Issue6 / December 2016 Video Enabled

INFOTAINMENT / TELEMATICS / INTERNET OF EVERYTHING

THE NAVIGATION BATTLEGROUNDWill the car companies go to war with theInternet companies?

2016 JAGUAR LAND ROVERDEVELOPER CHALLENGEVideo: Connected Car invited to partner with JLR as start-ups develop new apps

SYSTEM REVIEW: AUDI VIRTUALCOCKPIT AND AUDI CONNECTVideo: Have tech systems reached a watershed in current cars?

DRIVER-IN-THE-LOOP SIMULATORSVideo: Ansible Motion believes this is the answerfor connected car developers

THE SOLUTION TO CAR HACKINGMAY BE HERE ALREADYHarman’s Asaf Atzmon on connected carsecurity challenges

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CONTACT DETAILS:Publisher/Editor-in-chief:Vince Holton · vholton@connectedcarmag.comTelephone: +44 (0)7850 544445

NextGen Contact:Andor Miles-Board andor.miles.board@ngtech.co.uk Telephone: +44 (0)3331 120 000www.nextgen-technology.com

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FROM THE DRIVING SEAT

ello, and welcome to the latest issue of Connected Car magazine.When we launched Connected Car last year we had modest

aspirations, but I am delighted to say that the momentum is truly building.Each issue of the magazine is now distributed to more than 7,000 peoplearound the world who are directly involved in the development ofconnected car systems, or whose job it is to build awareness ofdevelopments in this ecosystem. And people are taking notice of us! Weare now firmly on the radar of many of the OEMs, Tier 1 suppliers,automotive semiconductor suppliers and more. See the feature on p6 tosee how we partnered with Jaguar Land Rover for its 2016 DeveloperChallenge, for example.

Now, the interview that I carried out with Audi in our previous issue wasboth an eye-opener and extremely interesting, and helped prompt thedecision to take a close look at the automotive navigation market. This isan area of hyperactivity at the moment, not just because mapping is at theheart of Advanced Driver Assistance Systems (ADAS) and autonomousdriving development, but also because the technology enabling thesesystems is fundamentally tied in to the burgeoning location-basedservices (LBS) industry.

If Google, Apple and Amazon transformed the computing and cellphoneindustries into massive advertising opportunities, then LBS seems set todo the same for the automotive industry. The navigation systems andsensors in cars generate data that is enormously valuable. Parties on bothsides of the equation – the car companies on one side, and the Internetcompanies on the other – recognise this, and are currently circling eachother warily. Nobody is prepared to miss out on the money-makingopportunity that lies ahead.

Recognising that consumers want to use their smartphone-basednavigation in their cars, the car manufacturers are – grudgingly –providing support for Apple Car Play and Android Auto. But it seemsobvious that they (the manufacturers) would prefer to retain control ANDownership of data.

How will this play out? In this issue we talk to navigation companies andcar companies, and some of the views are very illuminating.

This issue also sees us review Audi Virtual Cockpit and Audi Connect, andwe talk to Ansible Motion about the use of Driver-in-the-Loop simulators,and how they can help companies developing connected car systems.

And finally, if you would like to be part of the community that Connected Carmagazine is building, now that we are established we are opening up theopportunity for sponsors, advertisers and marketers of connected cartechnology. What’s more, we are about to launch a new web site, which willform a dynamic hub for all Connected Car magazine activities and cross-platform marketing programmes. If you are interested, get in touch with me.

Vince HoltonEditorConnected Car

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F E AT U R E S

VIDEO FEATURE: 2016 JAGUAR LAND ROVER DEVELOPERCHALLENGEConnected Car was invited to be media partner for Jaguar LandRover’s 2016 Developer Challenge, and part of the judgingpanel. See our full video report.

FEATURE SECTION: NAVIGATION, ADAS AND AUTONOMOUSDRIVINGConnected Car talks with key players developing andcommercialising the systems that will drive a-commerce (weinvented that – a(utomotive)-commerce. It’s open source, soplease feel free to use).

INTERVIEW: HERE ON NAVIGATIONOwned by Audi, BMW and Mercedes-Benz, HERE is one of theleading map providers. Vince Holton talks to Christof Hellmis.

MERCEDES-BENZ AND BMW TALK NAVBenjamin Oberkersch of Mercedes-Benz and Andy Furse of BMWprovide an overview of their corporate navigation strategies.

INTERVIEW: TOM TOM, HELPING THE WORLD FIND ITSDESTINATIONFrans de Rooij of TomTom believes his company has a firm holdin the vehicle mapping ecosystem. Did you know that all OEMsuse TomTom tech at some level?

REVEALING HIDDEN PERFORMANCE...NextGen ATAM is a test automation system built to help addressthe increasing complexity and the myriad consumer use casesin-vehicle systems must now handle.

TRENDS AND DIRECTIONS FOR AUTOMOTIVE NAVIGATION AND MAPPINGPhilippe Colliot, Navigation lead, PSA and also Lead Navigation& Map Expert, Genivi Alliance, explains why OEMs must havethe latest IVI technologies

VIDEO FEATURE: AUDI VIRTUAL COCKPIT AND AUDI CONNECTFabulous systems in the latest Audi car, but is all that techstretching the limits of the HMI?

