Automotive+megatrends+magazine+q2+2014

AUTOMOTIVE
MEGATRENDS
MAGAZINE | Q2 2014
THECO
NNECT
EDCAR
I S S U E
#eMobility #PowertrainInnovation #FreightEfficiency
#Manufacturing&Materials #Retail(R)evolution #Safety+

We are not just engineers.
We are bodyguards.
If we were only steel producers, delivering cutting edge steel technology that provides
the highest level of safety would be impossible. To do it we have to be experts in high
strength steel, but also experts in car safety – and have the experience to back it up.
For over 30 years, SSAB has been creating Docol High Strength Steel, which makes products
lighter, stronger and more sustainable – so that every single car safety component can be
optimized and more lives can be saved.
It’s not about steel. It’s about life.
www.docol.com

Megatrends | 3automotivemegatrends.com
Welcome to Automotive Megatrends Magazine - the only global publication dedicated to the business models,
technologies and trends which are shaping the automotive industry of tomorrow.
WELCOME TO MEGATRENDS Q2 2014
27% 11% 9% 7% 5% 4% 4% 4%
39%
Suppliers
29% 12% 6% 4% 4% 3% 3%
29%
OEMs
Finance /
Consultants
Oil /
Lubricants
Logistics Government Academia Other
Readership
Core focus areas
Every quarter, Automotive Megatrends Magazine is sent to 20,000+ opted-in automotive industry stakeholders:
Connected
Vehicles
eMobility
Road Freight
Efficiency
Manufacturing
& Materials
Powertrain
Innovation
Retail
(R)evolution
Safety
Welcome
The publication is downloaded in more than 150 countries worldwide:
Megatrends Magazine
ISSN: 2053 776X
Publisher:
AW Megatrends Ltd
1-3 Washington Buildings
Stanwell Road, Penarth
CF64 2AD, UK
www.automotivemegatrends.com
T: +44 (0) 2920 707 021
hello@automotivemegatrends.com
Registered number: 800516
VAT number: GB 171 5423 23
Editor:
Martin Kahl
Business Editor:
Megan Lampinen
Manufacturing & Materials
David Isaiah
Electronics & Safety
Rachel Boagey
Powertrain & Electrification
Rachael Hogg
Chief Executive:
Gareth Davies
Advertising:
Amanda James
T: +44 (0) 2921 287 115
M: +44 (0) 7909 444 213
amanda@automotivemegatrends.com
Production & Design:
Michael Franklin
© AW Megatrends Ltd 2014

4 | Megatrends automotivemegatrends.com
IN THIS ISSUE
AUTOMOTIVE
MEGATRENDS
MAGAZINE | Q2 2014
THECO
NNECT
EDCAR
I S S U E
#eMobility #PowertrainInnovation #FreightEfficiency
#Manufacturing&Materials #Retail(R)evolution #Safety
+
> ABOUT THIS ISSUE
Welcome toAutomotive Megatrends
Magazine – the Connected Car issue.
Google's self-driving car, built in Detroit,
was a wake-up call for the mainstream
automotive industry. It's time to prepare
for semi-autonomous cars, developed - if
not built - by industry outsiders.
What are the implications of increasingly
autonomous,increasingly connected cars?
This issue explores a wide range of
connected car topics, from highly
automated driving to cloud technology,via
Ethernet, Big Data and voice recognition
– all of which help to shape the connected
future envisioned by Chris Borroni-Bird in
our exclusive interview.
Automotive Megatrends Magazine is about
more than connected cars, however, and
our tour of the megatrends shaping the
automotive industry of the future takes in
eMobility, Powertrain Innovation, Freight
Efficiency, Manufacturing & Materials, the
Retail (R)evolution and Safety.
Enjoy the magazine and join the debate:
Martin Kahl, Editor
Contents
8 - BMW’s highly automated car: the ultimate driving machine?
BMW, the champion of driving pleasure, is developing autonomous car technology to relieve the driver of that
very task. Martin Kahl asks why
13 - A Bird’s-eye view of the future
Chris Borroni-Bird talks to Megatrends about the future of mobility
> Connected Vehicles
17 - Autonomous cars? We’re nearly there...
Self-driving cars are no longer the stuff of science fiction, writes Karthikeyan Natarajan, Senior VP & Global Head of Integrated
Engineering Solutions at Tech Mahindra
20 - Driving in the Cloud
Megatrends talks to CSC’s Paul Scott about the role of the cloud in the development of the connected car
25 - New functionalities, new risks: it’s time to secure the connected car
Infineon’s Shawn Slusser tells Rachel Boagey about the urgent need to address the security of increasingly connected cars
36 - Ethernet: fast track to the connected car
Ethernet cuts cabling cost and weight, increasing bandwidth and data transfer speeds. Rachel Boagey considers the role of Ethernet in
the development of connected and autonomous cars
39 - Different needs, same speeds: India's just as connected as the West
When it comes to the evolution of connectivity, India has what it takes to keep apace with developed markets, says Sudip Singh, Global
head of Engineering Services at Infosys
46 Connected cars in a connected era31 Big Data - big opportunity or big problem

IN THIS ISSUE
56 - EV retail - whats needed for success?
Elon Musk's direct sales approach for Tesla has raised numerous questions for the mainstream OEMs,
especially those selling EVs. By Megan Lampinen
58 - Will changes in F1 reach cars on Highway 1?
Rudolf Hart asks whether motor sport can ever be truly relevant to passenger vehicles
> eMobility
48 - Virtual power plants provide a vital boost to EV sales
EV sales are hampered by a lack of sufficient infrastructure; the roll-out of infrastructure is hampered by high costs. A boost to both
could come from virtual power plants, writes Machina Research’s Emil Berthelsen
51 - “Infrastructure, infrastructure, infrastructure” - the main barrier for FCVs
With Hyundai's fuel cell car now available commercially in the US as well as Europe, Rachael Hogg asks key industry players whether
they expect FCVs to go mainstream any time soon
54 - How wireless charging could increase EV sales
Qualcomm’s Anthony Thomson tells Megatrends why he believes wireless charging will help boost the EV market
> Powertrain Innovation
61 - Indian transmission manufacturers face control system challenges
Mike Savage, Chief Engineer at Drive System Design, works closely with a number of Indian companies and reflects on the challenges
they face acquiring new skills to meet market demand for increasingly sophisticated products
63 - Want to improve truck mileage and cut emissions? Just add water!
Fierce Fuel Systems proposes mixing diesel with water to improve truck fuel consumption by 20%, and reduce emissions by the same
amount. Martin Kahl investigates
66 - Life beyond Euro VI
Rachael Hogg discusses life after Euro VI with Federal-Mogul’s Gian Maria Olivetti
69 - Eaton’s supercharger rollout gathers pace
Eaton’s Jeff Schick talks to Megatrends about how superchargers can help meet performance criteria whilst still enabling OEMs to
achieve tightening fuel economy targets
22 Cars of the future will be driven by software,
says Electric Cloud
28 In the connected future, you’ll need to be agile,
says Lixar
34 Increasing vehicle complexity requires secure
software solutions
40 Getting louder – the rise of the voice in
automotive HMI
44 Built-in versus brought-in: the big telematics
debate

IN THIS ISSUE
> Manufacturing & Materials
90 - Is Canada’s automotive manufacturing going down under?
Canada must take urgent measures to prevent its vehicle manufacturing industry suffering a similar fate to Australia’s,
warns Manmeet Malhi
93 - All change for OEM manufacturing strategies in Argentina and Brazil?
CARCON Automotive’s Julian Semple considers likely changes in import and export agreements between Argentina and Brazil, and why
South America’s two largest new vehicle markets need each other
96 - Landfill gas and the smell of green energy
Future generations will despair at how long it's taken to use rubbish as an energy source
100 - Lightweighting drives materials innovation, inside and out
Materials suppliers play a key role in automotive product innovation, from unseen under-the-hood applications to Class A surfacing.
Megatrends talks to DSM about lighting and lightweighting
> Freight Efficiency
72 - North American fleets wage war on carbon
NACFE’s Mike Roeth outlines the most promising opportunities for increasing fleet efficiency - and doing so profitably
82 - Truck industry calls for global emissions harmonisation
CO2 and greenhouse gas are global problems requiring global solutions. The truck industry wants harmonisation - Daimler’s Wolfgang
Bernhard calls it “an historic opportunity that we cannot afford to miss” - but regulators appear more cautious. By Oliver Dixon
80 UPS shares its recipe for natural gas success
84 It’s GST time, say India’s business leaders
98 Nissan takes early advantage of Nigeria’s new
auto policy
76 - North American HD buyers warm to 13-litre drivelines
Truck buyers are increasingly considering 13L engines instead of 15L options. By Oliver Dixon
86 - Steel to play a key role in meeting 2025 mpg targets
David Isaiah talks to Dr. Blake Zuidema, Director of Automotive Product Applications at ArcelorMittal

IN THIS ISSUE
> Safety
121 - Autonomous cars, driven by safety
Markus Pfefferer, of Ducker India, looks at how the latest developments in car safety technology are bringing the autonomous car closer
to reality
128 - Crunch time for fleet market, warns Global NCAP
‘Five star’ safety will determine winners and losers in global fleet market, writes Global NCAP’s Secretary General, David Ward
129 - European Parliament delays eCall…again
eCall 2015 has become eCall 2017
> Retail (R)evolution
112 - Forget 2014 – India’s OEMs focus on the long term
India’s auto industry sees 2014 as a year to forget, but the market has serious long-term potential
115 - Car brands must harness the online experience to drive forecourt sales
eBay Advertising’s Phuong Nguyen looks at how car brands can capitalise on the increasingly blurred lines between on- and offline
channels to boost sales across the board
108 Digital marketing is the new normal for car
manufacturers
117 Truck aftersales: Roadmap to excellence
106 Ford enjoys life in the Quick Lane
124 Communications technology challenges
safety regulators
126 - Expect a busy year for NHTSA rulemaking and enforcement
2014 is set to bring strict enforcement of distraction, crash avoidance and recall policy
102 - Retail challenges demand more integrated approach, and soon
The car retail industry needs to get ahead of the game, or risk getting left behind, as McKinsey’s Hans-Werner
Kaas explains to Megatrends

