SPECIAL FOCUS: THE AUTOMOTIVE HMTHE AUTOMOTIVE HMI · FEATURE SECTION: THE AUTOMOTIVE HUMAN-MACHINE-INTERFACE (HMI) ... COCKPIT Visteon Corporation showed its latest in stum ec lad

Issue7 / April 2017 Video Enabled

INFOTAINMENT / TELEMATICS / INTERNET OF EVERYTHING

HMI CHALLENGESHow is it possible to deliver all of today’sautomotive technology to the car driver in asafe and logical way? Connected Car not onlytalks to Bentley, Robert Bosch, BMW, Harman, Inteland Volvo Cars, but also one of the young mindsthat could steer future developments

AUTOMOTIVE AT CES 2017Full video reports from the Las Vegas techMecca

TOP MOBILE HANDSETS BYREGIONFull listing of Q1 handset releases for Europe,North America, China & Japan.

SPECIAL FOCUS: THE AUTOMOTIVE HMSPECIAL FOCUS: THE AUTOMOTIVE HMSPECIAL FOCUS: THE AUTOMOTIVE HMI

2 www. c o n n e c t e d c a rmag . c om

CONTACT DETAILS:Publisher/Editor-in-chief:Vince Holton · [email protected]: +44 (0)7850 544445

NextGen Contact:Andor Miles-Board [email protected] Telephone: +44 (0)3331 120 000www.nextgen-technology.com

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FROM THE DRIVING SEAT

ello, and welcome to the latest issue of Connected Car magazine. Itseems only a short time ago that we were throwing our tripods over our

shoulders and heading for Las Vegas to attend CES – the Consumer ElectronicsShow. For the last few years this enormous event has featured prominently inthe calendars of major car companies and automotive tech developers alike.While not yet rivalling the auto shows in places like Detroit, Chicago, Frankfurtand Geneva, CES 2017 nonetheless attracted nine automotive manufacturers,11 tier-one auto suppliers and more than 300 vehicle tech-related exhibitorstook part in CES 2017. Sadly, one company at the forefront of automotive techdevelopment – Audi – did not appear at CES this year.

The focus for the automotive companies attending CES, is – of course –technology, which means that for this particular publication, CES is a perfectplace to meet up with the car companies and Tier 1 suppliers. We may bepetrolheads at heart, but when it comes to creating this magazine we’re notinterested in tyres, engines, exhausts and fabrics. The tech focus is, then, whywe’re always excited to attend CES.

This year was no exception. Prior to heading out to Las Vegas we did ourresearch, and made arrangements to meet with some great companies,including Bose, Continental, Ford, Harman, the Genivi Alliance and the OpenConnectivity Foundation. We created some great video features, and these canall be seen on pages 6 & 7.

Our other major feature in this issue examines the automotive human machineinterface (HMI). We are lucky to be able to experience many of today’s latestsystems in press cars loaned to us by manufacturers. Without exception, carcompanies today are competing to integrate ever-more complex technology, inthe first instance to attract customers with gizmos and wizmos, but then as aprecursor to semi- and then fully-autonomous driving.

We are finding that a tech overload is developing. So many advanced systemsare being integrated today that it is hard to understand how drivers – many ofwhom are still struggling to come to terms with the disappearance of CD slots intheir dashboards – can be expected to cope. The HMI is intended to managedriver interaction with the cars systems. However, we and many others feel thattoday this just isn’t working. As senior journalist Matt Prior of Autocar, the UK’snumber 1 weekly consumer car magazine, said last week “There comes apoint, you see, when you have removed so many buttons and replaced themwith icons in sub-menus on a touchscreen that, quite frankly, it becomes almostcompletely unusable while driving. It’s almost – and I choose this word carefully– dangerous”. Too right, Matt. I completely agree.

This magazine isn’t aimed at consumers, it is aimed at the automotive industryand is therefore a chatroom for insiders to discuss major issue such as this.And maybe to face up to some realities that they are choosing to look awayfrom at the moment. We invited an important but also eclectic group of industryorganisations to comment on this really, really important issue. Our HMI featureruns across 11 pages. If you want to comment, or have strong views, contactme using the details on this page.

Vince HoltonEditorConnected Car

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www.connectedcarmag.com

mailto:[email protected]


http://www.nextgen-technology.com

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http://www.twitter.com/connectedcarmag

F EATURES

VIDEO FEATURE: CONNECTED CAR AT CES 2017Connected Car meets with OEMs and Tier 1 automotivetechnology developers at the world’s largest consumer electronicshow. See our full video report.

FEATURE SECTION: THE AUTOMOTIVE HUMAN-MACHINE-INTERFACE (HMI)Connected Car talks with key players developing andcommercialising the various levels of HMI in today’s vehicles. Istoday’s HMI safe? Does it work? What does the future hold?

INTERVIEW: HARMANRecently acquired by Samsung, Harman says that itsengineers design solutions simplifying the way peopleinteract with technology and connecting them to the worldaround them. That must mean the HMI …

INTERVIEW: VOLVOConnected Car experienced Volvo’s vision for the HMI viaSensus in an XC90. Since then it has been updated. Wespoke with David Holocek, and sampled Sensus again in thenew S90.

MILLENIAL VIEWPOINTOK, so the grown-ups at the car companies have their viewson the HMI, but what about the people who are likely to berunning the car industry in the future? We talk to mastersdegree graduate Sonja Malavašič

INTERVIEW: ROBERT BOSCHBosch’s Iain Jacobs believes that judgement regarding thesafety of a given HMI is often left to the discretion of industryexperts, which creates an element of subjectivity. Wouldstandardisation be beneficial?

INTERVIEW: INTELIntel showed connected cars at tech events in the late 90’s.This interview makes it clear that automotive tech is a hugepart of the semiconductor giant’s roadmap today, but whatare its views on the HMI?

INTERVIEW: BENTLEY CARSLuxury cars are typically the first to see the latestdevelopments in HMI. What is happening in the rarefied air atthe top of the market? We spoke to Bentley’s Graeme Smith.

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EVENTS

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HERE WELCOMES BMW TO THEOPEN LOCATION PLATFORM

HERE has announced that BMW Groupis the first automaker to utilize the HEREOpen Location Platform for thedevelopment and launch of its newdigital driving services.

By leveraging the next generation of itsplatform, HERE suggests that BMW hasthe possibility to create differentiatedlocation-enriched services from the datagenerated by its connected cars and theHERE data ecosystem. For example, itwill be able to combine car sensor datawith other data streams availablethrough the platform, such as from citiesand the broader Internet of Things, andbuild services using a powerfulframework for geodata processing. In thefirst wave, this will help vehicles tobetter detect, process and validate fleetsensor data related to hazards on theroad, variable speed signage location andvalues, and physical road dividers.

Peter Kürpick, Chief Platform Officer,HERE told Connected Car, "The raw datacrowd-sourced from car sensors becomesmore valuable when you have contextualinformation for that data. Our analyticaltools provide that rich location contextgiving BMW and other automakers theability to turn their data intodifferentiating services that elevate thedriving experience."

HERE says that it is offering newpossibilities to harness sensor-basedinformation with the HERE OpenLocation Platform. The platformapparently also provides securedenvironments, enabling participants towork with their data either in isolationfrom others or with selected parties withwhom they have agreed to share dataand create collaborative services. Forexample, BMW is among threeautomakers submitting car data for usein new real-time sensor-based servicescreated by HERE and launching in 2017.

"We are already shaping the industryecosystem. Together with HERE and in

combination with our partner Mobileye,announced recently, we are creating anessential nucleus on the Open LocationPlatform for self-healing HD mapsrequired by autonomous driving," saidStefan Butz, VP of Location basedServices within BMW. "The platformempowers our developers with a richfeature set to easily analyze data anddevelop cloud based location serviceswith short time-to-market cycles for ourcustomers."

ERICSSON CONNECTEDVEHICLE MARKETPLACE

Ericsson launched its Connected VehicleMarketplace (CVM) at Barcelona’sMobile World Congress and confirmedits first CVM customer – Swedish heavygoods vehicle (HGV) maker, Scania, withits launch of ‘Scania One’.

CVM is a white label solution aimed atreducing the complexities of buildingdigital service ‘ecosystems’ for thegrowing global population of connectedvehicles. The connected fleet of Scaniatrucks already numbers 250,000 units –amounting to two-thirds of all Scaniavehicles sold in the past five years.

Scania One is a digital, open customerplatform that gives fleet owners, driversand fleet owners’ customers, access toservices and data to include fleetmanagement, route planning, transportflow, fuel economy, optimum drivingstyle and more – all developed, saysEricsson, to increase efficiency, safetyand productivity.

Building on the Ericsson ConnectedVehicle Cloud, Ericsson describes CVMas a controlled and secure environmentfor vehicle manufacturers to providenew digital services for their drivers’perusal, and in turn, deepen therelationship between manufacturers,vehicles and drivers.

CVM provides access to data allowingmanufacturers to securely deploy – viasecure streaming – a number of

applications, services and content tovehicles and drivers. Network reliabilityand performance is managed byEricsson, allowing manufacturers andpartners to focus on innovating.

VISTEON ACCELERATES SHIFTTO ALL-DIGITAL VEHICLECOCKPIT

Visteon Corporation showed its latestinstrument cluster and displaytechnology at CES, including a range ofproduction-ready, fully digitalinstrument clusters and displays thatincorporate premium graphics andillumination, and which, the companysaid, took advantage of the enhancedstyling freedom that digital clustersafford.

Fully reconfigurable instrument clustersare expected to represent up to 80 percentof the market within five years. "As moredigital content comes into the cockpit,instrument clusters that were first largelymechanical and then evolved intoelectromechanical and hybrid devices arenow transforming into fully digitaldisplay-based clusters," said VisteonPresident and CEO Sachin Lawande."There is also considerable interest inintegrating displays more naturally intothe design and materials of theinstrument panel, using free-form shapeswith no visible display active areas."

At CES, Visteon displayed a range ofinstrument clusters from entry level topremium, featuring the latest in large,high-resolution displays, including 3-D,all-digital, hybrid digital/analog and acluster with integrated cameras for facialrecognition and monitoring. Highlightsincluded a prism display, which usestwo 12.3-inch TFT displays with a semi-reflective "blade" between them.

Featured information displays includeddual OLED (organic light-emitting diode)and dual-view displays that showdifferent content based on viewing angle– such as navigation for the driver andvideo for the passenger.

4NEWS


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GENIVI ALLIANCE AND OPENCONNECTIVITY FOUNDATIONCOLLABORATE ON OPENSTANDARDS IN VEHICLECONNECTIVITY

The GENIVI Alliance and the OpenConnectivity Foundation (OCF) haveannounced a liaison agreement that willsee the two organizations co-developopen standards for vehicle connectivityand vehicle data exchange, including aunified model for secure discovery andexchange of information between smarthomes, connected cars and other IoTdevices.

The joint effort will also address end-to-end security challenges and, according tothe two organisations, will be the basisfor a growing number of V2X (Vehicle-to-everything) solutions, enabling newopportunities across multiple verticals.