VIDEO FEATURE – DEVELOPING THE HMI WITH DRIVER-IN-THE-LOOP SIMULATORSTesting systems on real roads is not an option. Ansible Motionbelieves it has the answer.

IS THE SOLUTION TO CAR HACKING ALREADY HERE?Asaf Atzmon of Harman believes so.

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E V E N T S

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Access quarterly updated tables listing the cellphones that carmanufacturers should be most aware of, region by region.

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BMW CONNECTS WITHALEXA IN THE UK ANDGERMANY

The BMW Connected personal digitalmobility assistant will be available viaan Alexa skill on all Alexa-enableddevices when the service is availablein the U.K and Germany. BMW claimsto be the first car maker to announceintegration with Alexa in the U.K. andGermany, enabling vehicle functions tobe operated from users’ homes byvoice. BMW Connected will thereforebe integrated into users’ digital livesthrough another new touchpointalongside the iPhone, Apple Watch,and Android smartphones andsmartwatches. As previouslyannounced, the mobility assistant skillfrom BMW will be available in the U.S.on Alexa-enabled devices later thisSeptember.

The first version of BMW Connected,available in the U.S. since March 2016and in Europe since August, focusesprimarily on journey management andremote services. In late September,through its integration with Alexa,BMW Connected was said to have‘come home’. It is now possible to usevoice commands to check the vehicle’sbattery charge and fuel level, forexample, as well as lock the vehicleremotely. Further, the Alexaintegration will allow users to learnabout their next scheduled trip, findout what time to leave, and send thedestination to their BMW.

The activation word “Alexa,” followedby the invocation name “BMW,” willallow users to access the relevantfunctions, e.g. “Alexa, ask BMW whenI should leave for my nextappointment.” At the end ofSeptember, users in the U.S. were able to access BMW Connectedthrough this service. Customers in theU.K can access the BMW skill in thecoming weeks and customers inGermany that are part of the initialinvitation-only phase will follow next month.

CONTINENTAL’S CENTRALAUDIO MANAGEMENT GIVESDRIVERS AN AUDIBLEDRIVING EXPERIENCE

Continental has developed a CentralAudio Management system thatintegrates all audible sources in avehicle in one single system. In doingso, Continental says that it is openingup brand new possibilities forcarmakers when it comes to the designof the holistic human-machineinterface (HMI).

One element of central hardware usedfor the integration of the various soundsources is the Integrated InteriorPlatform, which ensures a flow ofinformation in the vehicle in itscapacity as a control center.

Alongside central audio management,another essential function is thesoftware's live data connection. Thismeans that the system can beconnected to driver assistance systemsor cloud applications, such as theeHorizon from Continental and createor modify sounds based on the datareceived. This is known as sonificationor auditory display. Converting datainto sound can help drivers whennavigating. As an example, when avehicle approaches a turn theindication alert increases in speed,notifying the driver when to make theturn. Turning is also made easier byspatial audio output of directions. Theinstruction to turn comes from thedirection in which the vehicle shoulddrive.

Thanks to the spatial audio output, thesound source can move around thevehicle and be played from anyavailable speakers, or can be used toguide the attention of the driver. Bydoing so, the driver is able to deviatethe audible location accuracy by up toeight angular degrees.

Sound algorithms from third parties,such as noise cancellation or 3D sound,can also be integrated as a plug-in.

TESLA CONTINUES TO PUSHOTA UPDATES

Seemingly never at rest, Tesla iscontinuing to make updates availableto vehicles already in the field viaOver The Air updates. Softwareupdate 8.0 kicks off what Tesladescribes as a significant over-the-airoverhaul of the Tesla touchscreen.The release combines a new interfaceand more intuitive Media Player withdisplay improvements for Maps andAutopilot.

Media Player has been redesignedand personalised to put a driver’sfavourite content front and centre.Search is described as simpler andmore powerful, accessing streamingradio, live stations, and podcasts tohelp you quickly find what you’relooking for.

Voice controls are described asclearer and easier to use. Initiation issaid to be ‘quick’ and feedback letsthe driver focus on the road withoutcompromising convenience orcontrol. Voice commands initiatewith a single press, there is feedbackin the form of a transcript thatappears on the instrument panel toconfirm your command and visualtips remind you what commands areavailable

Maps, Navigation and Trip Plannerhave also been updated to span theentire touchscreen, displaying themost important details of a trip.

Perhaps Tesla’s most controversialsystem is its Autopilot. Here,enhancements include advancementsin signal processing, using the Tesla'sonboard radar to persistently capturesnapshots of its surroundings,creating a 3D picture of the world.Autopilot has now been tuned to bemore responsive and smoother instop-and-go traffic, while vehicles onthe instrument panel now showdirection.

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JAGUAR LAND ROVERCOOPERATES WITH FORD,TATA FOR CONNECTED ANDAUTONOMOUS VEHICLETRIALS

Jaguar Land Rover showcased its latestConnected and Autonomous Vehicletechnologies as part of the UK Autodrivedemonstrations that took place atHORIBA MIRA recently. In what thecompany claims is a UK first, JaguarLand Rover is working with Ford andTata Motors European Technical Centreto test connected technologies that willallow cars to talk to each other as well asthe roadside infrastructure, such astraffic lights, in the future.