CONNECTED VEHICLES
As the safety ratings of organisations like
Euro NCAP and the US Insurance
Institute for Highway Safety (IIHS) become
harder to achieve,the role of electronics and
advanced driver assistance systems (ADAS)
will become increasingly important. One of
the outcomes of this will be to take the
industry ever closer to semi-autonomous
and fully autonomous cars. Indeed, safety
suppliers likeTRW see semi-autonomous and
ultimately fully autonomous driving as the
logical outcome of safety technology
developments.
Google unveiled its self-driving car
prototypes in May 2014;Volvo said in June it
is preparing to test its autonomous car
prototypes in Gothenburg; and at the 2013
Frankfurt Motor Show, Daimler’s Chief
Executive, Dieter Zetsche, was driven on
stage at his press conference by the
Mercedes-Benz S 500 Intelligent Drive,
the same self-driving S-Class that
famously followed the route taken by
Bertha Benz in 1888 when she made
the first ever long-distance car journey.
Even BMW, for so long the champion of
Freude am Fahren (“the joy of driving”),is
developing its own autonomous car
technology to relieve the driver of that
very task.
Proponents of autonomous cars
usually underline their usefulness in
allowing drivers to relinquish control
of the vehicle to technology designed
to work in tedious, repetitive
situations like slow-moving traffic jams.
BMW is taking a different approach to
reach the same ultimate goal by
developing the technology to work at
motorway or expressway speeds. “In our
BMW’s highly automated car:
the ultimate driving machine?
BMW, the champion of driving pleasure, is developing autonomous car technology to relieve the
driver of that very task. Martin Kahl asks why

CONNECTED VEHICLES
opinion,highly automated driving involves the
driver being able to press a button when the
car is travelling at 130kph motorway speed,
and for the car to take over the driving task,”
explains BMW’s Dr Werner Huber, Project
Manager Driver, Assistance and
Environmental Perception at BMW
Group Research andTechnology.“On the
one hand, this involves high complexity
due to the vehicle’s speed. On the
other hand, there’s reduced
complexity due to the type of traffic
- there are generally good road
markings and road signs, there is
nothing coming in the
opposite direction, and
there is nothing crossing
in front of the car.”
Drivers who are used
to regular slow-
moving,
bumper-to-bumper city
traffic might consider
travelling at speeds of
130kph (81mph) to be
enjoyable, rather than
tedious.For Huber,“The
fun of driving is on the
weekend on a rural
road, in the
mountains. Standing in a traffic jam or driving
a few hundred kilometres along a boring
highway is not fun.You can use the time for
other things.And a long boring trip is not a
safe trip.You get tired, you get inattentive.”
Here, BMW’s autonomous car technology
can take over what Huber refers to as the
relatively simple job of driving - keeping in
lane, and not colliding.
Driver taking back control?
Much of the discussion about the role of the
“driver” in an autonomous car has centred
on whether that driver is able to instantly or
even quickly take back control of the vehicle
if required. However, even after a few
minutes of autonomous drive travel,a driver
may be completely unaware of their
surroundings.“We cannot rely on the driver
“Traditionally, ConnectedDrive has been
related to infotainment, safety and comfort
services,” says Simon Euringer, head of
ConnectedDrive engineering for BMW, Roll-
Royce and Mini. “For 15 years, we’ve been
equipping cars with SIM cards, connected to
our back-end and our call centre. Now we're
taking ConnectedDrive to the next level,
enabling mobility services.We’ll take you from
A to B.One leg of this trip might be in the car,
another on public transportation, another on rental bike, for example. Traditionally,
navigation has begun in the car and ended in the car. Now navigation starts on your
smartphone and it will take you to your car.While you're in the car it will be on-board
navigation; it help you find parking, and then switch you to public transportation.
“ConnectedDrive is an enabler for mobility services. Ultimately, ConnectedDrive brings
your digital lifestyle into the vehicle.With this holistic, 360 degree approach, it offers a
set of services that makes your mobility smarter. It takes your mobility out of an era
where it is just car oriented.”
And there’s a considerable overlap between ConnectedDrive and BMW’s highly
automated driving programme, with BMW looking to increase the services it can offer a
‘driver’ of a car in highly automated drive mode.Hit the highway,hit the highly automated
drive button,and sit back to make full use of ConnectedDrive.The highly automated drive
programme and BMW’s ConnectedDrive go hand in hand, says Euringer,“freeing up time
that can be used more productively.”
The new era of ConnectedDrive is here; but beyond what BMW is offering now, what is
being developed for an automated car?“We’re doing everything that is technically possible.
It's not just about the driving, but also about how drivers use their new-found free time.
We've put a lot of effort into that, to demonstrate our technical abilities and how many
situations we can already handle with autonomous driving.
Euringer concedes that there is still considerable work to be done to be able to bring
the driver safely back into the loop from a car in highly automated drive mode, but adds
that the legal situation presents a greater challenge.“Ultimately, you’re handing over the
driving task to an algorithm. If the car is about to hit an obstacle, whether it’s a person
or another car, and the driver is not in the loop, then ultimately an algorithm has to take
an ethical decision: ‘Who am I going to hit?’ And for this we need a legal background.
What happens then, and who is liable? To date, we have the Vienna Convention, which
says the driver is liable in all situations. But what if you hand over the task to an
algorithm? What then?”
Megatrends | 9
The new era of ConnectedDrive: making mobility smarter
automotivemegatrends.com

CONNECTED VEHICLES
in a critical situation; we must rely on a very
good car,” says Huber. For this reason,
BMW’s vision of highly automated driving
involves taking the driver out of the driving
loop. “Give the driver the chance to do
other things.Then it's a real benefit. It's not
a benefit to sit behind the steering wheel and
just observe what the car is doing.And if the
car does 99% of the job very well and in 1%
it fails, and as a driver you’re expected to
intervene, well, that's not fair.”
What drivers do with their time whilst being
driven autonomously must also be carefully
considered. Someone eating or reading a
large newspaper, for example, has little
opportunity to quickly take over the control
of the vehicle.
Achieving highly automated driving is
therefore not only a technical issue, says
Huber – it’s also about identifying what
people can do with their time.
BMW has shown that its highly automated
cars are capable of overtaking buses, slalom
driving, and even drifting. However, this was
to illustrate technical capability, and to
illustrate how the vehicle can respond in
critical situations.“In reality,highly automated
driving is not about drifting,” grins Huber.
“Normally the car will be driving at highway
speed, the driver will be in position, and we
have to offer them some form of
entertainment,or change the interior displays
so that he can work in the car. But you have
to also offer the ability to quickly regain
control of the driving task.That means the
controls and steering wheel must be there.
The displays must function in a way that they
can be used during normal driving, but they
shouldn't disturb the driver when the car is
in self-drive mode.Yet the driver should be
able to quickly return to full driving mode.”
Much of the technology is already in
place
Just as Daimler highlighted that its self-driving
Mercedes-Benz S-Class used essentially
existing technology, so too is Huber keen to
emphasise that BMW’s highly automated
vehicle technology is a logical extension of
existing technology.“We have automatic gear
shift; we have automatic throttle, we have
electric power steering and we can talk to
each brake,” says Huber. “So the basic
technology is already available. We're also
able to drive into a garage by controlling the
car remotely with a key. We already have
everything onboard every BMW.”
There is, however, a key difference between
BMW’s normal cars and the self-driving
prototypes: a high-precision differential GPS
(DGPS).“GPS is precise to between 1 and 5
metres, depending on the satellite
constellation. In this car, if we want to drive
say, through a path of cones, it needs to be
millimetre accurate,” explains Huber.“That's
why we implemented the DGPS. In a later
highly automated car, we will have a very
precise map to localise the car.That means
that unlike driver assistance systems,we need
to install additional and more precise
technology to steer the car. But other than
the environmental sensors, we don't need
too much more for an autonomous car.”
To a layman, then, it appears to be ‘simply’ a
case of making the systems talk to each
other, but Huber adds a strong sense of
reality to such thoughts: “We don't rely on
that.We have a back-end connection for car-
to-X, where the X is called the back-end
centre.Through crowd sourcing,cars help to
improve the centre’s understanding of what's
going on outside.And the centre is necessary
to supply the car with a high definition digital
map, which we cannot buy in. For the
motorways we are driving at present, we
have a specific HD map, but we would need
it for the whole network.”
And that needs to also be a highly precise
topographic map. Huber says BMW has the
algorithms to develop such a map in-house,
and in the future, it will be combined with
data from other vehicles to constantly
improve the map.“This is why we need this
connection to a back-end, to improve the
quality of the environmental model, and
amend the situational interpretation of what
is going on. If a car further up the traffic
queue brakes hard, then we don't have to
wait until the traffic pulse moves down the
line of vehicles to our car. We know it
electronically – a hard brake and everything
can stop at the same time.”
Not before 2020
So the big question is:when will this become a
reality?“Not before 2020,” says Huber,echoing
timescales suggested by other companies that
have committed to launching self-driving cars,
including Nissan.Aside from the technological
development that is still needed, the legal
framework crucially needs to be established.
2020 seems close, but in consumer electronic
terms, that's a long way off. “Yes, but in
automotive terms,autonomous driving means
completely changing the architecture of a car,”
says Huber.“We need more redundancy.A data
network in a car is designed for the
requirements it has to fulfil, and there is no
requirement for redundancy. If anything fails,
then it fails.We just have to ensure that the car
is still safe. In an autonomous mode you have
the same requirement, but there is no driver
to intervene if the steering or brakes fail.If such
things happen in an autonomous car,it must be
able to self-diagnose and it must be able to
survive ten or 15 seconds until it's safe.So we
have to find approaches for redundancy.And
we are working on those concepts.The data
networks of cars will change in the future,that
is certain,but I'm confident that we can handle
it. It's a question of cost too. But these are
problems we can solve.”
Google has opted for a self-driving car that
operates at low speeds in urban
environments.Huber suggests that BMW sees
inner city applications as being further down
the line. For now, BMW’s focus is on highly
automated motorway and expressway driving.
“We know the sensors we need for the
motorway scenario. Highly automated inner
city driving is still far away.At BMW we are
talking about the highly automated motorway
scenario,perhaps travelling like that for a few
hundred kilometres.That's how we see the
first step in handing control over to the car.”
Freude am Fahren? It might be time to
consider reworking that marketing slogan.

