Nvidia powers first Level 3 autonomy production car

"Chipmaker Nvidia (Santa Clara, CA) has announced that Audi (Ingolstadt, Germany) has chosen Nvidia products and technologies to power features in the automaker's new 2018 A8 luxury sedan - claimed as the world’s first Level 3 autonomous driving car to go into production.
The A8, says Nvidia, is "packed" with its technologies, including "new user interfaces, a new infotainment system, a new virtual cockpit, and new rear seat entertainment options." In particular, says the company, its technologies are behind the A8's AI Traffic Jam Pilot.
For use on stop-and-go crowded divided highways, the Level 3 "eyes off" assist system will allow a driver to safely turn their attention away from driving tasks, as long as they remain prepared to take over if necessary. It uses a laser scanner combined with cameras to drive autonomously, scanning the entire area in front of the car."


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Continental substantiates automated driving (Smart2Zero)

"Automated driving is not one single capability. Different traffic situations require different sets of sensors and algorithms. Tier one supplier Continental has introduced techniques and implementations covering a big part of what we understand by “automated driving.” They will all be shown at the upcoming IAA automotive exhibition. The bottom line: Automated driving is etching closer to commercialization.
The Cruising Chauffer is designed to assume the task of driving the car during long, relatively uniform travels at high speed. The system combines (fuses) the input of various sensors like camera, front- and side-looking radar and lidar. At the same time, it combines the functionality of adaptive cruise control, traffic sign recognition, lane keeping and active steering. Only when the vehicle is approaching the highway exit, it alerts the driver to slip back into its function at the wheel. In cases when the driver is unable to take over, the system brings the vehicle to a safe stop at the curbside. The redundant architecture of the system includes a Safety Domain Control Unit (SDCU) as well as a fall-back level for brakes and steering. The system will be available for series production in 2020, Continental said."


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NXP extends partner network (EENewsAutomotive)

"Amidst an increasingly dynamic automotive electronics landscape, chipmaker NXP is expanding its partner network. At its FTF Connects Silicon Valley meeting in San Jose (Calif), NXP announced a collaboration with software vendor Elektrobit (EB) and an expansion of its long-standing R&D partnership with infotainment expert Harman International.
NXPs development platform Bluebox covers the functionality of sensor fusion, decision making, trajectory planning and execution from a computational perspective and meets the requirements of functional safety standards. The platform contains near-series hardware but needs to be adapted to the respective OEMs specific needs."


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Software-defined car takes shape (Smart2Zero)

"How will the car of the future look like? Normally, this is the topic of board meetings in the automotive industry. At NXP’s ‘FTF Connects’ conference in San Jose it was the keynote topic of developers in the software and semiconductor industry. The common denominator: It will be silicon and software that will determine the vehicle of the future, but the challenges are enormous.
Hadi Nahari, CEO and founder of startup company Cognomotiv, got into more details about the software-defined car. From his point of view, conventional cyber security won’t be enough to make such a car a safe and secure one. In addition, the industry needs ways to handle software faults. “We know that software always has faults. Experience shows that 1000 lines of code typically contain 5 to 50 software faults,” adding that the diverse computers in today’s cars typically run software that amounts to dozens of millions of lines of code. “The Ford F150 – a popular pickup truck in the USA – has about 150 million of LOC,” (for comparison: the entire software of the Facebook platform contains just about 16 millions LOC). For cars running at autonomy level 5, Nahari expects some 500 million lines of code. Making such amounts of software safe obviously is not a trivial task."


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TI’s Shrewd Robo-Car Strategy (EETimes)

While Nvidia and Intel are busy sparring for glory as innovators of fully autonomous vehicle platforms, Texas Instruments, focused on ADAS, has kept its profile low.
It’s not that TI is indifferent to autonomy. It’s just that TI, one of the leading automotive chip suppliers, sees a different way to get there. Its plan is to use its current ADAS-focused platform to eventually enable Level 4, Level 5 autonomous car.
In a recent interview with EE Times, Brooke Williams, business manager in the automotive ADAS business unit at Texas Instruments, said TI has been actively participating in carmakers’ RFQs on models four to five years out. Some of the RFQs are for Level 4 and Level 5 autonomous cars. Others address ADAS features to achieve 5-star ratings. “We support all of their requests,” said Williams.
Above all, TI’s priority is responding to “needs for system-level safety across the board” — all cars, all models, according to Williams.
TI’s strengths lie in 30 years of ASIL D-level safety experience and a litany of TI technologies that include power management, analog devices, networking solutions such as LVDS and Ethernet, and sensors including radars, he said."


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