Jaguar Land Rover is creating a fleet ofmore than 100 research vehicles todevelop and test a wide range ofConnected and Autonomous Vehicletechnologies over the next four years.Tony Harper, Head of Research, JaguarLand Rover, said: “We know that there’sa huge potential for these technologies infuture vehicles around the world. Untilnow we have focused on communicationbetween Jaguar and Land Rover vehicles,this collaborative approach is a majorstepping stone towards all Connectedand Autonomous Vehicles co-operatingwith each other in the future. Our aim isto give drivers exactly the rightinformation at the right time andcollaborations with other manufacturersare essential to help us deliver thiscommitment to our customers.”

UK Autodrive is a consortium oftechnology and automotive businesses,local authorities and academicinstitutions working together on a threeyear UK trial of self-driving vehicle andconnected car technologies. Its goal is tohelp establish the UK as a global hub forthe research, development andintegration of automated and connectedvehicles into society. It will apparentlyalso investigate other aspects ofautomated driving, including safety andcyber-security issues as well as thepublic’s acceptance for connected andautonomous vehicles.

HARMAN ANNOUNCESAUTOMATED UIDEVELOPMENT SUITE

HARMAN has announced its automatedUI development suite for the automotiveindustry, which the company says willenable automakers to seamlessly createconnected, multi-screen and secure In-Vehicle Infotainment (IVI) systems.HARMAN has created an applicationand UI framework, based on the Qtcross-platform application framework,which includes an architecture that itclaims will allow automakers to develophuman machine interfaces (HMI) moreexpediently while simultaneouslycreating more personalised userexperiences.

Today’s consumers have grown to expectthe same type of connectivity in theirvehicles as on their mobile devices. Thisincludes an integrated experience acrossall screens in the vehicle. With theintroduction of the Automated UIDevelopment Suite, HARMAN isfacilitating this type of rich userexperience and providing a unified HMIUI across digital displays in the vehicle.

Components of the Automated UIDevelopment suite include a toolchainthat enables product managers, designersand developers to innovate throughrealistic simulations and tracerequirements through to deployment, aSoftware Development Tool Kit (SDK)that simplifies the HMI design processthrough the support of multi-displaysolutions, including centre display andrear-seat entertainment and applicationsas downloadable modules.

Sanjay Dhawan, president, HARMANConnected Services told Connected Car,“Automakers are looking for solutionsthat can improve the speed andefficiency for end-to-end HMI design –and that includes advancing the qualityof connectivity and comfort thatconsumers expect in their vehicles. Tohelp automakers build, manage andinnovate HMI in their vehicles, wecreated an automated UI development

suite that consists of a powerful multi-screen HMI framework and an equallypowerful toolchain.”

LEXUS UX CONCEPTINTRODUCES HMIINNOVATIONS

Lexus’ UX Concept made its worlddebut at the Paris motor show, themanufacturer suggesting that itshowcased Lexus’s vision for a futurecompact SUV.

The vehicle’s on-board HMItechnology, says Lexus, has beendesigned to provide innovative, three-dimensional displays, in tune withcustomers who live and work in analways-connected environment.

The driver’s instrument binnaclehouses a transparent globe whichappears to float, like a hologram andcontains a combination of analogueand digital information, creating afunctional yet unusual user interface.The centre console features aprominent, faceted crystal structurewithin which a hologram-style displayof air conditioning and infotainmentsystem information can be seen clearlyby both driver and front seat passenger.

The UX Concept also benefits from thelatest advances in in-vehicle electricaltechnologies. It featureselectrochromatic windows and asystem of e-mirror cameras that aremuch slimmer than conventional doormirror housings. All the switchgear iselectrostatic, housed beneathtransparent covers.

Stephan Rasmussen from the UXConcept design team at Lexus’sEuropean Design Centre, ED2, toldConnected Car, “Our brief was tocreate a new genre of compactcrossover; a vehicle that could createsomething unique from a customer’spoint of view – an innovative, three-dimensional, fully immersive userexperience.”

IS A SIGN OF THE TIMES WHEN A CAR COMPANY ISSTAGING EVENTS FOR SOFTWARE DEVELOPERS, BUT

THAT IS JUST WHAT JAGUAR LAND ROVER DID RECENTLY.Via partnerships with leading Tier 1 suppliers, and building its

own, substantial developer and R&D resource, JLR seems to haveset out to establish a leading position for itself in the field ofconnected car technology, including infotainment, AutomatedDriver Assistance Systems (ADAS) and autonomous driving.Indeed, in April this year, Jaguar Land Rover launched a wholly-owned subsidiary called InMotion. This is a new technologybusiness that builds apps and on-demand services to overcomemodern travel and transport challenges. InMotion intends tocombine the best of the automotive and technology sectors todevelop new solutions accessible via smartphones or otherconnected devices, and has begun real-world testing of a numberof different services such as car sharing and car ownershipsolutions, across North America, Europe and Asia. However, JLR is clearly aware that some of the most innovative

developments come not from major companies, but from small,agile start-ups that aren’t constrained in their thinking. So, for thesecond year, JLR organised its own developer event, and this tookplace at the National Motor Museum in Coventry, U.K.Now, Connected Car magazine has already established a good