MOBILE
CONNECTED
TRANSPORTATION
Driving future-forward mobile connected transportation solutions.
Developing technology products and services with dedicated teams who
strive for partner success.
Delivering end-to-end innovation in mobility through user experience and
next generation design, data analysis, and cloud architecture.
LIXAR.COM

September 10: Commercial Vehicle
#PowertrainInnovation #FreightEfficiency #MarketOutlook
September 11: Passenger Car
#PowertrainInnovation #ConnectedCar #Retail(R)evolution
Now in its second year, this unique conference will bring together key stakeholders
to network and discuss the business models, technologies and trends that look set
to shape Europe's commercial vehicle and passenger car industries over the next
ten years and beyond.
SPEAKERS INCLUDE
Book your place now
We offer a limited number of free and discount places to our site license customers and senior
employees of large automotive industry stakeholders, including OEMs, suppliers and
government. If you think you qualify for a free or discounted ticket please complete the form
and we will contact you within 24 hours

A Bird’s-eye view of
the future
Chris Borroni-Bird talks to Megatrends about the future of
mobility. By Rachel Boagey
As the connected car develops,consumers
will demand vehicles that are even safer,
more comfortable and more environmentally-
friendly than today, and fully reflect the level
of consumer electronics that people expect
in other aspects of their lives.This is the vision
of the future of mobility of advanced
technology expert, Chris Borroni-Bird, who
believes consumer desires for the ‘ideal
connected car’ now need to be made reality.
Megatrends spoke to Borroni-Bird, Vice
President of Strategic Development at
Qualcomm, about his vision of the future of
mobility, and the steps that need to be taken
by the automotive industry to produce that
‘ideal connected car’.
Cars that can see around corners
Borroni-Bird joined Qualcomm from
General Motors in 2012, the latest step in a
career spent developing technology that
helps vehicles communicate with each other
and with their surroundings, with the
ultimate aim of eliminating collisions,reducing
vehicle weight and improving efficiency.
Qualcomm is a semiconductor company,
perhaps best known for its work with
smartphones and tablet computers,but it has
recently made headway into the automotive
industry, increasingly the direction for many
traditionally non-automotive suppliers such
as Apple and Intel. Qualcomm is now
producing cellular chips and technology for
cars and automotive-specific technologies,
including wireless charging and wireless
vehicle-to-vehicle (V2V) communication.
CONNECTED VEHICLES

CONNECTED VEHICLES
Future mobility will be developed around
electric vehicles (EVs) that talk to each other
and use only wireless technology, believes
Borroni-Bird.“Qualcomm is working towards
addressing consumer and societal trends
with wireless connectivity solutions, along
with mobile processing technologies and, of
course, wireless charging.”
These increasing consumer and societal
demands, says Borroni-Bird, will require
vehicles to be ever more locally networked
– that is, “have the ability to communicate
with each other at near distance for collision
avoidance purposes.”
When combined with the increasingly
widespread number of sensors for collision
avoidance, Qualcomm’s technology will be
able to improve this performance, says
Borroni-Bird. Cars will be able to perform
functions that drivers cannot, such as seeing
around corners,or quickly and safely adapting
to bad weather conditions.
In late 2013, Qualcomm, alongside Honda,
developed a system to prevent vehicle-to-
pedestrian collisions, enabling
communication between the two. The
system involved a pedestrian carrying a
smartphone equipped with Qualcomm’s
DSRC modules, and an Acura TL, which was
also equipped with the device. In this case,
both the driver and the pedestrian were
alerted that a collision was imminent, even
though they were unable to see each other.
The interest in such technology is clear:
were all cars and pedestrians equipped with
similar sensors, incidences of cars colliding
with pedestrians stepping out from behind
parked cars, for example, might no longer
involve serious or fatal injuries,or indeed any
collision at all.
An automotive world stored in the
clouds
Many OEMs are introducing cellular
connectivity into their vehicles to provide
consumers with the in-car infotainment they
require and desire, and these connections
can also prove useful for providing further
connectivity for the car, such as driver
assistance technologies.
Congestion is a major issue, especially in
many cities,having a negative impact on traffic
times as well as energy usage. Borroni-Bird
sees a role for vehicles linking to the cloud
via cellular connection. “We see that it can
help in terms of enabling more accurate and
more frequent map updates,” he says,“as well
as information about problems that are
occurring down the road.”
This can range from traffic time predictions
to warnings about weather conditions. “It’s
not inconceivable that a car in the future
encountering patches of ice in a certain
location could send that information to the
cloud,” he says. “This would alert nearby
vehicles of the ice before they actually hit it.”
Despite the possibilities that vehicle
connectivity can provide in terms of sharing
information between vehicles, Borroni-Bird
highlighted the potential for further
connectivity between vehicles and
infrastructure to make cities smarter in the
future.“Connectivity both locally for collision
avoidance as well as to the cloud for traffic
and road information is going to be
increasingly important in the future.”
Hungry cars
With increased connectivity,however,comes
increased data, and vehicles will continue to
generate and transmit data to the cloud.
“There is a lot of work needed on the
network side to support these hungry cars
which have insatiable appetites for data, and
there’s going to be a need for more powerful
processing on the vehicle,” says Borroni-Bird.
He continues, “This is one of the things to
consider as we think about the next
generation of cellular networks. In city
centres, where you have tremendous
quantities of sensor data to generate, that’s
where you may need the greatest capacity in
terms of bandwidth.”
City transport – autonomous and
efficient
According to Borroni-Bird, autonomous
vehicles have the potential to ultimately
change the business plan for shared mobility
services, if the vehicles can ‘self-balance’
themselves at the end of each day and be
brought back to the starting point ready for
the beginning of the next day.“I think it would
improve the finance on the business side of
a shared mobility service,” he explains. “At
the moment, car share companies have to
send people out to drive the vehicles back at
the end of the day to where they may be
needed at the beginning of the next day.
They’re experimenting with new business
models,such as incentives for people to take
strides against the flow, so to speak, for a
subsidised rate. If the vehicles could drive
autonomously,that would be very attractive.”
automotivemegatrends.com14 | Megatrends

CONNECTED VEHICLES
automotivemegatrends.com Megatrends | 15
Qualcomm® Snapdragon™ Processor Automotive Solutions - “Connected Infotainment”
And on the subject of shared mobility, EVs
may also be a solution,“because just as these
shared vehicles make sense in city centres,
now that’s also where you need clean
vehicles to tackle pollution concerns.”
Although people may still own a car for
occasional long distance trips, Borroni-Bird
believes a shared EV may be attractive for
daily use during the week.“And if it can go
and park itself because it’s autonomous,then
it certainly would play into the need for
wireless EV charging, because if the vehicle’s
parking itself you don’t want someone to be
responsible for plugging it in.” Look at
Qualcomm’s offerings, and it’s clear that
autonomous vehicles and wirelessly charged
EVs form a central role in the company’s
vision of the smart city of the future.
Indeed, Borroni-Bird’s long-term vision for
shared vehicles includes semi-dynamic
charging, something he believes would make
sense in places like for taxi ranks and at
intersections, where cars spend a significant
periods of time.“Wireless charging should be
something that people don’t have to think
about, he explains.“It’s just part of the long-
term vision,beyond benefits in the home and
static charging in public parking spaces.”
From high-end to mainstream
Technology currently being introduced in
high-end vehicles will be mainstream
technology in ten years’ time, due in part to
the declining cost of said technology, as well
as rising demand. This is not a new
phenomenon, but the trickle-down of
technology is increasing. “You’ll see more
vehicles that have mild hybridisation and more
vehicles that have capability of collision-
avoidance technologies,” he says,“like forward
collision warning,lane detection and so forth.”
The changing face of automotive
design
Through implementing technologies such as
Ethernet into their cars, OEMs have been
significantly reducing not only connectivity
costs but also the very weight of cabling in
their vehicles. However, most vehicles
currently carry over 3kg of mass in terms of
passive safety content, such as energy
absorbing foam and airbags,seatbelts and the
crash structure itself.
By changing the face of technology, and
enabling vehicle autonomy, Borroni-Bird
believes there is potential for a complete
redesign of the car as we know it.“It’ll need
a structure, obviously, for ride and handling
purposes,but you wouldn’t need as significant
a mass of structure if you don’t have to
worry about crashing,” he says. “Today, you
have a choice between steel, aluminium and
carbon fibre, but if you didn’t have to worry
about crashes,then it may open up the space
to new materials that might be less
expensive, or lighter, or more recyclable, or
offer some other benefit. And that in turn
opens up opportunities for changing the
shape of the vehicle. You might be able to
enter through the front of the vehicle instead
of the side, as you would no longer be
worried about frontal impact.”
Despite there being much that could be done
to change the design of the vehicle, Borroni-
Bird concedes that it is a long way from
happening. Nonetheless, he maintains that it
could occur sooner in a segregated community
like a campus. “In terms of the mixed
environment that we assume is the dominant
model, it will probably be decades before you
get to a point where the penetration of
autonomous vehicles is such that you can begin
to think about that seriously.”
The automotive world in 2025
So,how does Borroni-Bird see the automotive
world in 2025? He grins.“That’s only a couple
of models away from where we are now,given
the cycle times,and if you look back ten years
at what cars were like in 2004 versus today,
you wouldn’t find a tremendous difference.”
Nonetheless, in the next ten years, Borroni-
Bird sees efficiency being one of the main
game-changers. “You may see a greater
fraction of vehicles having some kind of a
mild hybrid, maybe 42V or 48V systems to
promote start-stop capability.You’ll see more
plug-in hybrids and more pure battery
electric vehicles, but unless there’s a
breakthrough in battery technology or a real
change in the price of fuel, or some extreme
regulatory action that we don’t know about
just yet, I think the vehicles will in many
senses be not that different from today.
They’ll be capable of a certain level of
autonomous driving, such as the limited
speed, highway assist operations that are
likely to be introduced.”
The road to the future
As the industry moves into an exciting new
phase of product development,designing the
car of tomorrow to meet new technological
innovations is currently one of the main
challenges facing OEMs and suppliers.
Despite constant innovation inside the
vehicle, the slow automotive development
cycle is still a drawback for consumer desires.
Regardless of the changes that will occur
inside and outside of the car within the next
ten years, it is clear that considerable work
still needs to be done before Borroni-Bird’s
connected vehicle vision becomes reality.