GENIVI and OCF will also closelycollaborate with the W3C AutomotiveWorking Group, which develops an OpenWeb Platform API specification, toexpose vehicle data to web applicationdevelopers.

At CES 2017, the two organizationsdemonstrated a smart home gateway thatfeatured vehicle-to-smart-homeconnectivity utilizing GENIVI RemoteVehicle Interaction (RVI), Vehicle SignalSpecification (VSS) and OCF’s loTivitytechnologies (see the Connected Carmagazine video of this demo on p6-7 ofthis issue). The demonstration displayedvarious approaches on how connectedvehicles can interact with IoT and thesmart home.

Joonho Park, executive director of OCFcommented, “OCF believes in technologypartnerships that will help drive ourvision of ensuring secure interoperabilityfor consumers and business, acrossmultiple industry verticals. We areexcited about today’s announcementwhich helps us build on our momentumto deliver specifications and open sourcecomponents that will benefit the entireIoT ecosystem. We’ve had a productive,

year-long collaboration with GENIVI,resulting in open source contributions tokey IoT projects and technologydemonstrations at CES 2017 that werereceived extremely well by attendees.”

QUALCOMM AND LG BRING 5GAND CELLULAR-V2XCOMMUNICATIONS TOVEHICLES

Qualcomm Technologies and LGElectronics (LG) have announcedcoordinated efforts to facilitate testingand adoption of 5G and Cellular-V2X (C-V2X) communications into vehicles.Qualcomm Technologies and LG expectto showcase these next-generationwireless technologies through trialsduring the first half of 2018. The twocompanies delivered their firsttelematics system in 2004.

On the path to 5G, LG is developingadvanced automotive connectivitysolutions based on QualcommTechnologies' connected car platform,which features support for Gigabit LTEspeeds using the Qualcomm SnapdragonX16 LTE modem, and is complementedby the QCA65x4 Wi-Fi 802.11acsolution. The connected car platformalso supports 802.11p/DSRC and C-V2X,based upon 3rd Generation PartnershipProject (3GPP) Release 14 specifications.

With a strong evolution path to 5G, C-V2X technology is said to be a keyfeature for safety conscious andautonomous driving solutions,complementing other Advanced DriverAssistance Systems (ADAS) sensors,such as cameras, radar and LIDAR, toprovide information about the vehicle'ssurroundings, even in non-line-of-sight(NLOS) scenarios. In addition toallowing for 360 degree NLOS, C-V2X isalso designed to allow for enhancedsituational awareness by detecting andexchanging information using directcommunications in the 5.9GHz ITS bandwith other vehicles, infrastructure andpedestrians' devices, as well as network-based communications to cloud services

using commercial cellular bands.Compared to current technologies,Qualcomm claims that C-V2X isdesigned to deliver enhanced V2Xdirect communication range, reliability,latency and superior NLOSperformance. The technology issupported by a broad ecosystem basedon 3GPP Release 14 specifications, withtrials expected to begin later this year.

BACK TO THE FUTURE FORFORD CUSTOMERS

Millions of owners of older Ford cars inthe USA stand to benefit from FordSmartLink, a technology that enablesconnectivity features normally onlyavailable on new modem-equippedvehicles. Using a device that plugs intothe OBD II port below the steeringwheel, Ford SmartLink will givecustomers who own 2010 – 2016 modelyear Ford and Lincoln vehicles that arenot equipped with a modem access to:

• Smartphone-based remote start,lock and unlock.

• 4G Wi-Fi hotspot capable ofaccepting up to eight devices.

• Vehicle health and security alerts.• Vehicle location assistance.

Stephen Odell, executive vicepresident, Global Marketing, Sales andService told Connected Car, “FordSmartLink will surprise and delightowners of recent model-year vehicles byadding some of today’s most popularconnectivity features. Offering itthrough our dealerships is another wayto keep us connected with ourcustomers and earn their loyalty.”

SmartLink can be obtained at Ford andLincoln dealerships starting thissummer. With more than two years ofresearch and development invested,Ford says that its SmartLink team ofengineers, in collaboration with DelphiAutomotive and Verizon Telematics,have ensured the technology will workseamlessly with Ford and Lincolnvehicles.


FORD, MERCEDES, BMW, VOLKSWAGEN WEREAMONGST THE MANUFACTURERS SHOWING

NEW SELF-DRIVING SYSTEMS, ELECTRIC CARS AND NEW USERINTERFACES. Highlights included Ford announcing that it is addingAlexa to its cars (see Connected Car video interview), BMWshowcasing a HoloActive Touch system, while Mercedes told theworld it is partnering with Nvidia to build an AI-powered car andalso showed an all-electric SUV called the EQ. Meanwhile, start-upFaraday Future showed what will apparently be its first productioncar the FF91, which the company claims will have a range of 378miles and a 0-62mh time of 2.39 seconds. But maybe not both atthe same time. And there was much more – a new electric minivan from Fiat

Chrysler, a new Leaf from Nissan and a concept vehicle fromHonda called the NeuV, which is self-driving and aimed at ride-sharing.

According to the show’s organisers, nine automotivemanufacturers, 11 tier-one auto suppliers and more than 300vehicle tech-related exhibitors took part in CES 2017. Once again, the Connected Car film crew was at CES, and we met

with Ford, Bose, Harman, Continental and the GENIVI Alliance tocomplete the video features you see on these pages. CES may be amaelstrom of activity, but there is no doubt that this is a greatopportunity to meet with leading players from across theautomotive sector, and to see and learn about the latest techdevelopments, all in one town and all at the same time.Will CES continue to grow its role as a venue for car company

announcements? We don’t know, but we will surely be there againin 2018 to find out. In the meantime, please enjoy our CES 2017 video features.

6THE CONNEC T ED C AR AT C E S 2017


CONNECTED CAR AT CES 2017Once again, the car companies showed that the ConsumerElectronics Show is not just about phones, TVs, computers andsmart home technology.

FCA,

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1. FORD: SYNC,SMARTDEVICELINKAND ALEXA.We met with Alex Muller, AppLinkEngineer, Connected Vehicle & Serviceat Ford’s Research & InnovationCentre. Alex has been personallyinvolved with AppLink’s developmentand was ideally positioned to talk usthrough Ford’s growing reach withSmartDeviceLink, and the significanceof bringing the Alexa personalassistant into the car. Alex was braveenough to demo Alexa in the hugelynoisy show environment, and –amazingly – it worked!

2. BOSE: BEYOND AUDIOWe all know Bose as a companybehind some great audio products –for the consumer and for the car – butnot many know that Bose isdeveloping systems that will enhanceand augment the connected andautonomous vehicle experience. Wespoke with Jim Parison,Distinguished Engineer, Bose Corp.,who explained how his company isdeveloping systems based aroundBose’ core competencies in the audiosector - the mathematics of vibrationand electromagnetism – and how thisexpertise is now being channelledinto Bose Ride.


https://youtu.be/BMXS8qBKi5A

https://youtu.be/4bljlb2rjU4

HARMAN: CONNECTED SERVICESAND CYBER SECURITYConnected car made two movies with Harman, which were as follows:

3. HARMAN CYBER SECURITY DEMO –We all know that security of vehicle data is amassively hot topic, and that consumers aregenuinely worried about the prospect of theirconnected vehicle being hacked. Harman istackling the problem head-on with ECU Shield, TCUShield and Alerts Monitor, as demonstrated by DvirReznik, Senior Marketing Manager, AutomotiveCyber Security at Harman.

4. HARMAN CONNECTED SERVICES –Oren Betzaleli, VP & GM, Software PlatformsProduct BU, Connected Services at Harman talks usthrough the work of the Connected Servicesbusiness, which develops software for the Cloud,analytics, device management and the Internet ofThings, and his cpmpany’s latest announcement –Harman Ignite.

5. CONTINENTAL: SMART MOBILITYIf there was a competition for how many differentdemonstrations a company could stage at CES,Continental would likely be up there on the winner’spodium. Connected Car talked with Alex Zlotz,Director, Advanced Development, Interior Systems &Technology at Continental as he explained howContinental is making mobility smart, more efficientand safe. Innovations included OTA updates viasatellite networks, e-horizon for the connectedmotorbike, Traffic Light Assist, Remote Code Key,Comprehensive Environment Model and ademonstration of High Resolution Flash LIDAR.

6. GENIVI ALLIANCE DEMO WITHOPEN CONNECTIVITY FOUNDATIONConnected Car magazine meets withrepresentatives of the GENIVI Alliance and sees afascinating demo involving a Jaguar F-Type andsmart tech from GENIVI, Samsung, Jaguar LandRover and the Open Connectivity Foundation.

SEE MORE VIDEOS ATwww.connectedcarmag.com

7THE CONNEC T ED C AR AT C E S 2017


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https://youtu.be/AbBcATGtlx0

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TOYOTA AND NTT AGREECOLLABORATION ON ICTPLATFORM DEVELOPMENT FORCONNECTED CARS

Toyota Motor Corporation and theNippon Telegraph and TelephoneCorporation (NTT) have agreed to worktogether on connected car technology.Their aim is to address a range of issues,including traffic accidents, congestionand the delivery of new mobilityservices, to help realise a futureworldwide Smart Mobility Society. Afield trial is planned for 2018 to assessthe feasibility and usability ofrepresentative services for connectedcars.

Areas of collaboration include:

• A platform for data collection,accumulation and analysis: Toyotaand NTT will create technologies forbuilding and administering a platformfor the collection and accumulation ofinformation and data from largenumbers of vehicles. This platformwill also enable the distribution ofdata and the real time processing andanalysis of Big Data.

• IoT (Internet of Things) networks anddata centres: the collaboration willinclude the study of global networkinfrastructure topology and optimaldata centre deployment.

• Next generation communicationstechnologies – 5G and edgecomputing: studies will be undertakento determine the best mobilecommunications system to deploy.Systems will undergo connection teststo promote the standardisation of 5Gfor road vehicles.

• Agents: technologies will bedeveloped to provide drivers withuser-friendly services, combiningdriver advice based on what ishappening inside and outside thevehicle, voice interaction technologyand other technologies, using AI(artificial intelligence).

Toyota’s role in the collaboration is toresearch and develop an ICT platform for

connected cars, aimed at creating newand better mobility services, drawing onits knowledge of how vehicles are usedand vehicle data requirements.

YOUNG PEOPLE TO LEAD THECONNECTED ANDAUTONOMOUS VEHICLEREVOLUTION

Connected and autonomous vehicles(CAVs) will transform the lives of morethan seven out of 10 young people,according to new research published bythe UK’s Society of Motor Manufacturersand Traders (SMMT).

The research shows CAVs have thepotential to significantly reduce socialexclusion. 71% of survey respondentsaged between 17 and 24 said this newtechnology would improve their qualityof life. Meanwhile, 69% said they feelpositive about CAVs, with almost half(49%) saying they would get in onetoday if they could.