working relationship with JLR, but we were nonetheless verypleased to be invited to partner with JLR for this event. We were tobe a media sponsor and Connected Car editor Vince Holton wasto be one of the judges for the event. The other judges were CarlPickering, Senior Manager Research and Technology Strategy,JLR, Dave Cox, Head of Innovation, M&C Saatchi, AlexMouzakitis, Head of Electrical, Electronics and SoftwareEngineering, Research andTechnology JLR, and JonathanCarrier, Head of InMotion, JLR.In the run-up to the event,

which was staged for JLR byM&C Saatchi, online pre-eventpublicity suggested that cars arenow a part of the Internet ofThings like any other connecteddevice, and that instead ofthinking of them as purelymechanical objects that just getus from A to B, we should thinkabout how they can be a part ofour connected lives and thewider ecosystem of technology.The question asked of

interested developers was - howcan we use this connected futureto have a positive impact onpeople's lives inside and outsidethe car?

For those entering the challenges, all projects were judgedagainst a combination of value creation, innovation, technicalimplementation, user experience, market potential, integrationopportunity and presentation quality.Confirming the appeal of this type of event, the Developer

Challenge was heavily over-subscribed, with JLR limiting entriesto approximately 50 developers. The Challenge was won by Harry Parkin and Ralphs Lagzda,

and their app was then due to be considered by JLR for possibleadoption and development. Connected Car has stayed in touchwith Harry and Ralphs following the challenge, and we plan toprovide a follow-up feature in a future issue.But there is no point in continuing to write about how interesting

the event was, as Connected Car was able to take a camera crewto the event and we can present our own video feature here. Weare delighted to say that the video was co-promoted by JLR andits own social media and digital marketing team. So, please clickon the movie screen here, and we hope you enjoy the show. It’sour understanding that JLR will stage the Developer Challengeevent again in 2017.

6JAGUAR LAND ROVER INV I T ES CONNECTED CAR MAGAZ INE TO PARTNER FOR 2016 DEVELOPER CHALLENGE

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JAGUAR LAND ROVER INVITES CONNECTEDCAR MAGAZINE TO PARTNER FOR 2016

DEVELOPER CHALLENGEUnderstanding how a majorOEM opens its doors toinnovative start-up businesses

IT

Click the movie screen to watch the Connected Car movie from the 2016 Jaguar LandRover Developer Challenge.

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NAVIGATIONSPECIAL

During our interview with Dr. Peter Steiner, Head ofAudi Electronics Venture and Marcus Keith,�Director Development Operating Systems AudiConnect in our previous issue, we had it confirmedfor us that the world of automotive navigationtechnology could become a hotbed of competingcompanies – the car companies, Internetcompanies, smartphone and mobile devicecompanies.

At stake is not ‘who makes the best navigationsystem’, but the commercial value of datagenerated by cars and car drivers as they maketheir way around the world. Navigation, navigationsystems, maps, sensors and cameras will capturedata that then provides an - impossible to value -understanding of car drivers habits, the routes theytake, their preferences. All of which is massaged,delivered to and used by real time, cloud-basedservices. These services can then deliver location-based offerings to the driver, again in real time.

Who woke up to the need to own this data first?Who will succeed in winning control? Will it be thecar companies? Or will it be Apple, Google orAmazon?

We decided to talk to some of the key players inorder to gain a better understanding.

THE LAST ISSUE OF CONNECTED CAR, OURINTERVIEW WITH AUDI’S MARCUS KEITH AND DR

PETER STEINER REVEALED THE SWIRLING TENSIONS THAT EXISTIN THE WORLD OF AUTOMOTIVE NAVIGATIONS SYSTEMS. WHILEHIGH-QUALITY, RELATIVELY CHEAP NAVIGATION APPS THATCAN BE TRANSPORTED FROM ONE CAR TO ANOTHER AS WELLAS USED ON FOOT ARE AVAILABLE ON EVERY SMARTPHONE,THE CAR COMPANIES CONTINUE TO DEVELOP EVER MORECOMPLEX, INTEGRATED NAV SYSTEMS AND CHARGE MANYMULTIPLES OF THE PRICES LEVIED BY THE SMARTPHONE APPSUPPLIERS. Hovering above the relatively simple debate as to which solution

consumers will choose are two, much more complex questions.The first of these is how nav systems can and will integrate withAdvanced Driver Assistance Systems (ADAS) and autonomousdriving? And second, there is the huge issue of ownership andmonetisation of the data that is being generated. The first of thesetwo problems is technical, the second is about security, privacyand – crucially – that data ownership and monetisation issue.Who owns the data generated by the car, the data that tells wherethe car was, is now and which records the day to day habits ofthe driver? That data has huge value, and is what, more than any

other consideration, is likely to put the car companies and thesmartphone/Internet companies at loggerheads. Here at Connected Car we decided to learn more about the

subject. We have spoken to a number of the car companies, butfor this principle interview I spoke to HERE. The company’s website describes its mission statement this way: ‘HERE enablespeople, enterprises and cities around the world to harness thepower of location and create innovative solutions that make ourlives safer and more efficient. We transform information fromdevices, vehicles, infrastructure and other sources into real-timelocation services that play a key role in how we move, live andinteract with one another.’ Most people know HERE as themapping services company that evolved out of Navteq, acompany bought by Nokia and initially positioned alongsideNokia’s own Ovi Maps. Nokia’s maps business was then boughtby three of the German OEMs – Audi, BMW and Mercedes Benz –to underpin their mapping, navigation and location services asthey are developed and rolled out.