Quality Software
Makes the Car Better.
Continuous Delivery Makes
the Software Better.
Accelerate Software Delivery
www.electric-cloud.com
/ @electriccloud
Quality SoftwareQuality SoftwareQuality SoftwareQuality SoftwareQuality Software
Makes the Car Better
Quality Software
Quality Software
Quality Software
Makes the Car Better.Makes the Car Better
Continuous Delivery MakesContinuous Delivery Makes
the Software Better
the Software Better
the Software Betterthe Software Better
the Software Better
.the Software Better
www.electric-cloud.comwwwwww.electric-cloud.com
electriccloud/ @

Just a few years ago, the very concept of a
self-driving car was the stuff of science
fiction.
However,in the past year alone,technologists
have made huge strides in developing
autonomous vehicles, with varying levels of
operational autonomy now being tested.Yet,
much of the underlying technology required
to build truly autonomous vehicles, such as
cameras,sensors,radars and imaging systems
is already available.We already let aircraft and
ships make decisions and pilot themselves.
What’s the red light holding up cars?
Clearly,more autonomous cars that build on
a few fundamental technologies are a feature
of the near future.Google has already logged
more than 700,000 accident-free miles in its
self-driving cars on the streets of Mountain
View, California, without the assistance of a
human driver. General Motors, Toyota,
Mercedes-Benz,Audi, BMW andVolvo are all
testing their own full or partially autonomous
systems. Volvo has demonstrated its
‘autonomous valet parking cars’ in Europe,
and Nissan has said it intends to launch
autonomous cars by 2020.
The move towards the development of
autonomous vehicles, however slow, is
inevitable and is likely to progress with
incremental developments such as advanced
driver assistance systems,park assist systems,
integrated vehicle health monitoring and
autonomous systems.
The human and economic case
The human and economic case for greater
autonomy is compelling. Moving from point
‘A’ to point ‘B’ involves multi-factor
decision making about mode of transport,
route, time constraints, safety, comfort,
weather, luxury and convenience. In many
cases, rules or machine learning-based
decisions are likely to be objectively better
than those made by a human. One of the
central arguments in favour of more
autonomous modes of transport is the
safety value they offer. As is well
documented, some 90% of road accidents
stem from human error.At a trivial level, we
are already safer and better off if we let a
modern vehicle park itself.
Autonomous cars?
We’re nearly there...
Self-driving cars are no longer the stuff of science fiction, writes
Karthikeyan Natarajan, SeniorVP & Global Head of Integrated
Engineering Solutions atTech Mahindra
CONNECTED VEHICLES

More seriously,making vehicles autonomous
globally could save US$300-400bn of
societal and economic impact, taking into
account loss of human life, social
consequences and insurance claims.There is
much to be gained by removing the human
element. Ultimately, there is no reason that
technology cannot make roads driver-free.
As Google’s driverless car tests have
proven, there's a serious case that the self-
driving car, with proper intelligent
infrastructure, could be safer than the
average driver.
Clearly, vehicles equipped with intelligent
technologies that enable more efficient
decisions and driving styles can provide
improved fuel efficiency. There is also the
potential to improve journey times and traffic
flow, freeing up owners’ time.Technological
cars also open the door to solving one of the
great conundrums of the industry. A
connection to the OEM can continue to
provide updates, patches and improvements,
and deliver an ongoing relationship with the
consumer.The door is open to OEMs to do
what has eluded them for a century: to keep
adding value after the car has left the dealer
forecourt.
The ecosystem: physical, legal and
economic infrastructure
Apart from the primary technology required
to build road-safe autonomous vehicles,huge
regulatory and infrastructure challenges
remain. Autonomous vehicles make sense
and will offer a viable alternative to manually-
controlled cars only if the infrastructure is in
place to support them.
Just as electric vehicles require an
ecosystem of charging points that can
quickly charge a vehicle without bringing
down the electricity grid, so too will
autonomous vehicles require significant
investment in new infrastructure. Intelligent
traffic lights and smart lanes with sensors to
assist automated parking are just a start.
Moreover, specific safety regulations and
traffic rules within individual countries must
be taken into account. Any autonomous
vehicle system must be adaptable to any
given regulatory regime.What happens when
the cars cross national borders? Can we
expect a self-driving car to drive on the left
of the road onto a ferry at the UK port of
Dover, and have it drive off on the right side
of the road when it reaches Calais in France?
Clearly, cars must be programmed to tailor
their intelligent drive systems to different
geographies and cultures.
Then there are less tangible factors to
consider. It has, for example, been argued
CONNECTED VEHICLES
18 | Megatrends

that autonomous vehicles, built with
advanced sensing and tracking capabilities
and constantly monitored, pose a threat to
privacy. While this feature will improve
vehicle performance, it creates new
security concerns and risks commercial
misuse.Whilst most of us are comfortable
to receive targeted advertising from, say, a
free satnav programme, will we feel
differently if we’re targeted on the basis of
data from our car?
Finally, there is the cultural challenge. Are
consumers ready to change a fundamental
part of everyday life? Can someone give up
the pleasure of driving?This final hurdle could
well be the most significant;but there will be
new rewards, such as, for example, sitting in
the driver’s seat without being
discombobulated by rush hour traffic!
How will the industry change?
Culturally and ergonomically, driverless cars
need not resemble the cars of today. For
instance, in a completely driverless car or
digital cockpit, is there even a need for a
steering wheel? And if human intervention is
required,is there a better way to operate the
controls than a steering wheel? We can also
safely assume that the role of ‘intelligence’
within such cars must be significantly greater
than it is today.
These changes are reflected in an already
changing business ecosystem. OEMs are
great at building desirable, functional
machines, but increasingly recognise that
partners are needed to develop, test and
implement the artificial intelligence and
machine learning that must underpin the
next generation of cars.
The automotive industry has anticipated this
change for a few decades, growing a partner
ecosystem. It started with the inclusion and
integration of electronics and artificial
intelligence into cars. Next-generation cars
include electronics in everything from
braking systems, engine and powertrain, to
body controls and infotainment,enabled with
advanced driver assist systems (ADAS)
integrating with multiple types of sensor
inputs, radar and image fusion and analytics,
not forgetting the electronics and software.
System architecture, integration and system
testing would be more challenging than ever
before. With autonomous vehicles, such
requirements will only increase.
With the primary technologies already falling
into place, the greatest hurdle is not
technological but cultural and commercial.
Bluntly, we need a more agile commercial
ecosystem to create and adopt technology
faster than ever before.We need to define
boundaries for our personal data.The value
chain - encompassing developers, content
and app providers,telcos,insurers and OEMs
- still has to catch up with the implications of
more autonomous vehicles.
CONNECTED VEHICLES

CSC has conducted a considerable level
of research into the use of the cloud in
the automotive industry.The consulting and
outsourcing solutions provider recently came
up with a research project entitled “Driving
in the Cloud”. Megatrends asked Paul Scott,
Industry Strategist, Global Vertical
Manufacturing at CSC,to explain the thinking
behind this project.
“Driving in the Cloud is our vision of how
the automotive industry will work in the
future,” says Scott, “and it focuses on the
lifecycle of the car, essentially from the
cradle to the grave.There are basically two
parts to this picture: the traditional part,
namely engineering and manufacturing; and
the ‘new world’ around aftermarket and
service which is being driven by key
technology trends: cloud technology, Big
Data and social media.”
Fundamentally,there are two key factors that
will lead to a successful business strategy
shaped around the connected car, says Scott:
how to use the data generated by connected
cars, and how to store that data.
“There’s already a huge amount of data.The
question is, what data to extract, what data
to analyse? And then what should be done
with the data afterwards, and how should it
be used within an organisation? An OEM
organisation includes sales, marketing,
customer service and dealers, so it has to
channel this information to the right people
to use the information in the right way.”
Interestingly, Scott believes that concerns
about data security and privacy have changed.
“I think we've gone past that thought
process. I think organisations have realised
that the huge volumes of data need to be
stored in some form of cloud-based
architecture to allow easy access to it.
Some of it is going to be made available to
insurance companies or other third
parties who want to sell services. So I see
the cloud playing a big role going
forwards.”
The OEMs are losing the race
The connected car is increasingly seen as
offering opportunities to non-traditional
automotive suppliers,and in terms of what
happens to that data,Scott believes the car
companies are being outplayed by
insurance companies, for example.“They
already have their dongles and black boxes
in some cars, and are using that
information. So why doesn't an OEM
capture and sell the information to the
insurance companies? This goes back to
CONNECTED VEHICLES
automotivemegatrends.com20 | Megatrends
Driving in the Cloud
Megatrends talks to CSC’s Paul Scott about the role of the cloud in the
development of the connected car. By Martin Kahl

one of my earlier points - how can an
organisation take the data created by the
combination of consumer and vehicle and
use it to generate revenue?”
One oft-cited area is predictive maintenance,
which can be used to get people to come
into an authorised repair shop to get their
car repaired. Scott agrees. “Under
warranty,over 80% of people go into
authorised repair shops;once a car
is out of warranty, this
drops down to below
25%.You can argue about
the percentages but
there's a huge drop and
therefore a huge potential for
OEMS to capture additional
service revenue and spare parts revenue.”
This would suggest that there's a potential
for the OEMs to capture that service, but
there's also an opportunity for smaller
players, if they were able to buy that data, to
join the race.
“Yes. Who owns the user interface? Who
owns the data? The challenge for an OEM is
how to get that data and how to utilise that
data, how to turn it into information, and
monetise it. This will take place within the
OEM and across the overall ecosystem.”
Built-in or brought-in?
Delivering the desired connected vehicle
experience is another area of debate,
specifically around the question of brought-
in or built-devices.“The OEMs are pursuing
different routes and it will be interesting to
see how the strategies unfold. If the OEMs
are not careful, the car display will be
reminiscent of a dumb terminal to gain access
to infotainment and navigation information
streamed from the cloud.” A dumb terminal
in the car pairing with an occupant’s
smartphone for infotainment and navigation
would create a serious challenge for the
OEM wanting to ensure some ownership of
that experience.This suggestion leads Scott
to repeat his comment that some OEMs“are
losing that race”.
With third parties generating data and
content, the OEMs are losing out.“An OEM
stands to win if it's using data that it's
generating itself,” explains Scott.“What data
does the OEM have? It has data from its cars
- how its cars are performing, how far a car
is being driven, and when the next service is
due.By understanding when the next service
is due, and connecting that with where the
consumer normally gets that car serviced,
the OEM can prearrange a service
appointment. What happens when the red
light error message appearing in the
dashboard can be diagnosed,and appropriate
action suggested and organised by the OEM?
Wouldn't it be nice if the customer service
desk automatically made contact with the
consumer with information about that red
light error message just after it appears, or
even better, based on predictive patterns,
before the red light is even triggered?”
Turn customers into brand advocates
Some suppliers, including Arynga and Red
Bend, and OEMs like Tesla, are already
operating free,over-the-air software updates
that can prevent such red light warnings
occurring. “In other industries, particularly
the aerospace industry, we're doing some
work on Big Data analytics, involving figuring
out what has caused an error,” says Scott.
“When an error takes place,you then analyse
the events that took place prior to the error.
The more errors you get, the better you can
understand the importance of the events.
“The next sophisticated step of predictive
maintenance is to figure out what
combination of events or factors are
relevant,” he continues.“Once those start to
occur in sequence, you can transmit a
message to the driver with a suggested
relevant preventative or emergency action.
This is important in terms of safety and in
terms of the customer experience. Get the
customer experience right and somebody
will go from a customer to a loyal customer
and from a loyal customer to being an
advocate of the brand.And I think that's one
way the data can be used in a much more
sophisticated predictive way, saving money
for the consumer and giving the consumer a
safer driving experience.”
And this could prevent large OEMs from
issuing multi-million unit recalls.“Of course.
If you know when errors are occurring, you
can send an early warning back to the
relevant engineering or risk department so
they can assess what needs doing, and take
appropriate action.”
Winners and losers
So,who does Scott think will be the winners,
financially, from the connected car – OEMs,
telecoms, suppliers, or some other party?
“Telecoms companies will definitely claim a
victory, because of the volumes of
communication that will take place.Once we
get into car-to-car and car-to-infrastructure
communications,the levels of communication
will increase further still,and the potential for
revenue generation is very high. The
infrastructure providers will also claim a
victory. But I think those who can
orchestrate everything will be the real
winners.”
And that might not necessarily be a
traditional automotive industry player at all.
“It could well be another party entirely,”
concludes Scott. “The infotainment race is
not an OEM race any more. It’s a Silicon
Valley race. Own the user interface and you
are in pole position for the revenue streams!”
CONNECTED VEHICLES
automotivemegatrends.com Megatrends | 21