Automatic braking and parking and thecar’s ability to self-diagnose faults werecited as key attractions of CAVs,contributing to a reduction in drivingstress – the biggest attraction of owning aCAV among this group. Meanwhileconnected entertainment features suchas music and video streaming were alsoappealing. Freedom to travelspontaneously and socialise with friendsand family were also seen as life-changing benefits.

Mobility is a challenge for many youngpeople, with more than a quarter (29%)saying the cost of car ownership,particularly high insurance premiums,restricts their freedom. They also citedthe high cost and infrequency of publictransport as a barrier.

Although fully connected andautonomous vehicles aren’t expected tobecome mainstream until 2030, mostnew cars are now connected via sat navor Bluetooth, and more than half areavailable with safety systems such as

collision warning or autonomousemergency braking.

DIGITAL TRANSFORMATIONOF THE AUTOMOTIVEINDUSTRY BRINGS NEWREVENUE STREAMS

Researchers at Frost & Sullivan believethat the rapid pace of digitalisation istransforming the component hardware-driven automotive sector to a software-and solutions-focused industry. Infuture, the company says, all aspects ofthe mobility value chain will bedigitalised: From the shortening ofproduct life cycles due to highersoftware dependency, over thetransformation of car dealerships to theactual sales process and maintainingthe relationship with the customer –everything will be coined by theopportunities and challengesdigitalisation offers. Frost & Sullivanbreaks this overall trend down into fivepillars: The Future of Mobility andOEM mobility strategies, Industry 4.0,connected and autonomous car, digitalretailing, Connected Supply Chain andMobility as a Service (MaaS).

Today already, 40 million people useapp-enabled carpooling services, andthe usage of ride-hailing apps hasgrown rapidly to over 70 million users.Consumers’ evolving digital lifestyleexpectations and demands for new andinnovative services will affect allcomponents of the digitalisation of theindustry, however, it will be mostvisible within the emergence ofMobility as a Service (MaaS).Increasingly, a readiness to combinedifferent modes of transportation isshaping the industry.

The lines between public and privatetransport are becoming blurred, saysFrost & Sullivan, in favour of a multi-modal integrated transportation systemencouraging the emergence of modelssuch as smart ticketing, multi solutionsand aggregated booking.

8NEWS


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10HUMAN MACH INE I N T ER FACE (HM I ) S P EC I A L


DEVELOPING THE HUMANMACHINE INTERFACE (HMI)FOR TODAY’S SYTEMS

In our previous issue we included a review ofAudi’s Virtual Cockpit and Audi Connect in acurrent spec A4 saloon. You can watch the videoby clicking on the movie screen shown on thispage. We were very impressed by the range oftalents of both systems, but the process ofcreating our video report did help crystallise agrowing concern. That is that no matter howclever, how effective, how well-developed andhow good-looking systems such as Audi’s maybe, if they are not easy to use they won’t be usedby the average car driver. What’s more, usingthese systems can at least distract the driver andpotentially put them in danger. This is the subjectof this feature section.

Click on the movie screen to watch the Connected Car magazine reviewof Audi Virtual Cockpit & Audi Connect.

CONNECTED CAR SPECIAL FOCUS


https://youtu.be/HMot0oPBYDA

The need for a competitive advantage, coupled with the rushtowards autonomous driving, is forcing the OEMs to cram ever-morecomplex technology into the car. Where previously a driver’stoughest challenge was whether to press a radio-station pre-setbutton or insert a CD into a slot, life is much, much morecomplicated now. Perhaps the tripping point was Bluetooth. For all of the wonders

that that wireless technology has enabled, it’s also at the heart of themost widely-reported customer satisfaction complaints – Bluetooth-based pairing and usage problems in new cars. Ask J D Powers. Car drivers have demonstrated a clear and present inability to cope

with technology in cars, yet Bluetooth is, today, only one element ofthe tech challenge. While infotainment systems have become morecomplex and Apple CarPlay, Android Auto and other screenreplication systems have allowed drivers the frightening prospect ofendless apps popping up on their dashboards, a blizzard of newtechnology enabling ADAS systems has also landed upon the carplatform. And so, the car user who struggled to pair a Bluetooth phone is

now being asked to familiarise himself not only with managing Wi-Fi hotspots in the car and keeping the kids quiet with rear seatentertainment systems, but also with adaptive cruise controls, lane-assist systems, collision-avoidance systems, Over The Air (OTA)upgrades, etc, etc, etc. And there is no sign of the feature-addingprogramme slowing. If anything, today, the rate continues toincrease. All the time, the car driver is expected to simply cope with all of

this new technology and to be impressed by his or her carscapabilities. In our opinion, though, there is a massive gap betweenthe rate at which manufacturers are implementing new cartechnologies, and the rate at which car users want, need and –crucially – can understand and handle all of this new tech. If J D Power has reported high-levels of consumer dissatisfaction

based around the relatively simple process of managing Bluetooth inthe car, what on earth does the future look like?While some of the technology that is being enabled in cars

operates below the surface, the driver is expected to have at leastoccasional and in some cases constant interaction with the systemshidden behind the dashboard and inside the car’s bodywork. We allknow that that interaction is handled by the concept that is called theHuman Machine Interface (HMI). The mechanical AM/FM radiostation pushbuttons were an HMI, but today the HMI embraces not

only the familiar and reassuring buttons and switches, but now addstouchscreens, gesture control, voice control, steering-wheel controls,head-up displays, audio alerts and more. We’re lucky to try a variety of current spec cars, and to sample the

different interpretations of an HMI that the OEMs are providing in theircars. While some work better than others, nobody has it right yet. Ifthey had, then today’s connected systems would be simple, logical,non-distracting and easy and pleasing to use. They would make uswant to engage with car technology. However, almost universally,the opposite is true. Car tech today is complicated, confusing anddifficult to use.The car companies have clearly not worked out what level of HMI

– voice/touchscreen/gesture/conventional knobs and buttons – workbest, so they are giving the customer them all, on what feels like an‘if we give you enough options, you will figure out what works bestfor you’ basis. Speak to car company execs off the record and they will quietly

acknowledge that the current HMI isn’t working. There also seems tobe an awareness that sooner or later something will go badlywrong, and that the industry will be forced to confront the problem.In the meantime, though, the buyer of today’s new cars is likely toend up sitting on his or her front drive scratching their head at howto make new features work (and probably deciding just not tobother) or, and this is the frightening bit, will end up having a nastyaccident because they were distracted while trying to figure it outwhile driving. We weren’t going to be able to get the industry to share their off-

the-record thoughts about HMI development in this magazine, butwe have spoken to a number of the leading players to get their viewson both the state of HMI today and how things may change over thecoming years. To spice things up, we didn’t just talk to theestablished players – the car companies and Tier 1 suppliers, wealso asked the views of one of the people likely to steer and architectHMI development in the future – a young person with a mastersdegree in graphic and interactive communication, from the Faculty ofNatural Sciences and Engineering, University of Ljubljana(Slovenia). We asked all of these participants to not only give us their views

on the current HMI, but also asked whether they thought that theautomotive industry had lessons to learn from the consumerelectronics industry. Read on for some interesting and illuminatingviews.

11HUMAN MACH INE I N T ER FACE (HM I ) S P EC I A L



CC: Do you consider current HMI standards safe, logical andintuitive?

RR: I think they are safe. Logical? Probably. Intuitive? Very little. Ithink that the OEMs take a lot of the responsibility for the designthemselves. There are only a very few things that the driver does on a regular

basis, and really you should be able to do those tasks with oneclick. However, today that is not the case because it is not the waythat the OEMs have designed the HMI. They have concentrated onproviding a structured, stepped approach and this does not lenditself to being intuitive.Agreed practice – and even legislation – says that nothing

should distract the driver.

CC: Which level of HMI do you see as most important – voice,touchscreen or other controllers?

RR: HARMAN believes that the HMI that presents the driver relevantinformation, when and where it is needed, is the best solution andmore often than not, each will complement the other. Focus onwhat really matters for the user: simplify interactions, maximizeattention, embrace the familiar and maintain consistency. It allcomes down to what exactly is the user need that you’re trying tosolve by introducing a new interaction pattern. Conversational Interfaces too. Traditional in-car interfaces

manifest as buttons, menus and other interaction patterns. WithConversational UI the structure is the same. But instead of buttons,menus, and stars, you tell the machine what you want usingwords. Automated, conversational experiences using NLU (naturallanguage understanding) and ASR (Automated SpeechRecognition) allow brands to communicate with and serve theircustomers right where they are, in a much more scalable way.The interactions of the future are not made of buttons. Multi-modal interaction: As an example, an in-car touch

controller that can change shape to communicate with the driverintuitively reduces information overload and lowers driverdistraction by complementing vision and hearing based HMIchannels.

CC: Do you believe that car companies and Tier 1 suppliers canlearn lessons from consumer electronics companies?

RR: Yes. Currently OEMS follow one of two forms of HMIdevelopment.The first is the traditional HW and SW solution, where the OEM

starts from scratch every few years with each model. Each timethey have to retest functionality like Tuner and Media Player.Then there is owning their own proprietary HMI platform and

framework. This method requires significant investment along withhigh cost of ownership. The OEM has to build and manage theframework too.

12CONNEC T ED C AR MAGA Z I N E I N T ERV I EW


CONNECTED CAR MAGAZINE INTERVIEW

RASHMI RAO, SR. DIRECTOR, USER EXPERIENCE, CONNECTED

CAR DIVISION, HARMANWhen Connected Car met with HARMAN at CES 2017 we talked cyber

security and connected services (see our two video interviews withHARMAN on p7). At that time we didn’t explore the subject of this

month’s special feature – HMI - so once we were back we interviewedRashmi Rao and asked her to give us her own and HARMAN’s take onthe subject, and, to be fair to everyone, posed the same questions we

had asked our other contributors.

HMI SPECIAL


With both models it is costly to sustain continuous innovationcompared to those used in the Consumer Electronics market. So,the automotive industry needs a new way to own andcontinuously enhance HMI, by leveraging a pre-establishedplatform that allows it to build the HMI once. Analytics allow us tobe able to identify interaction design patterns and create librariesand guidelines to focus on what really matters for the user:simplifies interactions, maximizes attention, embraces the familiarand maintains consistency.

CC: Is it likely that tech companies like Apple, Samsung, Googlewill become more involved in HMI development?

RR: This is happening more and more. We still believe in-carexpertise is critical but the car industry can draw expertise fromother sectors. This is something HARMAN has done for manyyears. While building these connected devices the biggestchallenge is to understand how people will interact with theseobjects — voice, gesture, location or display — and design the rightinteraction model around that behaviour. A similar situation existsin the consumer world where Android devices from manymanufacturers exist in parallel but look and feel completelydifferent from each other due to the variation in the HMI. This is thekey opportunity for OEMs as well.

CC: Do you think that it is likely that regulators will step in atsome point in an effort to maintain safe driving?