For this interview I spoke with Christof Hellmis, HERE’s VicePresident of Strategic Programmes. Hellmis originally worked forGate5, the company whose product became Nokia Maps. Gate5

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STAR WARSHow the car OEMs, the smartphone and Internet

companies are managing the mapping,navigation and locations services opportunity.

Vince Holton speaks to Christof Hellmis, Vice PresidentStrategic Program Management at HERE

At CES at the beginning of thisyear, Connected Car carried outa video interview with HERE’sAlex Mangan, at the point thatHERE was launching the firstiteration of its HD Live product.You can see that video byclicking on the movie screenhere.

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CONNECTED CAR INTERVIEW

was purchased by Nokia in 2006, and Gate5, along with NokiaMaps and Navteq were all eventually combined under the Nokiabrand. Today, HERE is seen by many as one of the moreinnovative mapping and location companies.

VH: Is control of the nav system vital for the implementation ofADAS and fully autonomous driving systems?

CH: As of today, what happens inthe classical infotainment systemand in the powertrain are essentiallyseparated from an architecture pointof view. But we see these thingsincreasingly converging aroundADAS development, which iscurrently being implemented, andthis increasingly needs access tomap data. Speed limit information isneeded for the adaptive cruise

control, for example, or powering the electronic horizon withcurvature, slope and other information for energy management.There is also the question of how many different maps you wantto have in a vehicle? There is a notion or concept that combines alot of elements into one map. Whether this remains the case forautonomous driving and for infotainment is a good question andremains to be seen. With our mapping architecture we support infotainment-relevant

features as well as ADAS and autonomous driving-relevantfeatures. This enables OEMs to integrate this information in thevehicle only once, not multiple times. This does of course meanthat the ADAS systems do have to have access to the map data.Normally - or previously - this has been embedded in andmanaged by the infotainment system.

VH: So this is where you are differentiating between the ‘thin’navigation systems we have been used to, and the moresophisticated systems such as those that HERE is rolling outnow?

CH: Indeed. The first version of the HD Live service that you sawwhen you interviewed my colleague Alex Mangan in Las Vegas,for example, contains a lot of the attributes that are required forforthcoming ADAS features.

VH: Navigation is a pipeline for geo location aware services -what is the future for the car companies and their vision?

CH: You had the interview with Peter and Marcus from Audi, right,where they were quite clear on the vision. This is beyond navigation– which is about getting you from A to B. Location in general is akey enabler for all sorts of mobility services that exist today. Drivingis one form of being mobile, whether this is in your own car, or ashared car or perhaps in the future in an autonomous car. All formsof mobility will need location services to work. In the granderscheme of things location will enable many use cases becausewith an exact digital representation of the real world, you cancombine many use cases that work across cars, car share, publictransport, etc., where logistics and many other things becomerelevant and need navigation. This is why providing thisinformation is at the core of our strategy - not just to the OEM, butto the wider industry at large - to leverage all of these different usecases, and making the underlying assets - the map data and thecloud platform - more smart, more intelligent, more relevant for allof the different use cases. This benefits all of our customers – theOEMs, ride-sharing companies, the Internet companies – Microsoft,Facebook, Amazon and the other players. They will all haveaspects of their offerings that deal with mobility and location. Wesee this as a fundamental dimension for many businesses and inmany scenarios that people are experiencing on a day to daybasis. So, if the car companies are evolving with the mobilityplayers, then location will play a major role in that. And it is not just a case of dealing with data coming out of the car.

We are also dealing with data coming into the car from othervehicles – sensors in other cars for vehicle to vehicle (V2V) - orfrom other sensors – traffic infrastructure, city infrastructure or publictransport infrastructure – that can all be combined in a meaningfulway. If mobility is the topic to be addressed, the key thing is tocombine all of these data sources and all these scenarios that existtoday in a silo’d world, so that the experience can happenseamlessly across all of the different means of transportation,regardless of geography, whether you are underground or overground. That is at the centre of what HERE does, and I think that thecar companies will be customers for these types of enabler so thattheir vision to become a mobility provider can be achieved.

VH: So HERE’s background is in navigation. Do you now see your-selves as needing to become a business that develops methodsand systems that will allow the OEM’s to capitalize on data?

CC: Yes, absolutely. Digital mapping came about in the first-wavemass market because the car companies needed embeddednavigation – software and underlying map data. This was the firstwave in the 90’s and early 2,000’s. Then, with the emergence ofsmartphones, tablets and the development of the Internet ingeneral, location somehow went beyond navigation as the key usecase for digital mapping. Searches, public mapping, finding things,looking at the environment that surrounds you and combining thiswith imagery, this became the second push, from 2006 to 2008and onwards. Now, smartphones are mass market, and you can’t sell a

smartphone without location-based services. Location is nowembedded into your calendar, into pictures that you take, and manyuse cases use this intelligence. Which brings us to the next wave of

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innovation for the car companies – autonomous driving andmaking mobility more efficient and more effective. That’s what wedo, and the whole industry benefits. The key thing is that we arealways trying to combine all of the use cases into a common asset– the map and the platform – that powers multiple customers. Imean the car companies, of course, but we are quite open aboutthe fact that we also have large customers who are the Internetplayers. They, too, need location enablement, normal routing, trafficinformation and a map platform that supports them with geo-information and smartness. This allows analytics to happen andpredictions to be made. Increasingly, with sensor data becomingavailable, a new opportunity opens up for the whole, wider industryto develop new services, and to gather new intelligence that makesdriving and mobility safer and more sustainable. That is HERE’scharter going forward, and why we are spending a lot of money onplatforms and greater capabilities.