The number of lines of code in a single
automotive electronic control unit
(ECU) already often reaches into the tens of
millions. However, as emissions and safety
regulations tighten, the role played by
electronics is set to see the use of software
in automotive applications increase many
times over.Add to this the rising demand for
infotainment and consumer electronics
capabilities in cars, and the scene is set for
vehicles driven by software. This software
needs to be written quickly, verified and
constantly maintained; errors can have huge
implications.
Developers are expected to work at
increasing speeds,and subsequently have less
time to spend on manual maintenance tasks,
and it is here that companies providing
software production management solutions
can gain a competitive edge. Electric Cloud
helps to get software to market at a faster
rate, by assisting companies to automate,
accelerate and analyse software build-test
deployment processes. The US-based
company works across a variety of industries,
including automotive. Andreas Dharmawan,
Senior Director of Solutions and Services at
Electric Cloud spoke to Megatrends about
the increasing complexity of cars, and the
software delivery challenges presented by
the automotive industry.
Electric Cloud focuses on many
markets, but what is the automotive
aspect of your company?
Marc Andreessen, Groupon and LinkedIn
investor,said a few years ago that‘software is
eating the world’.The automotive industry is
using software at a rapidly increasing rate and
customers demand the same services in their
cars as on their smartphones. If you look at
the technology to reduce traffic congestion
and increase fuel efficiency, cars now have
software for this. Much of the automotive
supply chain is hiring software engineers who
are in a very competitive market.
OEMs can conduct considerable software
development on the test side,but can’t work
fast when the module they build goes into
multiple models. For a supplier, the test
metrics become even more complicated.
Many software modules need to be married
into the hardware module,because software
is an embedded system, so it’s not just
running on Pentium or ARM chips. It goes
into a different engine control unit.This could
be for powertrain, transmission, ignition
firing, or lighting. Even though the process of
embedding software into hardware is semi-
automated, it is not fully orchestrated.There
are many manual tasks.We have also noticed
that sometimes the team building the
software is located in a different time zone
to the team doing the testing, which leads to
lost time.
What does Electric Cloud do for
OEMs and suppliers?
Many of the manual processes need to be
orchestrated.Electric Cloud can orchestrate
and model an existing process. OEMs or
suppliers don’t need to change the way they
work. We help the automotive industry in
two ways:one is orchestrating the build,test,
and release process to eliminate time
consuming and error prone manual tasks,and
eliminating the delays of cross-timezone
Rachael Hogg talks to Electric Cloud about managing the increasing complexity of
automotive technology
CONNECTED VEHICLES
Cars of the future will be driven
by software, says Electric Cloud

work.The second is pure acceleration - much
embedded software is written in C/C++,and
Electric Cloud accelerates the build time for
C/C++.The top five embedded companies in
the world are Electric Cloud customers
because they do a large volume of C/C++
build, and we can reduce a build that
previously took six hours, into 20 minutes,
through massive parallelisation.
Why did Electric Cloud enter the
automotive industry in the first place?
A customer called us who was trying to
master agile development, but their time to
market and quality was an issue.Two types of
company approach us. One has an issue with
the coordination of effort.They master the
agile but the time to market and product
quality is still low.We help with their build,
test, and release. The other is a customer
whose build time takes six hours and is
unable to carry out agile development.
How important is the automotive
industry within your company, and
what role will it play in Electric
Cloud's business strategy long term?
Automotive is a growth business - we
would like to grow our company rapidly
and see automotive as a sector where we
can grow. We are promoting and
evangelising continuous delivery. Many of
our existing customers are on that
transformation. We want to always be the
leader in the continuous delivery space and
to move it to automotive.
One area of concern is reliability and
the avoidance of software-related
malfunctions. How can your system
help car manufacturers overcome
bugs?
Our product allows the development team
to move faster between build and test.
Because we have the technology of massive
parallelisation, a lot of the first permutations
have complex build and test metrics. If you
can iterate every day, you discover bugs
almost every day.When you discover these
bugs,the development team can fix it sooner.
In the past, the product would be released
without adequate bug fixing and these bugs
would be discovered by customers. Our
customers can move the bug peak to earlier
in the test cycle, so a developer can
collaborate and reduce or eliminate all
priority one and zero bugs, and confidently
release the software.
The ability to display the progress of each
team, and the status of each artefact as it
goes through the pipeline of continuous
delivery is also important.We can maintain
a module through our artefact repository,
and show the health of a particular module
as it goes through the product lifecycle. At
the end, you can have a bill of materials in
terms of software. This allows faster root
cause analysis.
Finally, could you please comment on
what you see as the key megatrends
shaping the automotive industry of
the future, and how you are
accommodating these in your product
development?
Mobility is changing because the population
growth is accelerating. There is a trend of
people moving into urban settings. The
number of available roads in the world is not
growing as fast as the number of cars. I do
not see everyone adopting public
transportation in a few years. It has values
and strengths, but personal transportation is
still highly desired. The migration is more
towards smaller cars.
The technology that drives the car will
change as well. Instead of focusing on
combustion technology, the market will
focus on electric or hybrid technologies. A
lot of alternative technology goes into
smaller cars, so I see more personal
transportation devices. All of these things
require software.This is not only going into
the car, but into the infrastructure, because
the vehicle needs to communicate with both
the driver and the road.
CONNECTED VEHICLES

URIX™ –A SafURIX™ – PsJoinetySaf ancormferP eanc
omotivAut e 32-borlticue Momotiv
an gou cywNo
atfler plloontrc
e tlbe ablliw
URIX™ wg AinsU
ontrocrMicite 32-b
ationlicpe apomotivour autyetan g
URIX™ 32-bg the Ainsorm – uatf
etyafain and strerwpoloontro ce t
o acttefforssee lequirrlliURIX™ w
erlloontr
tsith juwloontrnder cusation
lloontrocre micorlticmuitURIX™ 32-b
inith one swsationlicpapety
d tharandt-D se the ASILhievo ac
orone mic -
ouy,er
orm.atfle pgl
ith aan wd th
ocLalicssalc
elopmentdevetyafs
e fmorswloal
g the poeepink
, thefg IPg IP, thefectint
e.lModu
pecsith itsW
omertsue. Curecthitcep artskoc
ame t30%. On the sybelopment
erientufficand salitynctionue f
e cglinumption on ssoner cwg the po
idevoURIX™ praud Aand frt, thef, theft
the persURIX™ iAe seturatefalipec
wn their micdoutw can nocsomer
ancormfo 100% peren, up tokame t
equire rurutor fuffer fe bcsoure
Whi.elever llloontrocre micore c
ardw-in Harltuibdyaean alrside
ain aptrerwor poh fcatmectfthe per
erlloontrocrwn their mic
sluurpe sanc
ements,equir
oe prlWhi -
uritySecear
alicpain ap -
ludin(incstion
eerintssh auc(s
.infineon.cwww
ehicvalectricbrid and elyg hludin
dvag and ag, airbinakg, breerin
xom/auri.infineon.c
licpapetyafssalelwss) aelehic
ems).tssyanttsisser aed drivancdv
sation
ems).

CONNECTED VEHICLES
As far as the consumer is concerned,
connected vehicles will significantly alter
the driving experience. The blending of
vehicle-to-vehicle (V2V) communications,
cloud connectivity and consumer electronics
technology will make driving safer,but behind
the scenes, increased connectivity must be
matched with increased data security.This is
a significant challenge for the industry’s
engineering and business practices.
Megatrends spoke to Shawn Slusser, Vice
President, Automotive Business at Infineon
Technologies Americas, about the challenge
of ensuring safety and security, and how the
rapidly developing connected car requires
the industry to incorporate design for
security into vehicle development.
The connected car will enable many features,
such as apps,content from the cloud,and the
ability to update the software in the car.
Autonomous driving features will utilise the
ability to communicate with other vehicles
and even roadside objects for safety. All of
this connectivity introduces security risks,
said Slusser.He also highlighted that Infineon,
which supplies semiconductors for
automotive electronics systems, has parallel
expertise in the global market for smart card
technology, the chips that provide security
for payment cards, passports and other
electronic ID, and other applications
requiring protection of critical data. This
perspective underlies advice on how the
industry can protect against security threats
as levels of connectivity increase.
Battling the “Dark Side”
Widespread connectivity to the Internet
changed the computer industry in many
ways, not least of which was individual and
organisational exposure to security risks.
Now the car is increasingly incorporating
Internet capability, making it more
vulnerable to outside threats. “New
functionalities often harbour new risks, so
what we can learn from the past, and from
other industries, can undoubtedly apply to
the car industry,” said Slusser.
He noted the importance of distinguishing
between two types of risk in the connected
car. Safety risk refers to the danger of
unintentional errors occurring in electronic
systems.The industry is tackling this challenge
through the well-developed concept of
functional safety embodied in ISO 26262.
Security,meanwhile,involves protecting against
intentional attacks on systems and software.
“These include tampering, theft, or data
privacy, and are risky to the connected car.”
Slusser describes intentional attacks as“Dark
Side” scenarios, referring to the Star Wars
films.“We have a job to fight against the Dark
Side,” he said.“These risks should be a wake-
up call to the industry that we need to
address automotive security immediately.”
While this may sound like Hollywood,
university research teams
(www.autosecure.org) have already
documented successful attacks on car
systems. In another incident reported
earlier this year, two Spanish researchers
described a device made for under US$20
that, after being wired in to the CAN bus
of a car, would give an attacker the ability
to remotely manipulate vital vehicle
systems.
Slusser noted that all automotive
stakeholders need to be involved in
developing the security systems that protect
against intentional attacks. He said,“To solve
these problems takes more than just OEMs
and Tier 1s; it’s really a whole ecosystem
problem. This will involve everyone from
suppliers like us to our customers, to the
OEMs, to insurers and regulatory bodies.All
of the different stakeholders will have a role
to play.”
New functionalities, new
risks: it’s time to secure
the connected car
Infineon’s Shawn Slusser tells Rachel Boagey about the urgent need to address the security of
increasingly connected cars
To meet requirements for security in automotive electronic control units, Infineon integrated
a programmable hardware security module (HSM) into the AURIX microcontroller family,
using Infineon-developed hardware-based encryption technology
Megatrends | 25

