AUTOMOTIVE JOURNAL
AUTOMOTIVEJOURNALni.comQ2 2021
Accelerating the Pathto Vision Zeroby EnablingProductPerformanceThe ambition of a world with zero crashes, zero emissions, and zero congestionis a reality we are seeing come together before our eyes. Two critical roadblocksbetween here and there remain: testing the new software-defined capabilitiesin the car and building the trust of a doubtful consumer market.What role does test play in Vision Zero? We believe test is the key enabler foraccelerating timelines regardless of the component involved. Ensuring the safeand reliable operation of an autonomous vehicle is a complicated process.At NI, we understand not only the individual requirements of the vehiclecomponents but also how they harmonize. Though each element has its owntechnology and supply chain requirements, the interdependency is undeniable.NI is here to help bridge the gap between the test needs across the entireautomotive supply chain—at a speed our competition cannot meet—whilebuilding consumer trust along the way. Our portfolio of modular hardwareand open software has a proven track record in helping companies keep upwith the technological innovation driving their industry. Our commitment isto partner with you to accelerate product performance for your company,delivering new capabilities to market faster, more reliably, and more profitably.Our team of expert connectors is here to help you Engineer Ambitiously.CHAD CHESNEYVICE PRESIDENT AND GENERAL MANAGER,TRANSPORTATION BUSINESS, NI
National Instrumentsis now NI.Table of Contents04 What’s Between Us and Vision Zero?FEATURED ARTICLE08 Data: As Essential as WaterFEATURED ARTICLE12 Konrad and NI Team Up to Better Serve Auto CompaniesEDITORIAL14 Unlocking the Potential of a Vision Zero Future withRedefined Body and Chassis TestingSOLUTION BRIEF18 Working Together to Accelerate the Path to V2XINTERVIEW20 Designing and Developing a Digital Twin for Low-VoltageVehicular Power SystemsCUSTOMER STORY24 Leading the Way with the Force of Our PartnersSOLUTION BRIEF
What’s Between Usand Vision Zero?As I write this, Texas is experiencing a historic winter storm. Our infrastructure is not equipped to handle this, and it shows. Dueto unfortunate circumstances yesterday, I had to drive some 500 miles from Terlingua to Austin, a picturesque but harrowingexpedition as we crawled through congestion on icy highways divided by medians littered with the skeletons of overturned 18-wheelersabandoned to the elements.Throughout the 12-hour journey, I couldn’t help but think of the urgency with which we need to move toward Vision Zero and the future ofmobility it promises. What if transportation produced zero emissions, so the cars and trucks congesting the road weren’t contributing tothe climate change causing the storm we are struggling through? What if efficient rail infrastructure replaced the need for 18-wheelerssharing the road or even my personal vehicle being required for this journey? What if my car was equipped with an autonomy packageI trusted to get me through the icy conditions, letting me ease my clenched grip on the wheel?We are not there yet, but that vision of zero emissions, zero collisions, and zero congestion is at least in sight. The FIGURE 01 timelineshows how far our industry has come over the last decade, which is certainly worth pausing to celebrate. However, this next decadeis going to require great advancements in ACES—autonomous, connected, electric, and shared mobility—vehicle technologiesthat are the backbone of achieving Vision Zero. This decade is all about taking the brilliant IP developed in research labs acrossthe world and making it a reality, which means standing up to the test of government regulation, production ramp-up, and publicperception. We believe that testing is not just crucial; it will be the game changer in the ACES advancements of the next decade.Testing will be how we ensure safety, inspire confidence, and validate the impact of these innovations.