VH: But with the smartphone and Internet companies striving totake control of this environment, and the car companies wantingto take control at least as determinedly, will this not be a reallydifficult relationship to work out?

CH: It may not be quite as much of a battleground as you mightthink. If you look at the different players they have quite divergentviews and perspectives on things. As the vehicles is enabled bydigital services – location in particular - and developed as a dataplatform, you will see it moving onto the next level in terms of userexperience and capabilities. Assisted systems for drivability, safety,fuel economy, sustainability, all improving the process of gettingsomebody from A to B, this is something the car industry willfocus on a lot. We will continue to address all customers, and thisis one of the reasons the three companies (Audi, BMW andMercedes-Benz) invested in us. They want HERE to stay open toall companies and industries because it ultimately benefits thesame underlying assets – the map and the platform.

VH: How will the car companies publicly differentiate their systemsfrom Google and Apple’s and maintain their own brand identity?

CH: The car companies will differentiate via better embedding,better digitisation and overall a better driver and passenger

experience inside the vehicle. When we consider thesmartphone companies, and as you discussed in the interviewwith Audi, there is a rather well-known one called Apple, whichdoes not allow close integration nor any ability to influence itsplatform or experience in order to make it seamless or a betterexperience for the end user, and then on the other hand theother major player is not a smartphone company at all. Googleand Android is an ecosystem that is evolving around a freeoffering that is an operating system. These players are headingin very different directions. Now, with the car becoming a dataplatform and being equipped with multiple screens, this iswhere these worlds meet. Ultimately, though, I believe thecustomers will decide what makes most sense for them. Asuccessful model will emerge.

VH: Do you think that in 5 years’ time it will have become apparent that the car companies have providedGoogle and Apple with greater access to the data that their cars are generating? And that consumers will still be using smartphone-based navigation systems in their cars?

CH: For sure, all OEMs are investing heavily to allow them tooffer a better user experience. This goes beyond just the drivingexperience, and into mobility in general. The evidence of this isvisible today. Only a few hours ago, I read a journalist’s reviewof the new Porsche Panamera, a car that has several bigscreens inside it. He said ‘yes, it’s a great car, but theexperience that really rocked was the infotainment system!’ Hispoint was that although some of the technology was gimmicky,he spent a lot of time playing with and enjoying the coolfeatures of the car. The fact that this sports limousine also lapsthe Nurburgring in 7 minutes was almost incidental. Thejournalist said that it was almost cooler to sit in the back seatand play with the screens. It is very hard to imagine enablingthis level of integration with the smartphone. This tells youwhere the industry is going, and the different focus of theplayers. For another of our customers – Jaguar Land Rover – we build

an integrated rear seat system that allows the kids orpassengers in the back to look up destinations and transmitthem to the driver. Again, this level of multi-screen, multi-use

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Apple CarPlay in Volvo’s XC90

case, multi-threaded environment means that it is hard to imaginewhy the smartphone companies would invest to try to compete,even assuming that that type of integration might be possible witha smartphone.

CC: So does this mean you think that the role of the smartphonein the car will reduce?

CH: Sure. Remember that although today we have a smartphonewith access to all of our media – Netflix or something, if you areat home you watch that content on your super-dooper, 55”, Dolbysurround, Hi-Fi system and internet-connected OLED TV, not yoursmartphone. The same will be true with the car. I do think thesmartphone will remain key to certain personalised features –contacts, music streaming, individual messages and your socialcontext and basic communication, and also in terms of mobility –to book a ride share, or taxi.

VH: Isn’t it the case that consumers may well prefer to continueto use their smartphone-based navigation apps in their carsbecause the car companies continue to price navigation andinfotainment options very highly? Or do you maybe think thatthere could be a complete turnaround in the pricing policy of thecar companies, and they might start to sell nav andinfotainment services as a loss-leader simply to retain control ofwhat is going on inside the car?

CH: Look, I think that with digitalisation in general, you will seethat a lot of the established business models will be challenged,and you will see a lot of changes – and legislation for servicessuch as e-call can drive this. Then take something like carinsurance. Until now you have provided information on yourself,your vehicle and where you live and you are quoted a price,regardless of how you use it. If you drive a sports car youprobably have to pay higher insurance. This is now changing tousage-based insurance. You give your data to the insurancecompany to get a better quote, and this is to the benefit of all. This type of thinking is leading to massive changes and