What’s next?
So what does this mean for the car industry?
“It means there are some new
requirements,” said Slusser.“In order for the
benefits of connectivity to be enabled in the
car, the industry has to incorporate security
into the design process at the start of vehicle
development.”
Slusser described five major elements in
electronic system security: secure memory
to store password and certification
information; cryptography capability;
authentication to verify identity; an assured
“root of trust;” and revocation capability that
allows access to be denied.“These security
elements will need to be included in future
vehicle electrical architectures,” explained
Slusser. “Specialised security hardware and
software will be necessary.”
Infineon’s expertise with the security
technologies to protect digital information in
the car comes from the company’s long
participation in the smart card industry.
“Smart card chips,which are really specialised
microcontrollers dedicated to security
functions, have been around since the 1980s
and have been become very sophisticated
and well-hardened against attacks,” explained
Slusser.The next stage, he said, is to enable
this type of security technology in
automotive systems.“We have the essential
elements of security technology figured out.
As an industry, we now need to adapt this
technology to the car.”
This means that companies working on
security, such as Infineon, need to figure out
the level of security technology required for
different automotive systems, and thus which
ECUs in the car require targeted security
features.“First you figure out what applications
need security and to what level,” said Slusser.
“Then the specialised hardware and software
to address those needs can be implemented.”
An important part of meeting security
requirements is that developments must
occur beyond the car. “You have to enable
these security devices in the car and also in
the ecosystem of automotive design,” he said.
“Security practices have to become a part of
the development cycle and ultimately
embedded into the IT infrastructure of the
industry in order to protect the secret keys
associated with the hardware Root ofTrust.”
OEMs therefore have to adopt a new
development process to enable the
components in their cars to be secure.
Slusser said, “The typical automotive
development programme today doesn’t
consider electronics security, but it is has to
be heavily considered in the near future.”
Lagging behind
To achieve security in the connected car,
Slusser sees a need for new roles and new
expertise.Returning to the StarWars theme,
he suggested the industry could use,
“someone like Yoda to fight the Dark Side.”
He continued, “We need ‘Jedi Master’
security architects and engineers with
security expertise. To create a ‘trusted
environment’,changes in manufacturing need
to happen to secure connected devices.”
While the promise of the connected car
marks a major change in personal
transportation,its success relies in large part
on how well the industry protects against the
risks of the ‘Dark Side’ concluded Slusser.
Today the automotive industry has
considerable work to do to develop the
necessary expertise for implementing
security technology. To catch up, it must
develop a robust security ecosystem that can
adapt and build on smart card technology to
make security an integral part of future
vehicle architectures.
ISO 26262 is intended to be applied to safety-
related systems that include one or more
electrical and/or electronic (E/E) systems and
that are installed in series production passenger
cars with a maximum gross vehicle mass up to 3
500 kg.
The ten parts of ISO 26262:
•Vocabulary
•Management of functional safety
•Concept phase
•Product development at the system level
•Product development at the hardware level
•Product development at the software level
•Production and operation
•Supporting processes
•Automotive Safety Integrity Level (ASIL)-
oriented and safety-oriented analysis
•Guideline on ISO 26262
ISO 26262
26 | Megatrends
- Shawn Slusser, Vice President, Automotive
Business, Infineon
We need ‘Jedi Master’ security architects and
engineers with security expertise. To create a
‘trusted environment’, changes in manufacturing
need to happen to secure connected devices
“
CONNECTED VEHICLES

CONNECTED VEHICLES
Canadian software company Lixar has
been gradually making its way into the
automotive segment over the past three to
four years, working with such big names as
Delphi,Verizon and QNX. It specialises in
aftermarket connected car products, with
experience in building car-to-cloud
enterprise strength systems and mobile iOS
and Android applications for automotive
use. Within the automotive space it has
worked on vehicle diagnostics, geo-fencing,
geo-location, mileage tracking, Bluetooth
Key Fob connectivity,fleet management and
automotive data analytics, with an ever
widening array of projects.
Megatrends asked Lixar’s Chief Executive,Bill
Syrros and its Director of Innovation, Justin
Moon, about the growth of the company’s
automotive business and the key
megatrends shaping its business strategy.
From a mobile angle
Lixar entered the automotive segment
"through a mobile angle,” explained Syrros.
“As a company we've focussed our efforts on
mobile connected transportation
technology."An initial partnership with QNX
Systems led to other automotive projects,
covering visual displays, mobile applications,
cloud-based systems and data analytics.
"Our interests are highly innovative and highly
specialised development and technologies,"
commented Syrros. "And being able to say
those words and connect them to automotive
is sometimes hard to believe,given the cycles
in the world of automotive."
Entry to the automotive segment poses
certain challenges for any new company,but
particularly for software companies like
Lixar. "Traditionally the automotive sector
has been slow to move in terms of
integrating new technology.The long cycles
in which those technologies get integrated
in the cars means that it is difficult to be
successful for software companies like
ours," said Syrros.
However, the industry is evolving at a
dramatic rate,and Syrros noted "We slowly
see that those traditional ways of thinking
are starting to change."
Safety
As Lixar has discovered, the move into the
automotive segment automatically brings
safety to the forefront. "At the end of the
day, whatever we do in automotive, the
safety aspect is the number one issue that
people should be concerned with," stated
Syrros.
When it comes to connected cars, Lixar
sees safety as the driving force. "When you
hear the term 'connected car', many people
see the advantages from an infotainment
perspective, but Lixar is interested in
developing technology that leads to a safer
environment.As more technology is packed
into vehicles, things like distraction really
come into focus," said Syrros.
Moon believes design is key to balancing the
demand for new technology without
compromising on safety. "It comes down to
design and fundamentally understanding
how to leverage that information," he said.
"You'll see governing bodies push standards
with regard to distraction which could
potentially hinder innovation and
technology moving forward. The idea of
leveraging technology in a proper way,
disseminating information in the proper way,
will allow us further progression from a
technological standpoint.At the same time,
understanding how to interact with the
data, we can further reduce distraction."
The human factor
Moon believes the key in moving forward will
involve looking at how this data is leveraged,
and specifically how it is leveraged in terms
of the driver."One of the largest trends we're
In the connected future, you’ll
need to be agile, says Lixar
Megan Lampinen talks to Lixar's Bill Syrros and Justin Moon about the company’s transition
into the automotive space and the trends driving its business strategy

CONNECTED VEHICLES
going to start seeing moving forward is
bringing the driver back into the conversation
and the human factor," he said.This involves
understanding how to leverage the data and
do something relevant with it."Understanding
when I need to deliver specific pieces of data,
how I deliver it,which screen it goes to,how I
interact with it... Understanding how to
leverage that data not just from a Big Data
environment, but how I as a human will
interact with it," Moon explained.
The movement towards this focus, Moon
believes,is an inevitable one:"You're going to
see more and more that this will become an
'in your face' and upfront trend moving
forward. It has to. Just look at the vast
amount of data that exists today in the
current connected vehicles."
Just the beginning
Syrros believes the automotive industry is
on the cusp of several dominant trends,
which will all contribute to a dramatically
changed interpretation of the car in the
future: "Most of the presentations I've gone
to lately address what the car of the future
will look like in 2025. We're in 2014 and
we're just starting to push out and do
effective and measurable things today,but it's
just the beginning."
In just six to eight years, Syrros expects to
see a significant difference in the design and
appearance of mass market cars, with most
of that difference stemming from the energy
efficiency boom and connected vehicle
booms. Safety, which he described as "that
slow moving juggernaut", is also at work
behind the scenes. "By 2020, the level of
electronics in vehicles is going to be ten
times greater than what you see today, if not
a hundred times. It's going to be so much
more significant in the future."
The key for Lixar now is to place itself in
the best position for moving forward.
"We're pushing the envelope from
aftermarket connectivity to OEM
connectivity," explained Moon. "We're very
much interested in how to create value that
overarches that. Right now we are one of
the largest aftermarket connectivity
platforms. How do you transition the value
from an aftermarket connectivity base? How
do you maintain that consumer moving
from an aftermarket device to a built-in
device? We're starting to look at what that
strategy looks like."
Overall, Moon believes that most OEMs will
try to migrate to some form of built-in
solution. For those in the aftermarket
solution space,the question becomes how to
enhance value and increase the consumer
base while transitioning technology. "There
are all kinds of players trying to figure out
that," said Moon.
"We have to recognise that we're talking
about a new paradigm in technology here.
New talents are required," Moon added.
"Agile companies are going to pave the way
in that respect."With its muscles warmed up
now through projects with QNX,Delphi and
Verizon, Lixar is positioning itself for
trailblazing work ahead.
Bill Syrros, Chief Executive
Justin Moon, Director of Innovation

ibm.com/software/data/bigdata/industry-auto.html
when
cars
talk
wh newh
ta
ac
wh
klta
rsa
newh
d jnoyeb
e bhd tnA
anhendan
inapomc
mnorivne
e rrs araC
sudne ivitoomtue aht tsu
h rtid wetaicosss atﬁenee b
.ytilauqelciehvecan
o pa ttas dihe tsn uas ce
e cht—esruof cd ont anem
fnf is oenid mlog gnilloe r
napome ccnarusn. Iyrts
af ds oisylane amit-laeh r
g enivirr defae a sdivoro p
ns al ales wa—flestr iae c
tag dnirehta, gnoitamrof
y aletarucce aron mas cei
ciheom vrd fetcelloa cta
sue cvorpm, iecneirepxg e
o id tetcennos cecivey dn
e dh, trevire dht tuoba a
yksis rsessy a
dnetxs eel
ecivrer seomts
evitoomtu. Ato i
gnivire d
h. Tduolc
uloe vguh
M WBh ItWi
e tvorpmi
e vsn uac
er bevird
d jnoyeb
ome clcihev-ot-elcihes vih
t sa atae dlcihef vs oemu
s Bnoitadnuon FostaM W
uccd ans asenilemie the t
e tvorpmo ia ttae dlcihee v
ale che tcnahn, eroivah
sudne ivitoomtue aht tsu
t ps iekan moitaatcinumom
s traw collt aahs tdeept s
hces tcitylana & Atag Di
itoomrt pcudorf py ocaru
tefad sny acneicﬁfe ehe t
fitnedd ins asecors pmi
napome ccnarusn. Iyrts
ceo rs trevirr doe flbissot p
hr tehth ocao e” tklato “s t
as crekaomtu, aygolonh
.snoi
d rn, asrotarepr oiehf ty ot
eel. Fsmialt cneluduary f
y aletarucce aron mas cei
eviec
ehh tguorh
ezylanw aon n
nas creliated r
srotarept oe
yksis rsessy a
n mraeo lTTo l
mniatofni
atretnr eo
n FostaW
e amit-laer
fos/com.mbitisiv,eron m
cennor a cm oetsyt sne
omtsus cgnirefft onemnia
ro psln aas cnoitadnuon F
zay hbraet nuobs atrele a
ndi/aatdgib/aatd/erawtf
.ecived detc
d dn, amehr tot fsud jeziom
d dehcirne eroe a mdivo
s onoitidnod caos ruodraz
lmth.otuay-rustnd
r viehh tguorhd tereviled d
uorhe tcneirepxg enivird d
t fnempiuqg enioomr ls o
s’elciher v
noitacilpph agu
.seruliat f

CONNECTED VEHICLES
Megatrends asks key players in the development of connected vehicle technology to share their
views on the role of Big Data. By Rachel Boagey
Big Data – big opportunity
or big problem?