FEATURED ARTICLE20th anniversary of theToyota Prius Volvo launches pedestriandetection with full auto brake Nissan releasesfirst-generation LeafCruise founded 2010-201120122013Tesla launches the Model S20142015Zoox founded Harley-Davidson launches LiveWireelectric motorcycleTesla reaches productionvolume with the Model 3Chevy Bolt launches GM Super Cruiselaunches on Cadillac CT6 Ford commits to V2X technology in 2022 Uber and Lyft IPOs Audi upgrades connect servicesto offer high-speed internet andreal-time traffic information Tesla buys NUMMI afterGM bankruptcy VolkswagenDieselgate scandalMcity Campus opens fortesting connected andautonomous vehiclesTesla Autopilot launched 20162017GM buys Cruise for 1 billion Waymo One launchesfrom the former GoogleSelf-Driving Car Project Didi Chuxing establishesautonomous driving unit Porche Connectservices launch 05Porsche launches Taycan EVFord announces electric Mustang 2018First recorded case of apedestrian fatalityinvolving a self-driving car 20192020BYD delivers 100th battery-electrictruck in the US (and over 12,000zero-emission trucks globally) Virgin Hyperloop completes firsthuman passenger test Announcements of several EVpickups including Tesla Cybertruck,GMC Hummer EV SUT, Ford F-150,Rivian R1T, Lordstown Endurance AutoX rolls out fully driverlessrobotaxis in Shenzhen AUTONOMOUSELECTRICCONNECTEDSHARED MOBILITYThe EU sets goals for 30 millionelectric cars by 2030 FIGURE 01The 2010s saw significant advancements for the automotive industry.AutonomousWith Level 2 vehicles on the roadtoday, developing, testing, and producingLevel 3 and above automobiles will bethe challenge of this decade. We believegovernment regulation and simulationtechnologies will be two key enablers ofthis technology.In February 2021, Germany’s Ministerof Transportation submitted a draftfor legislation to regulate up to Level 4autonomous driving (Bridie Schmidt, TheDriven, February 11, 2021). If it passes theGerman Federal Parliament and Council,Germany will join the ranks of countriessuch as Singapore, the Netherlands,the UK, and Finland in building strongpolicy and legislative frameworks for thedevelopment and test of autonomousvehicles (AVs). This is exciting because aswe move further up the levels of drivingautomation to Level 4, at which point carscan steer, accelerate, brake, and navigatewithout a driver, government regulationcan play a large role in easingthe burden on AV sensing and planning.Legislation is also essential to allow AVsto be tested on public roads and ensureconsistency in road quality and markingsto ease the burden on AV algorithms.By providing technical standards for AVsand uniform test methods, this regulationallows automotive companies to focuson the technology itself. The latter is astate we currently see many teams in—developing test requirements and standardsin parallel to product design. Though NIhas the expertise to help and solutionsto recommend in this space, we believestronger government recommendations,especially if they are consistent globally, willlead to more rapid innovation.Once these requirements are created,the task is nowhere near complete. Thesheer volume of driving scenarios thatneed to be validated is overwhelming andwould be impossible without simulation.BMW reports that 95% of all test milesare driven on a virtual, simulated basis(BMW, “The Road to Autonomous Driving,”May 14, 2020). The fidelity of this simulationis essential to make sure that those 5%of miles driven on the road are used forfine-tuning instead of detecting major faults.The simulation and test of sensors andalgorithms have a larger role to play thanjust validating the technology. Instillingpublic trust in AVs is going to be a bighurdle to success. We have a long wayto go before the public is ready for broadadoption; 20% of Americans studiedby the Partners for Automated VehicleEducation (PAVE) believe AVs will neverbe safe (PAVE Poll 2020). Similarly, only35% of Japanese consumers desire afully self-driving AV, with 79% believingthat they will never be safe (Seth Lambertand Nicole Kareta, MES Insights,October 14, 2020). However, there is hope,as the PAVE Poll 2020 revealed that60% of Americans would trust AVs moreif they understood the technology more.This means that the more we can shareabout the vehicles, how they work, andhow rigorously they were tested, the moreconsumer acceptance we can build.