RR: Yes, regulators are already looking at driver distraction as anissue so this is likely to be an area where there is more regulationexpected. It’s another reason why HARMAN is looking attechnologies that are more intuitive to use. Regulations willalways lag behind technology. But we are already seeing a strongfocus and concerted effort to manage the expectations andregulate the impact of new technologies.

CC: What will be the primary HMI for autonomous cars?

RR: There is undoubtedly a need to bring out the next generationhuman-machine interface (HMI) with the advent of autonomousdriving. Automakers need to develop completely new interactivedesigns that build trust in the vehicle’s capabilities. Today,autonomous driving technology is not ready to handle all drivingconditions and needs the driver to take control under various

circumstances. Hence, HMI and UserInterface are crucial to ensure driver’scontextual awareness. The driver willneed to be informed and engaged enoughto quickly take control back as and whenit is needed.

From a safety point of view, the mostcritical part of autonomous driving is thehandover to – and particularly from –autonomy. The infotainment system hasthe potential to play an important role inre-establishing the driver’s contextualawareness as they prepare to takecontrol. At CES 2017 we showed ourAutonomous Drive Readiness Checksolution in the Rinspeed Oasis conceptcar. This technology combines hapticfeedback, eye gaze tracking and themonitoring the driver’s cognitive loadreadiness through pupil monitoring.These technologies work together to

ensure that the driver is truly engaged and able to safely takecontrol of the steering wheel. The Rinspeed Oasis allowed us to demonstrate our suite of

technologies that illustrate how advanced, holistic vehicleintelligence will transform the driving experience in autonomousvehicles, resulting in an intelligent, adaptable and personalizedexperience. Productivity is improved with the complete MicrosoftOffice suite and voice-controlled virtual assistant. Full-windshieldhead-up display (HUD) technology also demonstrated the future ofthe user interface and indicated how users might interact with theirvehicles, whether that’s to show high-resolution 3D maps,navigation prompts or entertainment to the passengers.In order to realise the dream of building completely autonomous

cars by 2025, OEMs should, then, select or build an HMIdevelopment tool with these key characteristics:

• Permits cross-platform HMI development easily: Linux,Windows, QNX and etc.

• Allows multiple HMIs to be developed based on the same stateand/or business logic hence maximizing re-use

• Has a single code base that allows a very different HMI look andfeel, while sharing the same Middleware

• Has the ability to create amazing and intuitive experiences for allusers

• Allows delivery of all applications as separate packages (libraries)• Provides the capability to easily port to new Middleware

platforms• Has an unlimited number of synchronized displays and resolutions• Uses all standard IPC and Network channels for interaction• Allows for the architecture to be optimized for IVI solutions

(booting, runtime performance)• Provides the ability to modify Low Level Architecture (process

decompositions, business logic, state management, etc.)without High Level Architecture change

Those are my views.






CC: David, let’s start off by you bringing us up to speed withdevelopments to Sensus.

DH: Sensus is the heart of the user experience in the Volvo car.Since you experienced Sensus in the XC90, a lot of work has beendone – the regular ‘polishing’ that you would expect to happen, butthen also adding new features and new apps. We have, though,deliberately avoided adding too many new apps, preferring tofocus on some specific or niche functions, as we want to avoidcreating too much complication for the user. A good example ofone app that we have launched - which is actually very simple butwhich has been very successful - is ‘Record & Send’. We havespent time tracking people in everyday life. They may have comefrom a meeting, or have taken a phone call, and need to takenotes to provide themselves with reminders or to make sure thatthey don’t forget a great idea. Picking up a pen and paper to dothis is something you absolutely should not do while you aredriving! Record & Send instead just provides you with a big‘Record’ button. You record a message and an audio file is sent toyourself or your pre-populated email list. It’s very simple, but veryeffective and people really seem to like getting audio reminders. Very simple apps like this are a good way to go. A couple of

years ago everyone wanted to get Facebook working in the car,and that’s just so wrong. We have seen trends where some of ourcompetitors have been trying to turn the car into a smartphone onwheels, which automatically brings you to replicating thesmartphone experience in the car. This is wrong because you arenot in the same sort of context, you are not trying to do the samesort of things and certainly not in the same way you would dothem on a phone. The car companies need to think what is reallyrelevant for the customer, and not add things just because youcan. The things you do add should be as unobtrusive and easy touse as possible.

So, between the time that haspassed since you reviewedSensus in the XC90 (Ed. –October 2015) and now, you willsee that we have added moreapps, including Spotify – a highlyrequested feature. Of course,Spotify is also available to the cardriver through Apple CarPlay andAndroid Auto, which are both alsoimportant additions since you lasttried Sensus, but the fullyintegrated version that Volvo co-developed with Spotify nowmakes better use of the screen

real-estate to both make it easier to use and also to allow us to addfunctionality.

CC: Right, and now to the real meat of this interview - do youconsider that current HMI standards are safe, logical and intuitive?

DH: Speaking for our own systems, we have said very clearly thatdriver distraction, data integrity and data security are all part of ourcore safety values at Volvo. Safety is, of course, very important toVolvo. Where the HMI is concerned, while there may be certaindegrees of standardised practices for HMI in smartphones, the samedoes not apply across car companies and the Tier 1 suppliers. Inaddition to this, things do not happen in the same way in cars - sothere will be a learning curve, just as there always would have beensome years ago if you were jumping between a Volvo, a BMW andan Audi. Now, though, we are not just learning how to switch radiochannels or play a CD and it is different. The customer has tounderstand more about the philosophy behind a user interface, onethat operates on a larger scale, and he or she has to understandhow its ecosystem works. It’s not enough to understand an HMIbased on app-based smartphone thinking, either, because that HMImay well have changed somewhat once it is in the car. Volvo’s policy has been to support fully integrated apps, and when

we are speaking to our app partners we make it very clear that thesteps required to use the app should be clear and familiar when youstep from using the app on the phone to using the same app in thecar. The app user interface, though, should end-up totally integratedwith the Volvo HMI. We do find it easier today to integrate environments such as

CarPlay and Android Auto than we did with the older-stylereplicating technologies such as MirrorLink. That was trickier for thecar companies as you had less control.

HMI SPECIAL CONNECTED CAR MAGAZINE INTERVIEW

INTERVIEW WITH: DAVID HOLOCEK,DIRECTOR, CONNECTED PRODUCTS

AND SERVICES, VOLVO CARSWe spoke to Volvo’s David Holecek, the main purpose being to bring David in on this issue’sheadline feature discussing development of the Human Machine Interface (HMI). We alsotook the opportunity of a quick review of review what’s happened to OnCall and Sensussince we reviewed the Volvo XC90 last year. During the time that we have been putting

together this issue, we spent some time with Volvo’s latest large saloon, the S90. While winterweather prevented us from creating a full-blown video review, we were able to huddle insidethe car and create an overview of the latest iteration of Volvo’s Sensus infotainment system.

You can watch that video by clicking on the link below.


https://youtu.be/A4QZWrWKnEQ


DH: We are completely comfortable with the decision we made tointegrate our touchscreen and for it to be in portrait mode.However, I wouldn’t necessarily describe it as the primary interfacebecause it depends on what you want to accomplish, and alsowho is using the system. Some people are very comfortable withusing voice, some are not. Some are happy to use a touchscreendisplay when driving, some are not and prefer to only use thecontrols on the steering wheel. It is down to personal preference,and from our side we do not want to push people to use one overanother. Beyond that, it is also about how these things work together, and

part of that is contextual. Answering a call, changing volume levels– these are things you would expect to do on the steering wheel.So while the touchscreen may seem like it is the centre of thesystem, we don’t see that it is necessarily the primary device foryour input/output while you are driving.

CC: Don’t you think,though, that the HMI, andthe various combinations ofcontrol systems are stillvery complex for theaverage driver? It is hard toimagine Mr Average eitherbeing prepared or evenbothered to learn all of thecomplex combinations ofHMI input required toaccess most of today’s carsystems.

DH: You are pointing to a very relevant question. We do see that there isa very different requirement today when it comes to delivery of the car tothe customer, running through the car’s functions and the role of theHMI. AM/FM radios and CD players were much more straightforward!We need to educate the customer on the basics of the system in orderto make it easy to understand the different functions. That is afundamental shift in the way the delivery process needs to be run. Thisis something that we are addressing with our dealerships, but we arealso allowing customers to experience certain aspects of the HMI beforebuying the car. We have an app, for example, which mimics certainaspects of the user interface and gives you a brief explanation of thebasics. These are the types of things we need to do to help peoplebecome familiar with the core workings of our car systems.


DH: Absolutely. There is a whole lot that we can learn, both in thesense of how you develop things and how you present them. Withoutdoubt, the consumer electronics (CE) industry is a few years ahead ofus car companies. They also have the advantage of being able toupdate both hardware and software much quicker than we can.Importantly, the car companies are a bit more reluctant to bring in thead hoc changes that a CE company might. It is quite possible that thecar owner might not be so willing for the car to change overnight in theway a smartphone or tablet can as a result of getting an iOS or Androidupdate. Being confused by something with your smartphone is not thesame as being confused by something when you are in your car. Thecar companies need to be much more cautious when it comes torolling out changes to the HMI itself. We need to watch the good thingsthat are coming out of the CE industry and see how that can be put intocontext and how it can benefit the roll out of technology in cars.

Stepping outsideof the industry

It’s very easy to accept the views of the established players, whenit comes to understanding how to manage the automotive HMI,but some of the best innovation comes from fresh thinking,disruption and a willingness to explore new concepts. ConnectedCar spoke with a young designer determined to make a mark onautomotive technology developments. This, then is an interviewwith Sonja Malavašič, a masters degree graduate in Graphic andInteractive Communication, University of Ljubljana (Slovenia) -Faculty of Natural Sciences and EngineeringAt first I thought that today’s HMI should look like a user interface

that has been designed for blind people, with some features addedand which you can check in 2 seconds. But after some research Ifound that drivers mostly use steering wheel-based controls forprimary tasks. So, a screen or display with full functions could maybebe used only when the car is standing still and there would be anadapted UI for secondary tasks.I do think that the HMI in cars should be multi-modal so we could

get the best results possible. Multi-modal interfaces communicate inmultiple ways (audio, text, etc.) at both output or input levels.Combining interactions is useful because we can use the one that ismost suitable for given tasks. The weakness of one modality can becompensated by the use of other one. Another consideration is tochoose interaction based on factors from the surrounding area andthe profile of drivers. If we have kids sleeping in the car we wouldprobably use alternatives to voice control. Also, not all drivers areequally experienced so it would be good if the individual could choosethe most familiar and safe method for them. Any interface should also automatically adapt to the

given situation. It should prevent/disable the featuresthat are dangerous to operate when driving. Using astandard warning saying that to use a function whiledriving is dangerous isn't enough, it should bedisabled! After all, there is a big difference betweenlocking the store doors when a shop is closed and justputting sign on the door saying “Closed”, isn't there?We all know that ‘impatient’ shoppers might still enter.Well, in cars this can be life threatening, so should be taken moreseriously. Just telling people they shouldn't doesn't mean they won't. Maybe it would be easier for drivers to accept new technologies and

pay more attention if guidance or instructions were presented in amore attractive and fun way. If we are using a natural user interface(NUI) in the car then we could improve the communication – makeit even more natural. In the longer term we could improve drivingculture if we can encourage drivers to take a different attitude towardcars. For example – a car could ask you (using audio or a pop-up on

the display) if you still need lights as you have come to a completestandstill and not yet turned them off. You would be thankful for thecar reminding you about it. Or the car could remind you that in thecountry you are entering, your lights should be always on. It couldsay it's getting a little thirsty when the fuel level drops. Maybe the carcould fake an ignition fail because you have ignored so manywarnings of a bad battery - and then say it's just kidding but that nexttime it probably won’t be. The chatty car could warn you not to driveso close to the one in front because it doesn't want to get a nose job- it’s happy with the original one. There are many more examples where we could improve the driver’s

interactions and behavior with the car by using different approaches.In this way, the HMI would be accepted in the best way possible bythe car driver.