CONNECTED VEHICLES
The future connected car will be a
powerful device in transmitting and
providing data,and will be able to collect data
from on-board diagnostics for analysis
purposes. With this in mind, Big Data
presents a huge opportunity for automotive
companies to meet the demands of their
more demanding, tech-savvy customers.
According to Frost & Sullivan, Big Data will
be worth US$122bn in the automotive
industry by 2025; with 70-80% of cars
expected to be connected,Big Data will have
a key role to play.
For large manufacturers,dealerships and fleet
management businesses, however, all of a
sudden a Big Data challenge has arisen, with
many left wondering how this data should be
stored, accessed and used.
Why do we need Big Data?
Every second, a telematics device will
produce a data record including
information such as date, time, speed,
longitude, latitude, acceleration or
deceleration, cumulative mileage and fuel
consumption.These data sets can represent
approximately 5MB to 15MB annually per
customer.With a customer base of 100,000
vehicles, this represents more than 1
terabyte of data per year.
Andreas Mai, Director Smart Connected
Vehicles, Cisco, recently described Big Data
as food for thought, inspiring OEMs to think
outside the box of the usual use for data,and
instead using data collected from the car in a
more productive way, namely to generate
cash.“Everyone wants to see the money,” he
said. “The internet of cars will unlock
US$1400 in benefits per year, per vehicle.”
Aside from making money, however, Big
Data offers many benefits to multiple
parties, including drivers themselves. Mai
explained, “Big Data has big benefits for
vehicle users, allowing lower insurance
premiums, lower operating costs, and
ultimately creating savings.”
Jamyn Edis, Founder and Chief Executive at
connected car start-up company, Dash Labs,
explained to Megatrends that through Big
Data, live and dynamic information is able to
re-price particular features if an OEM is
charging too little or too much. He said,“Big
Data, along with the connected car, has the
ability to book your parking space before you
leave home, and predict traffic jams.”
Edis also explained that in the future, car
buyers will be able to profile a car’s pricing
from day one to find out if it has had any
accidents or been involved in any illegal
activity.“Most cars in the UK and the US have
a digital footprint, it’s just a case of mining
that data and figuring how to use it,” he
explained. “If you compare cars with real
estate, where there is an ability to create a
history of every house since it went on the
market, that’s what we might start to see
with cars - more and more data transfer and
lots of Big Data that will enable buyers to
check out the car in detail.”
Collaborate and benefit
While some may be puzzling over data, and
what to do with it, others are reaping the
rewards of one of the main benefits of
telematics data: improved customer
experience.Through monitoring Big Data in
cars,it becomes possible to reduce warranty
costs, increase safety, and create a data
sharing network between the dealer,
customer, OEM and others. OEMs currently
develop different approaches to reach their
targets; yet Frost & Sullivan predicts that the
“killer” OEMs will be those that can use
predictive data analytics to effect a 1-3%
reduction in warranty costs along with other
important software and firmware over-the-
air updates.
Cosmin Laslau, Research Analyst in Energy
Storage at Lux Research, spoke to
Megatrends about the importance of the
partnerships needed to develop the
connected car.“These collaborations are very
important. Continental will collaborate with
IBM to enable vehicle-to-infrastructure (V2I)
functionality: Continental anticipates sending
detailed data from individual vehicles, like
position, speed, and deceleration, which IBM
will process efficiently its computing
infrastructure expertise. The resulting
aggregated and processed data will enable
Continental and IBM to develop automotive
32 | Megatrends

CONNECTED VEHICLES
grade products with a high degree of
autonomous and anticipatory capability.”
Storing the data
Finding a place to store this data is currently
a challenge for the industry,and transporting
data from the car to the cloud is appearing
as a viable option. But it would be naive to
think that this method of collecting and
sending data would not also bring with it a
host of problems.
Cisco’s Mai said,“The more connected cars
are, the more data can be made use of and
stored, but then congestion of airways
becomes an issue. Offloading data and
switching the ways a vehicle can connect to
the cloud is mission critical.”
Joe Speed is the Internet of Things Leader at
the Linux Foundation.Speaking to Megatrends
in his previous capacity as IoT Leader at IBM,
Speed described the car as just one of the
‘things’ in the Internet of Things. He also
described the connected car as a Big Data
problem.“In an average car, there is between
1 and 5 gigabytes an hour of data produced,”
he explained, “and when you consider that
there are around 60 million cars
manufactured each year, that is a lot of data.”
Speed suggested that rather than discarding
the data,OEMs can do interesting things with
it,but the trick lies in finding a way to manage
and store the data. “Http has no quality of
service, is not reliable and not designed for
wireless,” he said, noting that there must be
a better way to manage car data.
MQTT, the Message Queuing Telemetry
Transport, is a messaging protocol of choice
for the emergence of Big Data. It was
developed by IBM, which took the decision
to make the technology open source.“Half a
dozen manufacturers are already building
MQTT into their cars and trucks because it
is military grade secure,” explained Speed.
“The platform can currently connect 21
million vehicles per rack.”
Vehicle management
Sarwant Singh,Senior Partner,Frost & Sullivan,
recently spoke to Megatrends in a webinar
entitled “The Internet of cars part 1 – Big
Data”.Another benefit of Big Data,highlighted
by Singh,is the role it can play in warranty and
vehicle management. “Some recent recalls
could have been prevented or managed
better,” said Singh,“as the manufacturers could
have used Big Data to predict that a failure was
happening or just used it for a much better
management of recalls.”
Singh also noted that Big Data is already
being used today in other services, and
suggested that the automotive industry could
learn from industries such as aviation, where
remote diagnostics are used to remotely
manage and predict maintenance on
aeroplanes. “This is something that can be
adopted by the automotive industry to allow
recalls to be better managed,” said Singh.
A question of privacy
Another challenge that Big Data brings is
data security, which Mai described as a hot
topic across the industry.He said,“There are
tremendous amounts of security risks and
threats in the connected vehicle space.”
Dash Labs is launching a low-cost, easy-to-
install device that analyses car and driver
performance, allowing the driver the
opportunity to drive more economically
and safely.
The app produced by Dash allows the supplier
to collect consumer data,collecting diagnostic
information from the vehicle’s computer via
the on-board diagnostic reader.“We can pair
this information with the sensors on your
smartphone, and that can act as your GPS,
compass, and barometer,” explained Edis.
“Because we integrate with the social
networks,we now know the demographics of
the driver.We could find out from Facebook
that the driver is a woman within this age
bracket,and likes to do this online,with these
friends.Whatever you can infer as a developer
using Facebook or Twitter or Google+, that’s
all stuff that’s helpful to us.”
However, the question remains, are people
going to be willing to take Big Data to as far
as it is able to go? Speed mentioned that a
generation divide undoubtedly exists when
it comes to privacy concerns, and that
young people seem alarmingly unconcerned
about privacy. “I’m noticing people my age
are very much privacy conscious but as long
as young people are getting something of
value, it doesn’t seem to be a big concern
for them. Some of the concern we try to
put into protecting personally-identifiable
information is putting energy into the wrong
parts of the problem.”
The future connected car will undoubtedly be
a data machine,collecting data from on-board
diagnostics for analysis, in an aim to save the
consumer money in their overall driving
experience. The argument posed by Dash’s
Edis suggests that a conventional family could
benefit from Big Data monitoring their driving
habits; the question is, are we really ready for
our data to be mined in this way?

CONNECTED VEHICLES
It’s an oft-cited anecdote, but it’s worth
repeating:there are now more lines of code
in a single vehicle than there were in the first
rocket on the moon. As vehicle complexity
increases, however, so do the challenges for
both OEMs, and suppliers.
The many millions of lines of code in a car –
there could be tens of millions of lines of
code in a single electronic control unit (ECU)
– need to be carefully managed, and such
complexity requires powerful multicore
microprocessors.The myriad recalls just in
the first half of 2014 highlight the need for
the automotive industry to prove and
guarantee system reliability – and that means
secure software solutions.
Green Hills Software is a large independent
embedded software provider and has been
involved with automotive industry Tier 1s,
Tier 2s, and OEMs for over 20 years. The
company focuses on a number of vertical
markets, including automotive. As Dan
Mender, the company’s Vice President of
Business Development, explained to
Megatrends, there is a movement towards
ECU consolidation, which is evolving to
include some autonomous driving
functionality, and some legacy ECU software.
“There’s a hypersensitivity to make sure
systems can be validated and tested and
support the level of reliability, availability and
functionality that’s needed in the car,without
failure.”
OEMs and suppliers now need to be able to
run a complex processor,adhere to stringent
safety and security standards,and consolidate
functions in a provable way.“We help OEMs
with the idea of ECU consolidation, how the
next generation of infotainment systems will
be multifunctional, and how they can take
advantage of that in a powerful ECU design,
but in a safe and reliable way,” said Mender.
“This allows them to consolidate functions in
one box, increase reliability of the
electronics, and reduce the cost. Having
fewer individual ECUs in the system
increases quality and reliability.”
The evolution of in-vehicle
infotainment (IVI) platforms
There has been a movement towards open
source software platforms like GENIVI,
Android, Linux, or a combination of these.
There may be the need to run two platforms
in combination with more critical applications,
and that presents yet more complexity.Green
Hills does not develop infotainment stacks,
like Linux or QNX,but provides the platform
that runs them safely and securely, within the
OEM and Tier 1’s platform. To support the
evolution of IVI platforms,Green Hills delivers
a scalable, flexible safety-certified platform
allowing the OEM or Tier 1 to run whatever
IVI infotainment stack they choose,explained
Mender.“OEMs and Tier 1s are focused on a
broad set of markets and customer
requirements that can be driven by not only
geographical aspects, but by different groups
of individuals looking to purchase vehicles.
Whether that is the digital natives or GenYs,
they all have different things they’re looking
for. One size does not fit all.”
Increasing vehicle complexity
requires secure software
solutions
Green Hills Software’s Dan Mender talks to Megatrends about consolidating ECUs to ensure
secure software solutions. By Rachael Hogg
34 | Megatrends