06FEATURED omationZero autonomy;the driver performsall driving tasks.Vehicle is controlledby the driver, butsome driving assistfeatures may beincluded in thevehicle design.Vehicle has combinedautomated functions,like acceleration andsteering, but thedriver must remainengaged with drivingtasks and monitorthe environmentat all times.Driver is a necessity,but is not required tomonitor theenvironment. Thedriver must be readyto take control of thevehicle at all timeswith notice.The vehicle is capableof performing alldriving functionsunder certainconditions. The drivermay have the optionto control the vehicle.The vehicle is capableof performing alldriving functionsunder all conditions.The driver may havethe option to controlthe vehicle.FIGURE 02The Society for Automotive Engineers defines these five levels of driving automation.ConnectedAVs benefit greatly from the ability tocommunicate with surrounding vehicles,pedestrians, and city infrastructure. Vehicleto anything (V2X) communication offersthe promise of decreased congestion,because we can optimize road capacity, andincreased safety as vehicles communicateintent to each other. However, we need tosolve infrastructure, standardization, anddata privacy challenges to make progresstoward this connectivity in the next decade.The industry has standardized on cellularV2X as an access layer technology forintelligent transport systems due to itscoverage, capacity, reliability, and lowlatency. 5G networks are already indevelopment, but their sophisticationand reach vary greatly, which is anotherchallenge that will need to be addressed.In addition, fully realizing V2X requiresinfrastructure investment in sensornetworks and roadside equipment.This investment also may be challengingbecause of the delay we will see beforethe full benefits. We will need a certainthreshold of vehicles on the road to beequipped with V2X technology before thebroader benefits of less congestion andmore safety are realized.Interoperability is essential to make surea myriad of devices can successfullycommunicate with each other.Organizations such as 3GPP and 5GAAare leading the way here, bringing deviceand infrastructure vendors togetherto test standards and implementation.Simulation is again an enabling technologybecause tests require complex simulationof the “everything” in vehicle to everythingto be realistic.Finally, data security and sharing arealso challenges to tackle. The veryopenness and interoperability thatprovide V2X its value can be its downfallbecause of privacy breaches and evenhacking. This is not helped by the factthat countries and even states differsignificantly on their data protection laws,with some countries requiring constantreporting of AV locations, while othersrequire anonymization of all data. AVswill need to adapt to the data privacyand reporting requirements of their localjurisdictions or be geofenced, limitingusability. Cybersecurity is a new areaof testing for most automakers, so itwill require new test technologies andIT expertise to ensure security. This isessential because safety is on the line.ElectrifiedElectric vehicles (EVs) and, maybe moreimportantly, automakers’ commitmentsto developing EVs have come a longway in the last decade. GM aired a 2021Super Bowl ad about its commitmentto release 30 new EVs by 2025. This isa refreshing evolution from early 2010sheadlines marked by major automakers’resistance to mainstream EVs. Theseheadlines labeled EVs as a niche solution
FEATURED ARTICLEfor the particularly eco-friendly minorityand still treated Tesla as a wishful startup.To capitalize on this momentum andmove toward widespread EV adoption inthis decade, we need to reduce batterymanufacturing costs and ease rangeanxiety concerns with the developmentof charging infrastructure.Several questions remain regardingthe most efficient way to developmass market EVs. To meet emissionsrequirements, should automakers focuson hybrid vehicles in the short termand postpone EV development, orcompletely focus on EV right now? Howdo we minimize emissions across thefull vehicle life cycle from manufacturingto obsolescence? What alternativefuel source is best? As the car’s powersource changes, does the entire vehiclearchitecture have to change? Or is itpossible to create a plug-and-play systemthat reuses existing designs? Similarly,does every company involved in theEV space need to create the completevehicle? Or, through partnerships, can wesegment to conquer and divide, so we canget to market faster?The magic price for battery packs isless than 100 USD per kilowatt. At thatthreshold, automakers should be able tosell mass market EVs at the same priceand margin as combustion vehicles.Promising progress has already beenmade toward this, with the first pricesbelow this threshold reported for e-busesin China in December 2020. The averagebattery electric vehicle (BEV) packprices hit 126/kWh, an 89% dropfrom their 1,100/kWh price tag in 2010(BloombergNEF, December 16, 2020).Increased volume, new chemistries, andoptimized production are the keys toachieve this milestone.Production ramp-up is a challengeunder any circumstance, but it maybe particularly challenging to many ofthe EV startups without automotivemanufacturing backgrounds. In aFebruary interview, Elon Musk spokecandidly about the challenges withmaintaining product quality during Tesla’sproduction ramp-up, which is certainlya story likely to be repeated as moreEV production lines and automotivedisruptors start to produce at scale.Batteries specifically present productiondifficulties because of the manysafety-critical elements that need to betested throughout the battery creationand assembly process. High-performancetest equipment can increase productionline speed without compromising productquality. Additionally, test systems withbuilt-in data management can funnelmanufacturing insights