire Mercedes-Benz business.” The MB.OS architecture is completely updateable
One chip, multiple benefits. That's the claim made by U.S. semiconductor company Qualcomm Technologies Inc. about its new, scalable system-on-a-chip (SoC) product family, called Snapdragon Ride Flex. Unveiled at CES2023 and due to enter the market in early 2024, Snapdragon Flex is the auto industry's first scalable family of SoCs that can run a digital cockpit and ADAS features simultaneously, according to the company. Snapdragon Ride Flex is the latest member of the Snapdragon SoC family. Qualcomm's first-generation Ride Platforms are currently available in commercialized vehicles. Newer generations, which include the Ride Vision stack that can handle ADAS applications, are being tested by Tier 1s. They are expected to arrive on MY2025 vehicles from various OEMs, according to Qualcomm
This Recommended Practice, Operational Definitions of Driving Performance Measures and Statistics, provides functional definitions of and guidance for performance measures and statistics concerned with driving on roadways. As a consequence, measurements and statistics will be calculated and reported in a consistent manner in SAE and ISO standards, journal articles proceedings papers, technical reports, and presentations so that the procedures and results can be more readily compared. Only measures and statistics pertaining to driver/vehicle responses that affect the lateral and longitudinal positioning of a road vehicle are currently provided in this document. Measures and statistics covering other aspects of driving performance may be included in future editions. For eye glance-related measures and statistics, see SAE J2396 (Society of Automotive Engineers, 2007) and ISO 15007-1 (International Standards Organization, 2002
There's no question that significant amounts of power are needed for electric-powered vertical takeoff and landing (eVTOL) aircraft to become airborne and maintain flight. But designers of rotorcraft and personal air vehicles (PAVs) have many questions about what kinds of electrical interconnects can handle the required voltages and kW peak output for electric propulsion motors, inverters, controllers, batteries, infotainment, and sensors. To make eVTOL a reality, designers must identify the proper connectivity solution and implement a “follow-the-wire” design approach to overcome the following challenges
There’s no question that significant amounts of power are needed for electric-powered vertical takeoff and landing (eVTOL) aircraft to become airborne and maintain flight. But designers of rotorcraft and personal air vehicles (PAVs) have many questions about what kinds of electrical interconnects can handle the required voltages and kW peak output for electric propulsion motors, inverters, controllers, batteries, infotainment, and sensors. To make eVTOL a reality, designers must identify the proper connectivity solution and implement a “follow-the-wire” design approach to overcome the following challenges
A powerful new generation of test and sim solutions aims to address specific security concerns associated with automotive designs. Today's vehicle is a mobile computer growing in complexity. From infotainment systems to propulsion, to advanced driver assistance systems (ADAS) and autonomous vehicles (AV), computers now drive how automobiles and trucks are designed, how they operate and how they're increasingly connected. For that reason, the transformation of vehicles, roadways and cities has created new design considerations for engineers. One aspect that can't be overlooked is cybersecurity and the need for an all-encompassing approach to ensure vehicle safety. A 2019 study conducted by SAE International (in conjunction with Synopsis) highlights the level of angst around securing the advanced technologies designed into automobiles. Eighty-four percent (84%) of survey respondents are concerned that cybersecurity practices are not keeping up with the security landscape. As worrisome
Dashcam, which is considered essential parts of vehicles in Korea, are installed in most vehicles for proofs of accidents or threatened driving of other vehicles, and insurance premiums. Also global market is growing continuously. Aftermarket dashcams have been developed with many improvements such as higher resolution camera and a LCD, however still have technical limitations in usability and durability. The First limitation is that the dashcam which mounted on windshield can be separated and injure at an accident due to a collision impact, and the device obstructs the driver's vision. In addition, the connection of the power supply may cause a vehicle damages such as a fire due to a worker's mistake or a product defect. Secondly, in order to replay the recorded video, it is not easy to remove the SD card and check it on the computer. Moreover, since the LCD is so small, it is difficult to search and replay the wanted video from the list in many files. The third limitation is about
An Android operating system is a comprehensive software framework for mobile communication devices (Smartphones, Tablet PC, watches, home appliances, In-Vehicle Infotainment systems). End users or consumers are attracted by various interesting features offered by these devices and the associated applications. However, Android devices are still vulnerable to several types of attacks, a particularly concerning one being privacy leakage. Apart from providing several user-experience features, these systems store and share more sensitive data throughout the day. The sensitive information includes not only the personal data of the user but also the data collected through the vehicle sensors. The breach/leakage of the sensitive data may impact the vehicle manufacturer because of the stringent privacy regulation requirements. Thus, the vehicle manufacturer needs to adopt a privacy leakage detection mechanism to identify any potential source of leakage and mitigate it. There are a lot of
This paper presents the development of an automated test validation tool for AppLink in an in-vehicle infotainment system making use of Hardware-in-the-Loop (HiL). AppLink is a feature that allows the driver with a connected smartphone to interact with the phone apps through the car’s infotainment system. Since the software of the compatible apps on both infotainment and AppLink can be updated, it’s mandatory that an expert engineer tests every software version released to ensure that is working properly and the user doesn’t have to deal with bugs in the vehicle, reducing the possibility of driver’s distraction. As a Minimum Viable Product (MVP), the validation tool development focuses on automating the smoke test set, since it covers the main functionalities of the system. To do so, the test scenarios are first programmed based on pre-conditions and test procedures specifications. Then, the test smartphone is paired via bluetooth to the vehicle infotainment and the test app is
This SAE Aerospace Recommended Practice (ARP) provides a framework for establishing methods and stakeholder responsibilities to ensure that seats with integrated electronic components (e.g., actuation system, reading light, inflatable restraint, inflight entertainment equipment, etc.) meet the seat TSO minimum performance standard. These agreements will allow seat suppliers to build and ship TSO-approved seats with integrated electronic components. The document presents the roles and accountabilities of the electronics manufacturer (EM), the seat supplier, and the TC/ATC/STC applicant/holder in the context of AC 21-49 Section 7.b (“Type Certification Using TSO-Approved Seat with Electronic Components Defined in TSO Design”). This document applies to all FAA seat TSOs C39( ), C127( ), etc. The document defines the roles and responsibilities of each party involved in the procurement of electronics, their integration on a TSO-approved seat, and the seat’s installation on an aircraft
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