disruption. I think we will see the same with vehicle ownershipand the way that mobility is consumed. Today, the lifetime of acar is determined by the mechanics of that car – whether thingsbreak, the engine blows up, it rusts. Imagine a time when thelifetime of a car is determined by software and the services thatcome with it. Today cars are built to last 23, 30 or 40 years. Inthe future they may not have to be built like that because youmight be giving them back after a few years to upgrade. Theprocess has already started. Think about the BMW ‘i’ series cars.They were built to be recycled. If you can imagine this, then youcan think that the cost structure of designing, building andmaintaining cars can change dramatically. In the electric vehiclemarket, too, you often buy the car but lease the battery. So, times are changing and I don’t know whether navigation

and location services need to be a loss-leader in order to attract

customers. I think that customers are embracing digital servicesin the car, large screens, comfort and safety. These are all factorsinfluencing the purchasing behaviour of consumers when they areconsidering a vehicle. I do think that standalone navigation in thePersonal Navigation Device (PND) world is no longer whatpeople want. Big screens in the car are here to stay, and the ADASand autonomous driving systems that are being integrated todaywill all need access to a map. Typically, too, the nav element is included as part of a trim or

options package that also includes other features – hands free,leather seats, big screens, big speakers, etc. I don’t think thatsmartphones can go here, and aren’t willing to go here becausethese systems are so specialised.

VH: How will nav systems benefit from dead reckoningintegration with car sensors and how many in-car sensors canHERE, CarPlay and Android Auto already access?

CH: Dead reckoning is important. We have our own deadreckoning software for more simple applications, but we alsointegrate with dead-reckoning systems from Tier 1 suppliers. Ithink that the standard challenges of dead reckoning fornavigation and infotainment have already been solved. In thefuture, the much more interesting question and problem to solveis in the context of autonomous driving and the matter of vehiclelocalization. Given the sensor systems of the car – camera, radar,lidar - how do they work together with a few sensor observationsand a high precision map to allow the vehicle to work out itsexact position on the road? And under all weather and drivingconditions – rain snow, darkness? This is the real problem tosolve for autonomous driving systems. If you are asking how many sensors can CarPlay and Android

already access, then this is where you will see the OEMs answervery carefully over what type of vehicle sensor data can beavailable in a smartphone-based environment. The concerns aredata protection, privacy and also security.

VH: And commercial, too, I would imagine, as that data isvaluable?

CH: Oh, for sure. But this is where there is ongoing evolution inthe market where the players try to find their position and theirpart in the value chain to provide monetise-able services to theconsumer. Dead reckoning and deeply embedded sensor signalsare something that the car companies will be very careful aboutexposing to the outside world. Commercial considerations playlarge, of course, but also security and privacy.

VH: Let’s finish off with (literally!) a blue skies question.Satellites are pretty important to mapping and locationcompanies. How is Galileo doing and how will GPS, Galileo andthe Russian and Chinese satellite systems co-exist?

CH: In that regard, already today in addition to the US’ GPSnetwork of satellites there are also the 24 Russian GLONASSsatellites and China’s Beidou system of 16 satellites. So there isco-existence of different systems already now and HERE canobtain a fix from all of them. Other international systems like Galileo are poised to join the

mix and, by the end of 2020, it’s anticipated that up to 140satellites will offer positioning services, which will all beautomatically added to HERE positioning technology.

www.here.com

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Range Rover Sport rear seat display.

VH: How will the car companies publicly differentiate theirsystems from Google and Apple’s and maintain their own brandidentity?

AF: Differentiation can be seen in the interface of the car. BMW’sintegration of Apple CarPlay differs from other OEM’s as it provideswireless integration and is also seamless as the CarPlay featuresare available within the iDrive menus such as Media orCommunication, providing customers with a choice.

VH: Dead reckoning integrates with car sensors. Is BMWallowing access to its sensors?

AF: I don’t have a full list of data that is available to Apple as partof the integration of Apple CarPlay. We do not offer Android Auto inBMW models.

VH: Will consumers prefer to use nav apps on their mobiledevices rather than pay for expensive manufacturer options?

AF: BMW includes navigation as standard on all models andincludes three years free of charge map updates that are availablefour times a year.

VH: Is control of the navigation system vital for theimplementation of ADAS and fully autonomous driving systems?

AF: The navigation system requires highly detailed and accuratemapping. BMW Group has acquired a significant share of HEREfor this reason alongside Daimler and Audi.

VH: Navigation is a pipeline for geo location aware services -what is the future for the car companies and their vision?

AF: This has been shown in the Vision Future Interaction conceptand also the launch of BMW Connected this year whereby we canlearn normal routes and serve context relevant information andtime to leave notifications prior to reaching the car, and then aseamless integration to the vehicle navigation on entry to thevehicle. This is the first stage, with greater smarthome integrationpossible as well as an upcoming release to support Amazon Echoand Microsoft Cortana.

VH: How important is navigation tech to Mercedes-Benz?

BO: For us as a car manufacturer, precise map data is very importantas well as a performing navigation engine to find the best routes fromA to B as well as a good POI database.

VH: Where does Mercedes stand on smartphone mirroring?

BO: Mercedes-Benz was a founding member of the Car ConnectivityConsortium (CCC) in 2011: manufacturers of mobile phones,technology companies and vehicle manufacturers were workingtogether on “MirrorLink”, a uniform standard for the integration ofsmartphones into the vehicle architecture. The goal of Mercedes-Benz,alongside the integration of iOS and Android-based devices, is to offermaximum compatibility for smartphones with other operating systems.