back into R&Dto improve product performance, whichhelps create designs that lend themselvesto easier production and simplified testthat can win at scale.Shared MobilityThough certainly being developed inparallel, shared mobility largely relieson the success of the aforementionedtechnologies. This future likely involvesfleets of autonomous, electric vehiclesconnected to apps and infrastructurethat provide mobility as a service.As such, we believe partnerships areessential for success. The industryis reflecting this, with the number ofpartnerships between automotivecompanies, research institutions, andgovernments increasing by the year.Similarly, traditional automakers areshifting part of their business towardmobility service provision. For example,MOIA by the Volkswagen group createda digital ecosystem for ridepooling.This area also benefits immenselyfrom the field of data analytics for fleetmaintenance and user experience.07Test as anAcceleratorInvestment in test is a key acceleratorfor the ACES technologies that will makeVision Zero a reality. Test is the enablerof product performance. Automakerscan use it to effectively simulate the rightscenarios to validate product designs,ramp up production while maintainingproduct quality, and, perhaps mostimportantly, convince consumers to trustand adopt the technologies that will getus to zero emissions, zero congestion, andzero collisions.AuthorSELENE VAN DER WALTAUTOMOTIVE SOLUTIONS MARKETER, NI
Data:As Essential as WaterData analytics is a critical enabling technology in bringing Vision Zero to fruition. Data has proven to be transformational for business,but what does it mean to harness the power of analytics in the quest toward an autonomous future?The recent winter storm that swept across the US, and the perils of that storm in Texas, helped me better understand the role that dataplays. For days, millions of people struggled without electricity and running water in their homes. The cold subsided and the sun sweptacross the state, but much was left to learn about how we receive those services. We’re so used to having these resources that wedon’t always stop to think about how they get from one place to another. For example, I learned that in Austin, Texas, a certain volumeof water is required to reach appropriate pressure, but Mexico City has multiple critical pumping stages because the water comesfrom over 300 km away.The work of these utilities can help us understand the role and value of analytics with an analogy: data analytics is like your water utility.We rely on our local water utility to capture water from many different sources, treat it and distribute it. Likewise, we expect dataanalytics tools, such as NI’s SystemLink and OptimalPlus (O ) software, to grab data from many sources and make it accessible tous to draw value from it.
FEATURED ARTICLE09STEP 01: Grab the WaterWhat Does This All Mean?We can easily imagine all the different types of water the utilitymanages: rain water, sewage, natural sources, and so on.Depending on that type, different processing would be needed toavoid polluting the water by mixing it prematurely. Once the wateris caught properly, it is brought to processing facilities.Modern cars are increasingly equipped with radar sensors forsafety functions like autonomous emergency braking or blindspot monitoring. One of the tests that those radars undergoassesses their ability to determine an object’s distance precisely.Like water, data is inconsistent, everywhere, and usually fragmented.Think databases, CSV files, MESs, hard drives, cloud services, datalakes, and anywhere data is stored. We don’t want to pollute or mixthe data without preparing it, so we use data analytics software on allour data sources for pulling the data together in a single, accessible,contiguous source that is independent from the original data sourcesand raw formatting.STEP 02: Clean the WaterSewage water would certainly require more treatment than waterfrom natural springs, so it takes longer to mix them together andpurify them to a standard level.After data has been pulled together, data analytics softwareprocesses it to translate it into a single, common, consistent source.As part of this, some data that’s not numerical runs through a parserto make it numerical, for example, when the data is a photo of aradar module assembly, or a snapshot frame from an advanceddriver assistance systems (ADAS) camera.Let’s say we expect the measured distance from the radar undertest to follow a Gaussian curve with the center at 25 m, and allvariation in a distribution to stay within a couple of centimeters.To make sure this happens, we sample results every few days,look at the data, and make sure the curve is plotting as expected.If something fails and the distribution moves, we pay a costassociated with retesting, reworking, downtime of the testequipment, and so on. The cost depends on the root cause, butwe’ve lost time regardless. With NI’s data analytics software,we can automatically run that analysis every few minutes andimmediately alert the right people of any problem such as theskewing of that curve. By raising this alert at the right moment, wecan act sooner and plan better for whatever downtime we need.In this example, members of the test engineering group defined themeasured distance plot as their “faucet,” or their use case. Just likea shower and washing machine are connected to different faucets,other or multiple data “faucets” may be programmed from all theavailable product, process, supply chain, and test equipment datat
Vision Zero: zero emissions, zero collisions, zero congestion. They are the tools that will help us improve vehicle safety, and how we test them is crucial to achieving the Vision Zero goal faster. NI ADVANTAGE: Powerful real-time control
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