HMI SPECIAL


CONNECTED CAR TALKS TO IAINJACOBS, GLOBAL SALES

DIRECTOR – CAR MULTIMEDIA,ROBERT BOSCH

Robert Bosch is one of the high-profile Tier 1 automotive technologydevelopers, and has developed many of the systems in use today by

the major OEMs. Connected Car met and talked with Bosch at the 2016CES where the company was showing haptic touch screens – you can

see that movie by clicking on the screen here.

Inevitably, Bosch is deeplyinvolved with developments in the

automotive human machineinterface (HMI). We invited Boschto be part of this issue’s headline

feature, and talked with IainJacobs. Once again, to retainconsistency, we discussed thesame topics used in all of our

interviews.

CC: Do you consider that current HMI standards are safe, logicaland intuitive?

IJ: Considering that the majority of vehicles currently offer a fairlylow level of automation, with responsibility still very much on thedriver, it is important for the HMI to be intuitive and safe to use.Guidelines issued by the EU provide a comprehensive source ofadvice to help ensure that the size and simplicity of the HMImitigate driver distraction as far as possible.Considering that nearly 40% of newly-registered vehicles feature

some form of HMI and that the automotive HMI market will growat an expected rate of 7.7% over the next four years, standardswill need to place strong emphasis on providing the mostimportant information in a way that is not distracting oroverbearing for the driver. Universal standards would enabledrivers to use different vehicles without having to preoccupythemselves with an unfamiliar user experience.


IJ: It is important that HMI does not become a distraction to thedriver. The number of UK road-traffic incidents due to driverdistraction has increased by more than 30% in recent years, so,while there is an increasing demand from consumers to be able touse smart phone-related technology on the move, the drivercannot spend time navigating through a touchscreen, as they arestill very much responsible for the safety of the vehicle, themselvesand other road-users.Bosch aims to reduce the level of driver distraction through a

mixture of technology which also allows for personalisation: voicerecognition, Head up Displays and advanced gesture control

which further reduces the need for drivers to look at the HMI whiledriving, and the haptic screen which allows users to feel their wayaround a touchscreen.


IJ: Consumer electronics have benefits and disadvantages: thepopularity of smartphones lies in their simplicity and the level ofpersonalisation that they offer – both of which are aspects ofinfotainment that the automotive industry is yet to fully exploit. Current trends are becoming increasingly oriented towards

smartphone integration – particularly with systems such as BoschmySPIN, which works with both Android and iOS – but there ismuch more to come from this avenue of in-car entertainment andConnected Services in terms of the level of functionality that theyoffer.


HMI SPECIAL

Gesture Control


https://youtu.be/R_2bQH1Fru8

However, a vast segment of the consumer electronics sector stillrelies heavily on interaction with a screen, which, of course, isneither safe nor practical while driving a vehicle. This is wheredevelopers of HMIs in the automotive sector can truly start toinnovate and offer similar levels of functionality while maintaininga safe and practical environment for the driver.


IJ: Considering consumers’ shifting preference towardstechnology-oriented vehicles, and the fact that the value of theglobal in-car entertainment hardware market is set to reach $36billion by 2021, it is inevitable that manufacturers will aim to fullyexploit the benefits of consumer technology enjoyed bysmartphone and tablet users and work towards achieving fullintegration with the vehicle’s HMI. Alongside home and work, connectivity is turning the car into the

third living space. With the help of personalised communicationbetween the car and the driver, increasingly high performance andcomprehensive services will be safe to operate in the future aswell.In the future, the HMI will play an increasingly important role in

the car – especially when it comes to automated driving. Forinstance, it lets the driver know whether automated driving ispossible on a specific route. To hand over responsibility for drivingto the car, the driver must then press two buttons on the steering

wheel for several seconds. During the automated drive, the HMIshows the driver what the car’s environmental sensors detect andhow much time is left until the driver needs to start driving again.The rate of development in the consumer electronics sector has

typically been greater than in automotive. This is wherecompanies like Bosch that work in both the automotive andconsumer electronics sectors seize opportunities.Bosch can harness the disruptive nature of the consumer

electronics sector and integrate it into the automotive sector, wherecustomers have very specific needs and requirements.


IJ: To a certain extent, international institutions have already madea concerted effort to shape the direction that manufacturers takeregarding the design and functionality offered by the vehicle HMI –the EU’s Statement of Principles for Human-Machine Interactionand e-Safety, for example.However, these often leave judgement regarding the safety of a

given HMI to the discretion of industry experts, which creates anelement of subjectivity, especially as technology progressesthrough the partially automated stage of functionality. It is herethat standardisation would be beneficial, ensuring that distractionis kept to a minimum, when using the vehicle’s base HMI and anythird-party apps.


IJ: The primary HMI will very much depend upon the stage ofautomation that we are at. Currently, with a number of vehicles offering partial automation,

HMIs must provide consumers with increased levels ofconnectivity, while maintaining ease of use, minimising risk to thedriver and other road users. When vehicles become able to take control from the driver for a

prolonged period of time, focus will shift to providing a fluid transferof control from vehicle to driver. However, as highly autonomousand fully autonomous vehicles become commonplace,manufacturers will be able to focus on fully exploiting the potentialof a screen-oriented experience, and thus consumer technology.


Gesture Control

VH: Do you consider that current HMI standards are safe, logical and intuitive?

JW: When new technologies are introduced by the automotiveindustry – take cruise control as an example – the players have agood track record. Early design implementations may have a fewdifferent design models, but then the industry comes together tostandardise on a set process or interface – Set/Resume/On/Off inthe case of the cruise control. A proven and tested HMI evolvesthat is easy for consumers to use. But that takes time, and we arein a state now where many new technologies have come into thecar, and the manufacturers are trying to work out what is the rightmodel. At Intel, what we are doing is some research into what we call

Trust Interactions. We’re looking at some of the top use cases forhighly- or fully-automated vehicles, like ordering a robo-taxi,getting into the car, providing and then changing a destinationthen getting out of the car. Then we are trying to work out whatinteractions in those use-cases would engender ‘trust’ – whatwould make the consumer feel comfortable, in the case of aparent, confident that the vehicle that just took their child awaywould deliver them safely to their destination, and that the childhas a way of interacting with the vehicle that is safe, logical andintuitive. We’re devising some test models, testing them on realusers and then publishing the results back out to the industry tohelp all of us understand what are the right interaction models. Idon’t know whether we are there yet, in terms of a universalstandard, but I think that the work that we are doing, and thesimilar work that is being done across the industry will eventuallyconverge and create the same sort of commonality as in thecruise control example I mentioned earlier.

VH: Do you think, then, that in the hugely broad and diverseautomotive industry, an universal standard for HMI is anachievable goal?

JW: I do think that a standardised interaction model is achievable,if we separate design from interaction models. Going back to thecruise control example, by design the controls could be on thesteering wheel, the console or the touchscreen, but the interactionmodel would be the same. Using that thinking there could be aconsistent interaction model for basic functions no matter whoseautonomous vehicle you were using. That is something that theindustry could see the sense in converging on. You just have todecide what are the correct sets of interaction.

VH: Which level of HMI do you see as most important – voice,touchscreen or other controllers?

JW: We think it is going to be a combination. Our research hasshown that multi-modal communication is going to be critical.There are going to be cases and reasons why in some cases youwill use voice, in some cases touchscreen, and in other casesconventional controls – buttons and switches, depending on thecontext and the passengers.

VH: Isn’t that just a convenient cop-out, though? Isn’t theindustry saying “If we throw every interface at it, hopefullysomething will be right?”



HMI SPECIAL

For this feature, we spoke to Intel. As ConnectedCar editor Vince Holton notes towards the endof this interview, Intel has been playing in theconnected car sandpit for many, many years. It is not the only semiconductor manufacturerto be making a major play today. Qualcommis just one of a number that see the automotivemarket as very important indeed. But Inteloccupies a deeply entrenched position in notjust communication technologies, but in coreprocessing. Vince Holton sat in the chair forConnected Car, and asked what, then, areIntel’s thoughts on the HMI?


CONNECTED CAR TALKS TO JACKWEAST, PRINCIPAL ENGINEER,

CHIEF SYSTEMS ENGINEER,AUTOMATED DRIVING, INTELWhile headline developments are trumpeted by car companies, CE

companies and Tier 1 suppliers, none of them could function without thefundamental building blocks – the very semiconductor solutions that enable

all technology. It’s only appropriate then that as we consider the HMI, andenabling tech functionality in the car, we talk to the semiconductor powerhouses.

The pictures included here show an early example of Intelconnected car technology at a Bluetooth developer

conference around the year 2000.




JW: Well, you have a good point, but this is really where themagic needs to happen. For example, if you have all of thesecontrol interfaces in the car, how does the car’s brain know that itshould be listening for voice instructions? How should it know thatthe touchscreen is the main interface at this moment? Rather thanoffering all three being a cop-out, I think it is actually going to bea big challenge to get them all to work correctly and in concertwith each other.

VH: Indeed, but I see it differently. There seems to be aninexorable rise in cross-industry support for digital personalassistants and - let’s acknowledge it, Alexa seems to be leadingthe charge – which would promote voice control above othercontrol interfaces. This is as true in the car as it is in the smarthome or anywhere else for that matter.

JW: I think you could be right. I think that with advances inmachine learning, and particularly natural language processinghas offered us an opportunity to cross that chasm and fromsimple voice control to natural language and contextualunderstanding. The greater processing capability of vehicles tocome will allow you to have an Alexa-like use case within the car.With many of the digital personal assistants, your voice commandgoes up to the Cloud and comes back down. We’re going to havedata-centre class performance in the vehicle, enabling naturallanguage processing. So, yes, you are onto something, and forthe average consumer, using natural language to talk to the car isgoing to be the most comfortable and easiest way to adopt someof this new automotive technology. You won’t have to learn a newinterface, a new app design – you can just talk.

VH: Do you believe that car companies and Tier 1 suppliers canlearn lessons from consumer electronics companies?