CONNECTED VEHICLES
However, while one size may not fit all, there
does need to be a degree of flexibility.Green
Hills provides an ASIL-qualified platform on
which its customers can run any combination
of guest operating systems they choose for
infotainment. Mender said,“They may have a
legacy infotainment platform,but want to add
Android to bring in an app store
environment, in a safe and reliable way.” The
ability is needed to flexibly run the
infotainment experience of choice based on
geography, cost, and a targeted consumer
group, such as Millenials. Different vehicle
platforms, he said, will also offer different
experiences, from entry level vehicles in the
BRIC countries, to high-end vehicles sold in
China, the US, and Europe.
Autonomous driving and security
The race to launch the first commercially
available autonomous car has been on for
years; most recently, Google released design
details of a prototype of its first self-driving
car. Although a fully autonomous vehicle is
still years away,the level of driverless features
such as self-parking and automatic braking
are increasing. Around 90% of collisions on
the road are due to driver error,and Mender
believes that addressing that with
autonomous technology will be valuable for
generations.
As vehicles become increasingly
autonomous, and increasingly connected,
there is a growing concern over safety and
security.“We’re helping our customers with
the highest levels of safety and security,” said
Mender.“In some cases, that’s the ISO26262
standard, where it has the ASIL ratings, from
ASIL-A to ASIL-D. Our software products
have been qualified to the highest levels of
ASIL.We can help our customers with design
architectures and philosophies that are safe
and secure.”
To solve some upcoming performance
challenges in the autonomous vehicle realm,
it will be necessary to take advantage of the
multicore processors available on the
market, but that poses a safety challenge.
Similarly, there are predictions that by 2020,
there will be over 150 million vehicles
connected to the Internet. Security
surrounding that communication and
connectivity may not have been ignored, but
many agree that not enough focus has been
placed on it.
New vulnerabilities are being presented
every day, said Mender.“One area we focus
on is guaranteeing that information gets to
where it needs to be, and is not
compromised, hacked, or used in a malicious
way. Our drive is to make sure the
automotive industry isn’t putting its collective
head in the sand and thinking no-one will
hack cars.If we don’t do the right thing,it will
be easy to capture transactions or steal data
of the owner of the vehicle.” OEMs and
suppliers need to consider data security at
the beginning of their development,he added,
rather than as an afterthought.
As the automotive industry moves
increasingly towards connected vehicles, the
need is growing for understanding policies
and architectural aspects to deliver systems
that are both reliable and secure. With
vehicles beginning to transmit and manage
Big Data, discussions will be focused on the
safety and security of systems to support the
continuous and increasing growth in the
number of lines of code.
INTEGRITY Multivisor Secure Virtualization
3D GPU Ethernet USB CAN Wi-FiCPU
Megatrends | 35
Infotainment
Applications OpenGL
Apps
INTEGRITY Secure VM
General Purpose
Operating Systems Graphics Safety Applications
VehicleBus
InstrumentCluster
Rear-viewCamera
ADAS

With significant increases in the volume
and complexity of in-car electronics,
networking solutions that offer low-cost,high
speed transmission and bandwidth are
becoming ever more necessary.
Ethernet bypasses traditional cabling for
connectivity,allowing all vehicle components
to connect with lighter and more effective
wires, and enabling manufacturers to reduce
connectivity costs by up to 80% and cabling
weight by up to 30%. This also provides a
cost-effective, scalable solution to the
increasingly connected car.
According to ABI Research, Ethernet
penetration in new vehicles will grow from
1% in 2014 to 40% in 2020,quickly becoming
the technology of choice for some of the
biggest OEMs.
Assisting connectivity where others
can’t
‘Connected car’ is an umbrella term used to
encompass many elements of in-car
connectivity, but in reality, the phrase refers
to everything made possible by an in-car LTE
connection, from infotainment to assisted
vehicle technology and full autonomy.
There are currently as many as nine
proprietary automotive networking
specifications including LIN, CAN/CAN-FD,
MOST and FlexRay.
These standards offer relatively low
bandwidth and performance compared to
Ethernet, which enables an open, high-
performance network for powering
in-vehicle infotainment and ADAS, improving
the ability to share data from a common
source to the entire network. One of the
main advantages of Ethernet is that is can run
alongside standard vehicle cables used for
other in-car networking technologies, and
requires no extensive fitting procedure,
saving cost.
“The emergence of drive-by-wire, the
explosion of in-vehicle sensors forADAS and
automated driving, and the adoption of
connected infotainment, poses new
the fast track to the connected car
Ethernet cuts cabling cost and weight, increasing bandwidth and data transfer speeds. Rachel
Boagey looks at the role of Ethernet in the development of connected and autonomous cars
CONNECTED VEHICLES
Ethernet:

CONNECTED VEHICLES
challenges for in-vehicle networking
technologies in terms of cost, bandwidth,
cable harness weight, and complexity,” said
ABI Research Vice President and Practice
Director,Dominique Bonte.“Ethernet is now
being considered as a replacement for legacy
bus protocols such as MOST and FlexRay by
car OEMs including BMW and Hyundai.”
Megatrends spoke to Timothy Lau,Associate
Product Line Director, Connected Car at
Broadcom, who explained the benefits of in-
car Ethernet to aid connectivity speeds. Lau
said,“The technologies available today offer
very low performance in terms of overall
throughput or bandwidth for network
applications. For instance, CAN and LIN bus
only support up to 2Kbps bandwidth, and
FlexRay can go up to 10Kbps. Ethernet
supports up to 100Mbps.”
To create a solution for existing in-car low-
performance networks,Broadcom developed
BroadR-Reach, an automotive-qualified
Ethernet standard.This enables multiple in-
vehicle systems to simultaneously access
information over a single unshielded twisted
pair cable. Lau explained, “BroadR-Reach is
designed specifically to address the stringent
requirements of the automotive industry,
delivering a bandwidth of 100Mbps over an
unshielded single twisted pair cable. By
eliminating the need for expensive,
cumbersome shielded cabling,manufacturers
can significantly reduce connectivity costs.”
Complex data requirements
As the connected car develops, the vast
amount of data generated undoubtedly
requires improved processing techniques and
technologies. According to Mario Mueller,
BMW’sVice President of IT Infrastructure,in
2012, BMW had around one million
connected cars on the road, generating over
one million data requests daily.The company
now has three million connected cars on the
road, and beyond 2018, it expects to have 10
million connected cars generating over 100
million daily data requests,equivalent to 1TB
of data every day. Sarwant Singh, Senior
Partner, Frost & Sullivan recently discussed
increasing data and the need for an improved
coping method in anAutomotive Megatrends
webinar entitled‘The Internet of Cars Part 1
– Big Data’. He said,“The fourth-generation
BMW 7 Series uploads 81Mb of data in ten
hours, but thanks to Ethernet, the fifth
generation 7 Series takes 20 minutes to
upload 1 gigabyte of data, showing just how
effective this technology can be to manage
the vast levels of data management required.”
BMW sees the importance in taking the
technology one step at a time to ensure
reliability and use of Ethernet. A BMW
ConnectedDrive spokesperson told
Megatrends, “To introduce a new in-car
networking technology is a major change for
car manufacturers as it represents a crucial
infrastructure for a vehicle’s smooth
functioning. To ensure the best quality for
customers, it is therefore advisable to start
small, that is, to connect only the cameras to
the optional surround view system electronic
control unit (ECU) as in the X5, and extend
to more models and electronic control units
from there.”
Autonomy – a strong case for
automotive Ethernet
Many OEMs are now focusing their research
towards the autonomous vehicle, which
requires organisation of millions of lines of
data – a strong case for Ethernet inside the
car. Lau said, “You need to be able to take
data and send it very quickly to the ECU that
is making decisions on what the car needs to
do to react to that data.”
Deployment of low-cost automotive
Ethernet also means that high-end features
such as infotainment andADAS features such
as surround-view parking and lane departure
warning can be deployed in a much broader
range of vehicles, beyond just very high end
models.
BMW recently commercialised Ethernet for
a 360-degree camera parking assist system
based on Broadcom’s BroadR-Reach
technology, the first OEM to use the
technology in a vehicle.The car uses single-
pair twisted wire, 100Mbps Ethernet to
connect its driver-assistance cameras.
A BMW spokesperson told Megatrends,
“Ethernet-based in-car networking
harmonises the communication concepts
inside the car with communication
concepts used outside the car. This makes
it easier to integrate a car as a node into
the worldwide communication network.
Environmental information gathered from
outside a car including other cars can thus
be gathered more readily. Also, data rate
limitations are fewer inside the car and real-
time information exchange will be
supported. However, already today
autonomous driving is technically possible.
The main challenges in the way of
autonomous driving are more in juridical
and customer acceptance domains.”
While the industry has only witnessed the
first applications of in-car Ethernet, it is the
next logical step to consider Ethernet for
other in-car applications.
"Ethernet could be the catalyst for bringing
the automotive industry a step closer to
connected vehicles," says Frost & Sullivan
Senior Research Analyst, Divya
Krishnamurthy."With its capability to simplify
the networking architecture, higher uptake
rates are expected in the near future."
The importance of standards
Standardisation is essential to enable new,
innovative in-vehicle applications, reducing
time-to-market and ensuring availability,
lifecycle, upgradability and interoperability.
This will play a key role in establishing the
Evolution of Network Bandwidth

Automotive+megatrends+magazine+q2+2014

Automotive+megatrends+magazine+q2+2014

Recomendados

Recomendados

Mais conteúdo relacionado

Mais procurados

Mais procurados (19)

Destaque

Destaque (20)

Semelhante a Automotive+megatrends+magazine+q2+2014

Semelhante a Automotive+megatrends+magazine+q2+2014 (20)

Mais de dkcvoom

Mais de dkcvoom (7)

Último

Último (20)

Automotive+megatrends+magazine+q2+2014