JW: I think we can learn a lot from each other. The car industryhas a century of experience that is very different from consumerelectronics. So what’s exciting about these new vehicles is that weare seeing a mash-up of a long history of automotivedevelopment with electronic/IT design from the consumerelectronics companies. For this to work, we need to learn fromeach other. You cannot just project a consumer electronics designethos onto a vehicle, nor can you do the reverse and expect it towork. We have to work out elegant ways to combine what makesa car feel like a car and a CE device feel like a CE device. Theyhave to be integrated seamlessly so that it feels like a unifieddesign experience and not two separate worlds bolted together.

VH: OK, but tech companies like Apple, Samsung, Google areaggressively pushing their way into the car. Is it likely that theywill become more involved in HMI development? And is thissomething that the automotive industry wants?

JW: Both Apple and Google, with CarPlay and Android Auto, haveexamples today of how they are already involved in HMIdevelopment, using projection to enable a phone-like experiencein the car. But I think the challenge is that if you are doing HMIdevelopment in a vacumn – just concentrating on what is on thescreen – then you are not considering the larger interaction modelon a vehicle level. This includes how you get in and out of thevehicle, the physical positioning of people inside the vehicle,especially if the vehicle is driving itself. I think that is where someof that smartphone-based interaction will fail to deliver thatintuitive, natural design integration and feel that we really like.That’s one of the challenges of this mash-up. We have to helpthose leading smartphone technology companies into a broader

field of thinking for vehicle-wide HMI development activity, not justthe single screen.

VH: I know from my own experience of driving today’s car thatusing current HMI implementations is at least distracting andsometimes dangerous. And I think the industry is quietly awareof this. Do you think that it is likely that regulators will step in atsome point in an effort to maintain safe driving?

JW: I think it is certainly possible. There is a lot of history ofregulators mandating safety solutions – most recently the back-up/rear-view camera in all vehicles, then there are airbags etc. Atthe end of the day a driver assistance system that supportsautomatic, emergency braking or some other self-drivingcapability is an active safety system – certainly a much moreadvanced one – and the benefits to society of keeping people safeare so strong that it is highly likely that some active safetyfunctions will be mandated by regulators.

VH: OK, then let’s step forward in time to when we are sitting inour autonomous vehicles - what will be the primary HMI forautonomous cars?

JW: Well, as the steering wheel and pedals disappear, you willstart thinking about your vehicle as a third state, like your home oryour work. Today your car is just something transitory that takesyou between one and the other. In the future the vehicle can be anextension of either your vehicle or yourhome or your work. You may chooseto do more home-like functions suchas watch some TV, read a book, oryou may choose to do some work. Itwill be interesting to see how theinteraction model evolves with this sortof new experience in the car.Entertainment experiences will driveneeds for high-quality displays andaudio, while work experiences willdrive other things – you may evenhave a little desk in your car. I thinkthere won’t necessarily be one primaryHMI, it will be changeable, basedaround context and activity – am I looking to relax, or am Ilooking to be productive?

VH: OK, let’s finish off with a more general question. I rememberbeing at a Bluetooth developer conference back in 1999 or2000 – that sort of timescale. Intel was there and showed aconnected car on stage – all that time ago! Clearly connectedcar and automotive technology was important to Intel then –how important is it today?

JW: It is incredibly important to us today. The way Intel looks at itis – it’s a car experience, it’s a connectivity experience and it’s aCloud experience. With Intel’s product strengths we haveincredible assets in all three. We’re therefore in a very strongposition to bring the connected car experience to market. Theconnected car vision has been around for a long time, as younote, but I think that we are finally getting to the point when notjust ourselves but the market are ready with the right products, theright network with 5G, readiness at a consumer level – we’re onthe cusp of a transformation of the in-vehicle experience, whetherfrom an entertainment or automated driving standpoint. We’reready to deliver this both at the data centre level and in thevehicle.


CC: Do you consider that current HMI standards are safe, logicaland intuitive?

GS: Every infotainment system aims to be as intuitive logical andsafe as possible. There is a high precedent set by consumerelectronics and customers do not have the time or effort tocontinually learn new HMI. However we must remember that forthe driver the primary task is to drive and not control a userinterface. With this in mind we work within the VW group tounderstand market specific requirements. We follow wherepossible the market guidelines such as Driver distractionguidelines for the USA defined by the NHTSA or the EU statement ofprinciples for Human machine interaction and e-safety.

The ultimate aim is to reduce the eye time off the road whenperforming any interaction. A configurable Head up display andwell positioned TFT displays play a significant role in this bykeeping key information in the eye line of the driver


GS: I believe they all have an important role to play in the userexperience. Owners are familiar with touchscreen interfaces fromconsumer electronics and with a logical UI the learning curve isreduced. Haptic controllers lend themselves to more precisioncontrol in high list content screens. A well-positioned haptic rotary

controller is a perfect complementary control to a touchscreenreducing the eyes off road time in specific situations. Voice control becomes much more important when guidelines

dictate that UI elements should be disabled when the vehicle ismoving. Voice control becomes the only option to complete atask when 100% eyes on the road situation is needed. Typicallythe in-vehicle voice systems are mechanical in that a set ofdefined steps or words must be completed in a specific order withlittle deviation. Users are now used to natural language systemsfrom Apple, Google and Amazon which are internet based. Theconnected car is enabling the higher data rates required for liverecognition engines. As these recognition engines become moreintegrated into the vehicle environment then voice will play a moreimportant role in the user experience. At Bentley we are workingtowards implementing such system to enhance the userexperience.


GS: Yes. The high pace of the consumer electronics market isforcing a change for vehicle manufacturers who in the past couldnot keep up and were always on the back foot. The gap betweenautomotive and consumer electronics is reducing as Tier 1 andvehicle manufacturers introduce scalable systems that can beupdated over the air and integrate the latest consumer tech intothe car. Customers are more tech savvy and have highertechnology expectations than ever before.



HMI SPECIAL CONNECTED CAR MAGAZINE INTERVIEW

CONNECTED CAR TALKS TOGRAEME SMITH, FUNCTIONAL

MANAGER EE/IH INFOTAINMENTHMI AND USER INTERFACE,

BENTLEY MOTORSWhile sophisticated technology has traditionally been first implemented onluxury cars, today’s connected car systems are being rolled out on a more

democratic basis, with city cars as well as limousines providing users withadvanced connectivity and Cloud-based services. We were, therefore,

interested to know whether the luxury car manufacturer needs to provideanything different, and whether developing the HMI for a luxury car creates

new challenges. We spoke with Bentley’s Graeme Smith.

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One area that consumer tech excels is integrating market specifictrends and requirements. Expectations from users differ in regionand consumer technology already caters for this. At Bentley wefocus on the needs of the user in these different market areas.Specific examples in China are address entry. We focus on UI forthe sequence of entry, the method of entry whether keyboard orhandwriting recognition. Using market data we focus on the highexpectations of the Bentley user in that market but we can certainlylearn from consumer devices.


GS: The introduction of Apple CarPlay and Android Auto has bydefault had this effect. When using these systems the userinterface is Apple or Google and as vehicle manufacturers we mustcomply with the specified requirements. At Bentley our brand is very important, for Bentley the user

interface is treated very much like an A surface. The colour palateused in the UI is tuned to the hard parts and switches in the vehicle.The UI is high integrated and designed with input from the stylingdepartment and signed off by them at every milestone. For Bentleythis is very important. When using a third party HMI the integrationbecomes much more of a challenge as we cannot control the logic,style or the theme of the UI therefore it is not our preferred option.


GS: Yes and this is already happening in the USA with NHTSA. InEurope there is a statement of principles that are good practiceguidelines. As more content move into the user interface it isinevitable that regulators will step in. Here at Bentley we specifyconfigurable UI elements that can be enabled or disabled atvehicle build thus building in some future proofing.


GS: This is difficult question. At the point the vehicle becomesfully autonomous the driver becomes a passenger. The keyquestion is what do you need to do in the car that cannot be doneon a smart phone or smart device? How can the vehicle add valueto your journey? Augmented head up displays could becomemore prevalent providing a more interactive travel experience forboth driver and passenger.A key challenge for the user interface will be in the transition

from autonomous to driver control and vice versa. The interactionwith the system and type of content displayed will be very differentin the antonymous and non-autonomous situation. A seamlesstransition that is intuitive and logical is important specifically whenadhering to any regulations in the specific market.

21NEWS


NEWSHERE AND PIONEER PARTNERON GLOBAL MAP SOLUTIONAND LBS

HERE and Pioneer/IPC have announcedtheir intention to enter into a strategicpartnership to enable global mappingsolutions and next generation location-based services for the automotive andother industries. The agreement followsthe companies' recent cooperationexploring the application of Pioneer's3D-LiDAR sensor technology in thedevelopment of a data ecosystem forautonomous driving.

By linking their mapping andautomotive technologies and assets,HERE and Pioneer plan to enable fullyintegrated global SD (standarddefinition) and HD (high definition)mapping solutions at what the twocompanies claim will be a scale andquality-level unmatched in the industry.These solutions are intended to supportnew innovations for customers in in-vehicle infotainment and autonomousdriving as well as in any industry wherelocation intelligence can be applied.HERE and Pioneer are also exploring thedevelopment of new services thatharness the real-time data of connectedPioneer devices.

"We are very pleased that, through astrategic alliance with HERE,

Pioneer/IPC can provide a global mapsolution and location services," saidSusumu Kotani, President and CEO ofPioneer. "We strongly believe that HEREand Pioneer can create new valuethrough the establishment of a dataecosystem for the forthcoming era ofautonomous driving by integrating thestrong expertise and technologies bothcompanies have. Also, the dataecosystem and the production of HDmaps will contribute to the developmentof a new market globally by way ofgreater coordination and cooperationwith related organizations in Japan."

VOLKSWAGEN ENCOURAGESCUSTOMER INTERACTIONWITH NEW APP

‘My Volkswagen’ is a new app forconnected journeys, giving current andwould-be Volkswagen owners thechance to store and access all of theirsignificant interactions with the brandin one digital dashboard.

Accessed via the owners’ section of theVolkswagen UK website as well as via anapplication for either iOS or Android, My Volkswagen acts as a personal com-panion and guide that help customers getthe most out of the brand whether theyare looking to buy a new car, or alreadyown one.

Customers signing up to the forever freeMy Volkswagen service apparentlybenefit from a number of features whichhelp to make owning a car simple andeasy:

• View all of their cars: have sight oftheir owned, ordered and configuredcars in one place

• Save car configurations andpersonalised digital brochures

• Track an ordered car: track theprogress of a new car order, withalerts & push notifications for statuschanges

• View service history

• Make a service booking

• Track a service: follow their car’sservice through the workshop, getExpress Visual Check results(including video) and approve ordefer ‘red’ and ‘amber’ categorisedwork*

• Access information and support:view their car’s owner’s manualanytime anywhere; exploreaccessories; view ‘how to’ guides;learn about warning lights and accessFAQs all in one place

Volkswagen claims that the new app isamong the most comprehensiveplatforms of its kind, particularly withinthe automotive sector.


VW SWARM DATA PAVES WAYFOR AUTONOMOUS DRIVING

Volkswagen and Mobileye are planningto implement a new navigation standardfor autonomous driving starting in 2018.Future Volkswagen models will use thecamera-based map and localisationtechnology Road ExperienceManagement (REM) from Mobileye.Volkswagen and Mobileye will both becollecting data and utilising this for anew generation of highly intelligentmaps.

The Israel-based company Mobileye is amanufacturer of technologies for accidentprevention and autonomous driving.REM is one of the latest Mobileyesystems, using crowd-sourcing (data frommany cars – the swarm) to generate real-time data for precise localisation andacquisition of high-definition track data.Mobileye believes that this makes REMan elementary information level forautonomous driving. Here is how REMworks in practice: the Volkswagen cars,which are equipped with front cameras,acquire lane markings and roadinformation via optical sensor systemsfrom Mobileye, and this informationflows in compressed format into a cloud.This fleet data is used for continuousimprovement of high-definitionnavigation maps with highly preciselocalisation capability. These, in turn,serve as a foundation for autonomousdriving and advanced development ofmany assistance systems.

"The future of autonomous drivingdepends on the ability to create andmaintain precise high-definition mapsand scale them at minimal cost," saidProfessor Amnon Shashua, co-founderand Chief Technology Officer ofMobileye. "The Volkswagen agreement isa turning point. It not only utilisescrowd-sourcing technology toautomatically generate high-definitionmaps and scale them cost-effectively. Amuch more important aspect is that theagreement provides a framework forindustry-wide cooperation betweenautomobile manufacturers to jointly

produce the map contents that areneeded for autonomous driving."

The agreement is said to be the first of itskind to merge the data of differentautomobile manufacturers worldwide tocreate a single ‘high-definition worldmap' and is intended to form an industry-wide standard (though the VW/Mobileyerelease made no mention of which othermanufacturers may be involved).

U-BLOX POSITIONING ANDWIRELESS TECHNOLOGIESDRIVE BAORUH ELECTRONICSMART BUS SOLUTION

u-blox , which builds wireless andpositioning modules and chips, hasannounced that its technology ispowering a new smart bus solution fromBaoruh Electronic in Taiwan whichcombines LTE-based telematics andAutomated Fare Collection (AFC) forintelligent fleet management.

The new POS One smart bus solutionuses the NEO-M8U positioning modulefrom u-blox for enhanced positioningaccuracy thanks to acceleration andgyroscope sensors incorporated in thismodule. A TOBY-L280 cellular moduletransmits vehicle telematics and on-board payment transactions over a highspeed LTE connection to back systems,while an ELLA-W131 module providesadditional Wi-Fi and Bluetoothconnectivity for ease of access to vehicledata logs and video recordings.

The NEO-M8U GNSS and UntetheredDead Reckoning (UDR) module used byBaoruh's new solution enables accuratepositioning even without a clear skyview, such as in urban canyons,underground parking or tunnels, byusing integrated three dimensionalinertial sensors to complement GNSSpositioning data.

The TOBY-L280 LTE module used forcommunications with fleet managementand payment systems provides 150 Mbps4G speeds with 3G fallback. u-blox told

Connected Car that the high speedconnectivity not only gives fast and reliablepayment processing but can be used forvideo streaming from interior or exteriorvehicle cameras.

An ELLA-W131 multiradio moduleprovides Wi-Fi as well as Bluetoothconnectivity. Simultaneous client andaccess point operation is supported,allowing the module to act as a wirelesshotspot and at the same time be connectedas a client to another Wi-Fi access point.

WAZE JOINS SMARTDEVICELINKCONSORTIUM

Waze, the free, real-time crowdsourcedtraffic and navigation app powered by acommunity of 75 million monthly activedrivers, has joined the SmartDeviceLink(SDL) Consortium comprised of Ford,Toyota, Mazda, Subaru, PSA and Suzuki.

With the integration of SDL, Waze says itwill continue to put the driver communityat the forefront, focusing on optimizing andevolving the driver experience. Waze hasapparently joined the SDL Consortium inorder to better serve drivers everywhereand create an intuitive navigationexperience. With SDL, Waze guidance canbe presented in the in-car driver screen andnew features are made available as soon asthey are released in the app.

First announced in January 2017 by FordMotor Company and Toyota MotorCompany, the SDL Consortium is a non-profit organization working to manage anopen source software platform with the goalof giving consumers more choice in howthey connect and control their smartphoneapps on the road.

Doug VanDagens, chairman of theSmartDeviceLink Consortium toldConnected Car, “Waze is a perfect exampleof how SDL makes it easy for developers tobring new and exciting apps to thedashboard. We are excited to have Waze aspart of the SDLC and look forward toworking with them to move this openstandard forward.”

22NEWS


NEWS


23NEWS


HARMAN INTEGRATESWIRELESS APPLE CARPLAYCONNECTIVITY

Harman has announced the commercialimplementation of Apple CarPlayintegration through a wirelessconnection, and claims this is a first forthe connected car industry. ThroughHarman’s end-to-end infotainmentsystem, a vehicle’s Bluetooth and Wi-Fiwill enable the connectivity required tosupport CarPlay, creating what Harmandescribes as a greatly enhanced wirelessexperience for the user. The solution iscurrently being deployed in the marketon Harman infotainment systems for aluxury German automaker.

While other implementations of AppleCarPlay have been supported through aUSB connection to-date, Harman says itis the first to enable wirelessimplementation with the iPhoneconnecting via Bluetooth and datatransferring via Wi-Fi. The Harmaninfotainment system provides flexibilitybetween native and CarPlay HumanMachine Interfaces (HMIs), and allows forsimultaneous operation of head unitfunctionality and CarPlay navigation. Theintegration of Apple CarPlay providesusers the various functions of theiriPhone, including calls, music playback,mobile office, and navigation to becontrolled through the car’s display.Additionally, the system also allows theuse of voice-recognition for a safer,hands-free experience.

Phil Eyler, executive vice president andpresident, Connected Car, Harmancommented, “Harman continues todeliver options to consumers for seamlessintegration of multiple mobile ecosystemsinto our integrated automotive platform.Whether CarPlay, Android Auto, or anyother projection mode solution, Harmanis the industry leader with pioneeringsupport for these accessory apps. Welook forward to working with automakersto roll out this technology and togetherwith many Harman solutions to offerconsumers safe, secure, and harmoniousdriving experiences.”

NISSAN DEMOSAUTONOMOUS DRIVING INEUROPE

As part of its commitment to creating azero-emission, zero-fatality future formobility, Nissan has been showing itsreal-world testing of next generationautonomous drive prototype vehiclestaking place in the east of London.

This is apparently the first time thatNissan has demonstrated its latestautonomous drive technology on publicroads in Europe, though the companyhas already conducted public-roadtesting in Japan and the United States.

As part of the London demo,participants in the passenger and rearseats were given the opportunity toexperience the technology, whichconsists of millimeter wave radar, laserscanners, cameras, high-speed computerchips, and a specialized HMI (HumanMachine Interface). All of this helpsallow the vehicle to operate in anautonomous manner on both highwayand city/urban roads includingrunabouts once the destination pointsare entered into the navigation system.

The London test follows recentannouncements that both the updatedQashqai and the new Nissan LEAF, bothcoming in the near future, will beequipped with ProPILOT autonomousdrive technology to enable single laneautonomous driving on motorways.Meanwhile, last year in Japan, Nissanlaunched the Serena, its first model to befitted with ProPILOT. In DecemberProPILOT autonomous drive in the newNissan Serena won 2016-2017 Japan Carof the Year Innovation Award.

There are also plans for the technologyto be introduced in the U.S. and Chinamarkets. A multi-lane autonomousdriving technology will enableautomatic lane changes on highways andis planned for introduction in 2018while autonomous driving on urbanroads and in intersections is planned forlaunch in 2020.

FORD INVESTS IN ARGO AIAS PART OF DRIVE FORAUTONOMOUS VEHICLELEADERSHIP

Ford is investing $1 billion during thenext five years in Argo AI, an artificialintelligence company, to develop avirtual driver system for theautomaker’s autonomous vehiclecoming in 2021 – and for potentiallicense to other companies.

Founded by former Google and Uberleaders, Argo AI is bringing togetherexperienced roboticists and engineersworking in autonomy from inside andoutside of Ford. The team of experts inrobotics and artificial intelligence isled by Argo AI founders BryanSalesky, company CEO, and PeterRander, company COO. Both arealumni of Carnegie Mellon NationalRobotics Engineering Center andformer leaders on the self-driving carteams of Google and Uber,respectively.

“As Ford expands to be an auto and amobility company, we believe thatinvesting in Argo AI will createsignificant value for our shareholdersby strengthening Ford’s leadership inbringing self-driving vehicles tomarket in the near term and bycreating technology that could belicensed to others in the future” saidFord President and CEO Mark Fields.

The current team developing Ford’svirtual driver system – the machine-learning software that acts as the brainof autonomous vehicles – will becombined with the robotics talent andexpertise of Argo AI. This partnershipwill work to deliver the virtual driversystem for Ford’s SAE level 4 self-driving vehicles.

By the end of this year, Argo AIexpects to have more than 200 teammembers, based in the company’sPittsburgh headquarters and at majorsites in South-Eastern Michigan andthe Bay Area of California.


24CONNEC T ED C AR V I D EO ARCH I V E


CONNECTED CAR VIDEO ARCHIVEClick on the movie screens below to access the growing archive ofmovies previously created by the Connected Car team.

Connected Car Magazine review: Audi Virtual Cockpit and Audi Connect

Connected Car talks Driver in the Loop simulatorswith Ansible Motion

Connected Car Magazine overview: Volvo On Call in the new XC90 Connected Car magazine overview of BMW Connected Drive

Connected Car: Peter Virk, Jaguar Land Rover, interview part 1

Connected Car: Peter Virk, Jaguar Land Rover, interview part 2

Connected Car review: BMW i8ATAM: the ultimate solution for automated interoperabilitytesting from NextGen


https://youtu.be/HMot0oPBYDA

https://youtu.be/N04NK1lt8gI

https://youtu.be/DbPZ9f4Q1yI

https://youtu.be/vglLHGvMK-U

https://youtu.be/J2fq12GuPl8

https://youtu.be/pQdhFVMln-k

https://youtu.be/pY54OrY09Cc

https://youtu.be/DPlS0BXTuDc

25CONNEC T ED C AR V I D EO ARCH I V E


CES 2016: Audi CES 2016: Bosch

CES 2016: Ford – AppLink and SYNC 3 CES 2016: Ford – Autonomous vehicles

CES 2016: HERE – HD Live, mapping and location CES 2016: Hyundai Mobis

CES 2016: Kia – autonomous driving demonstration CES 2016: Qualcomm – Interview with Nakul Duggal


https://youtu.be/Mvwh0mDsFQw

https://youtu.be/R_2bQH1Fru8

https://youtu.be/nRrK3fcXEAM

https://youtu.be/wlO_NzVb5Wk

https://youtu.be/yD6EyfWQLC4

https://youtu.be/oyg2mTpjkWQ

https://youtu.be/279gNVCaiAY

https://youtu.be/71D_Qj-YdUU

QUALCOMM AND TOMTOMCROWDSOURCE HIGH-DEFMAPPING DATA FORAUTONOMOUS DRIVING

Qualcomm Technologies is workingwith TomTom to use the QualcommDrive Data Platform for high-definition(HD) map crowdsourcing, the goalbeing to accelerate the future ofautonomous driving. Qualcomm DriveData Platform collects and analysesdata from different vehicle sensors,supporting smarter vehicles todetermine their location, monitor andlearn driving patterns, perceive theirsurroundings and share thisperception with the rest of the world.TomTom's HD Map, includingRoadDNA, is a highly accurate, digitalmap-based product, which assistsautomated vehicles to precisely locatethemselves on the road and helpdetermine which way to manoeuvre,even when traveling at high speeds.

Traditional development of mapsrequires deploying dedicated fleets ofvehicles that are equipped withprofessional-grade sensors to collectlocation, raw imagery, Lidar and otherdata, which is then transferred, storedand processed in data centres. Nowthat cars are increasingly connectedand equipped with a range of sensors,new and complimentary approachesbecome possible.

Using the positioning, on-devicemachine learning, heterogeneouscompute and connectivity capabilitiesof the Qualcomm Drive Data Platform,TomTom and Qualcomm Technologiesaim to facilitate adding an improved,scalable and cost-efficientcrowdsourcing approach to the mix ofsources for HD map making. The newconcept is designed to allow massivenumbers of connected cars to see andunderstand their environment, trafficand road conditions, and support real-time input for map and road conditionupdates.

26NEWS


FORD ENABLES LIVE TVSTREAMING, DIGITAL MUSICCONNECTIONS, WI-FI HOTSPOTS

Ford claims to be reinventing the waydrivers and passengers entertainthemselves while on the road, offeringnew ways to wirelessly stream live TVand listen to music in its newest SUVs.The company says that these new featuresare a result of shifting trends towardstreaming services, whether for televisionshows, movies, music, podcasts andmore.

In the all-new Ford Expedition SUV,available this fall, an available Wi-Fihotspot supports up to 10 devices at once– up to 50 feet from the vehicle – whilean available dual-headrest rear seatentertainment system allows passengersto watch live TV via SlingPlayer on eitherof two video screens. The systemapparently represents the first timeSlingPlayer – which connects to a user’shome Slingbox account – is offered in anautomobile. SlingPlayer is embedded intothe entertainment system and letspassengers connect to a home-basedSlingbox system to watch and control theTV signal.

When the Expedition reaches showrooms,passengers will also be able to use theavailable dual-headrest rear seatentertainment system monitors to watchmovies and video – even TV shows andlive sporting events – streamed from ahome cable or satellite system.

The system, called EVO by developerVOXXHirschmann Corp., includes two 8-inch monitors integrated into the backof the front-seat headrests, a secure, in-vehicle wireless network hub thatenables passengers to connect using amobile device, and a host of sources bywhich to view content – includingSlingPlayer.

This connectivity isn’t limited to time inthe vehicle. The wireless signal – whenusing the available Wi-Fi hotspot inExpedition – has a range of about 50 feet.

VISTEON REIMAGINESAUTOMOTIVE INFOTAINMENT

Visteon launched its next-generationPhoenix infotainment platform at CES2017 in Las Vegas, suggesting thatPhoenix signals a technologicalbreakthrough in infotainment, breakingdown the barriers between a vehicle’snative apps and apps running onsmartphones or other personal devices.

Visteon designed Phoenix to unlockinnovation by enabling third-partydevelopers to create apps easily, whiledelivering built-in cybersecurity andover-the-air updates. Phoenix offers anautomotive-oriented JavaScriptapplication program interface (API) forHTML5-based app development. Visteonclaims it is the first automotiveinfotainment system to facilitate appcreation through a software development kit (SDK) and softwaresimulation of the target hardwaresystem.

Visteon President and CEO SachinLawande told Connected Car, “Visteon isreimagining infotainment from theperspective of both app developers andthe end-user. “Through this latestadvancement, Phoenix will break downthe traditional barrier for embeddedautomotive app development that hasrestricted the availability of apps forinfotainment systems.”

Visteon offers a Phoenix SDK,incorporating libraries of code,documents and a simulator to supportapp development by third parties. TheSDK makes app development easier thanthe conventional approach, says Visteon,as that requires custom software andhardware, lacks third-party tools andcan be costly and time-consuming.

Lawande concluded: “With Phoenix, thedeveloper will be able to log on to aVisteon microsite and create and testapps with an SDK and a simulator. Theapp is then validated by the automakeror Visteon and published to an appstore.”

NEWS


27CONNEC T ED C AR V I D EO R E V I EW


CONNECTED CAR VIDEO REVIEWVIDEO

SHOWCASEWe browse web video presentations on the subject of connected cartechnology on an ongoing basis, and each issue will include a selectionthat we have reviewed.

Ericsson – Buzz Film Connected Car

Hyundai Motor – Cisco Connected Car Platform

Microsoft Connected Vehicle Platform

Bosch at CES 2017: The Connected Car as 3rdLiving Space

SEAT, SAMSUNG and SAP join forces to developthe “connected car” of the future

IBM Watson IoT Automotive and the Connected Car

SAP, Concur, Hertz and Nokia showcaseconnected car technology at MWC 2017

Inspired by Glass: Corning’s Connected CarPrototype

Click the movie screens to watch the videos


https://youtu.be/dVW3y8eDlpc

https://youtu.be/52B9Uv6K5kY

https://youtu.be/hjRXPbrGp-4

https://youtu.be/-seK21Gh4bQ

https://youtu.be/rFo4l54vIw4

https://youtu.be/CmMoPUgEXS8

https://youtu.be/BvEFX0V75_U

https://youtu.be/z1JoB4uIH6g

28 www. c o n n e c t e d c a rmag . c om

MANUFACTURER MODEL

Google Pixel

Honor 8 FRD-L09

Huawei Mate 9 MHA-L29

Huawei Nova CAN-L11

Huawei P10 VTR-L09

LG G6 H870

Samsung Galaxy A3 (2017) A320F


Samsung Galaxy S8 G950F

Samsung Galaxy S8 Plus G955F

EUROPE

MANUFACTURER MODEL CARRIER

Google Pixel XL Verizon

HTC Bolt Sprint

LG G6 H871 AT&T

LG G6 VS988 Verizon

Samsung Galaxy S8 G950A AT&T

Samsung Galaxy S8 G950V Verizon

Samsung Galaxy S8 Plus G955A AT&T

Samsung Galaxy S8 Plus G955V Verizon

ZTE Avid Trio T-Mobile

ZTE Zmax Pro Z981 T-Mobile

NORTH AMERICA

TOP HANDSE T R E L E A S E S B Y R EG I ON – Q3 2016

TOP HANDSET RELEASES BYREGION – Q1 2017

GooglePixel

Honor8 FRD-L09

HuaweiMate 9 MHA-L29

HuaweiNova CAN-L11

Samsung Galaxy S8 Plus G955F

HuaweiP10 VTR-L09

LGG6 H870



Samsung Galaxy S8 G950F

GooglePixel XL

HTCBolt

LGG6 H871

LGG6 VS988

ZTEZmax Pro Z981

Samsung Galaxy S8 G950A

Samsung Galaxy S8 G950V

Samsung Galaxy S8 Plus G955A

Samsung Galaxy S8 Plus G955V

ZTEAvid Trio


MANUFACTURER MODEL

Honor Magic NTS-AL00

Honor V9 DUK-AL20

Huawei Mate 9 MHA-AL00

Huawei P10 VTR-AL00

Oppo R9S

Oppo R9S Plus

Samsung Galaxy S8 G9500

Vivo X9i

Vivo X9Plus

Xiaomi 小米 5C

CHINA

NETWORK MANUFACTURER MODEL

au LG Isai Beat LGV34

au Sharp Aquos Serie Mini SHV38

au Sharp Aquos U SHV37

au Sony Xperia XZ SOV34

docomo Fujitsu Arrows NX F-01J

docomo Sharp Aquos Ever SH-02J

docomo Sony Xperia X Compact SO-02J

docomo Sony Xperia XZ SO-01J

Softbank Sharp Aquos Xx3 Mini

Softbank Sony Xperia XZ 601SO

JAPAN

29TOP HANDSE T R E L E A S E S B Y R EG I ON – Q3 2016


HonorMagic NTS-AL00

HonorV9 DUK-AL20

HuaweiMate 9 MHA-AL00

HuaweiP10 VTR-AL00

Xiaomi小米 5C

OppoR9S

OppoR9S Plus

SamsungGalaxy S8 G9500

VivoX9i

VivoX9Plus

au LGIsai Beat LGV34

au Sharp Aquos SerieMini SHV38

au SharpAquos U SHV37

au SonyXperia XZ SOV34

Softbank SonyXperia XZ 601SO

docomo FujitsuArrows NX F-01J

docomo SharpAquos Ever SH-02J

docomo Sony Xperia X Compact SO-02J

docomo SonyXperia XZ SO-01J

Softbank SharpAquos Xx3 Mini


30AU TOMOT I V E I NDUS TRY E V EN T S


2017

9-12 May 2017

Genivi 16th Member MeetingHilton Metropole Hotel, Birmingham, UKwww.genivi.org

5-8 June 2017

Bluetooth SIG UnPlugFest 57Hong Kong, Chinawww.bluetooth.com/news-events/events

13-15 June 2017

Connected Cars ConferenceLondon, U.K.https://tmt.knect365.com/connected-cars/

5-6 July 2017

ConCar ExpoBerlin, Germanyhttp://www.concarexpo.com

1 September 2017

Bluetooth Asia 2017Shenzhen, Chinawww.bluetooth.com/news-events/events

9-12 September 2017

Bluetooth SIG UnPlugFest 58Barcelona, Spainwww.bluetooth.com/news-events/events

9-13 November 2017

Dubai International Motor ShowDubai World Trade Centre, Dubai, UAEhttp://10times.com/dubai-motor-show

AUTOMOTIVE INDUSTRY EVENTSConnected cars feature at events all over the world, and not just attraditional car shows. Connected Car maintains a list of significant shows.If you are aware of events we have missed, please feel free to let us know.

http://www.genivi.org

http://www.bluetooth.com/news-events/events

https://tmt.knect365.com/connected-cars/

http://www.concarexpo.com



http://10times.com/dubai-motor-show


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SPECIAL FOCUS: THE AUTOMOTIVE HMTHE AUTOMOTIVE HMI · FEATURE SECTION: THE AUTOMOTIVE HUMAN-MACHINE-INTERFACE (HMI) ... COCKPIT Visteon Corporation showed its latest in stum ec lad