VH: What is your view on dead reckoning integration with carsensors, and how many in-car sensors can CarPlay and Android Autoaccess?

BO: We already bear data privacy in mind when designing connectedservices and we have developed our systems and services from thevery start in consideration of the highest data protection standards. Forthis reason, we flank new technical developments with threeprinciples:Transparency: Customers must know what data is collected when

and for what purpose. Customers are extensively informed about thedata processing in the sales literature, on the vehicle homepage, in theMercedes me app, the owner's manual and the terms of use.Self-determination: Customers decide themselves which services

they actually wish to use and which data they wish to disclose - byagreeing, signing a contract or pressing a button.Data privacy: The high safety standards our customers expect from

our vehicles apply equally to the data privacy of the connected vehicle.Daimler protects customer data against manipulations and improperuse. We are continuously advancing data security in step with thetechnical advancements in IT.In terms of smartphone-based infotainment systems this means, that

e.g. Android Auto or CarPlay only get those kinds of sensor data whichthe systems need to work. There is no exchange of CAN bus data likestatus of fuel or air pressure within the tyres.

VH: How will the car companies publicly differentiate their systemsfrom Google and Apple’s and maintain their own brand identity?

BO: Mercedes-Benz customers do have a real unique brandexperience inside their car - not only in the interior design, but alsowithin the user interface. We call this holistic and sophisticatedapproach User Experience Design. Great interior with ambient light,look and feel of the materials combined with state-of-the-art touchcontrol and high-res displays with great animation about the status ofthe car (with information directly of the CAN bus). This kind ofexperience and all those functionalities can only be offered by thecarmaker itself.

VH: Will consumers prefer to use nav apps on their mobile devicesrather than pay for expensive options?

BO: A good navigation system is much more than just calculatingroutes. Take a look at our E-Class for example: on the navigationscreen you will find additional information like free parking slotsnearby, weather at your destination and the estimated time of arrival,vehicle-to-vehicle warning or fuel prices. The information is locallybased as well as context based – and is tailored to the individual car.If you drive a diesel, only diesel prices will be shown on the map.

VH: Navigation is a pipeline for geolocation aware services - what is the futurefor the car companies and their vision?

BO: Take a look at our research car F015Luxury in Motion. This gives you an outlookof what might come next…

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MERCEDES-BENZ AND BMW ON NAVIGATIONAs part of its review of the automotive navigation marketplace,Connected Car also connected with Benjamin Oberkersch of

Mercedes-Benz AG, and Andrew Furse of BMW UK.

Benjamin Oberkersch, Connected Carand Telematics, R&D Communications,Mercedes-Benz AG

Andrew Furse, Product Manager -Strategy, Options and Technology,BMW UK

VH: Let’s start off with you telling us TomTom’s background.

FdR: We started with anaftermarket PND device thatmade us big, and we are stillvery successful in sellingthose devices. It may not be agrowing market, but for us it isstill sizeable. A long time ago

though we realised that integrated navigation systems would beimportant for the future and in 2007 we launched our firstintegrated navigation system with Renault, which becameconnected in a later generation. From that platform we have built avery strong customer base in embedded navigation systems. Keepin mind that while the market for embedded navigation is growing,currently about 30% of new cars are sold with embeddednavigation in Europe and North America. That means, of course,that more than two thirds of all new cars sold do not haveembedded navigation.

VH: And how did you build your maps at the outset?

FdR: Making and maintaining maps is a big operation! Historicallywe have built our maps based on data gathered by our mobilemapping vehicles. This is a fleet of cars with an enormous

amount of cameras and sensors that drive around collecting vastamounts of information about the world. We then have a verylarge back-end processing organisation that turns this into a map.Now, and with cars becoming more equipped with sensors andbecoming a more and more connected community, input from justanyone is becoming a bigger and bigger factor. We haveupgraded our back-end processing to take in that communityinput and the traces we receive from cars that we use, forexample, in our traffic updates, are also used in detectingchanges in the road network. Where possible we use that to makemap edits, and where needed we use information about changesas targets for deployment of mobile mapping vehicles. Thatmeans that while today the mobile mapping vehicles still play animportant role, in the future that role could be replaced entirely bycommunity input.

VH: Can you tell us which car companies are using TomTomnavigation?

FdR: Sure, but first you have to understand that we ‘component-ise’ our offer for embedded navigation. Key components includethe digital maps, the navigation software and the real timeinformation systems such as traffic. Our car customers vary bycomponent but the most well-known take our full range. We havefull range systems in the market with Renault, with Fiat and with

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HELPING THE WORLD FINDITS DESTINATION

Connected Car interview with Frans de Rooij, Director Product Management, TomTom Automotive

OMTOM IS ONE OF THE BEST KNOWN NAMES IN THE NAVIGATION INDUSTRY, AND FOR MANY PEOPLE, THEIR FIRST EXPERIENCE OFGPS AND NAVIGATION SYSTEMS WILL HAVE COME ABOUT USING A TOMTOM DEVICE. A MAJOR PLAYER IN THE EARLY PERSONAL

NAVIGATION DEVICE (PND) MARKET, TOMTOM HAS EVOLVED AND NOW ALSO PROVIDES NAVIGATION APPS FOR SMARTPHONE ANDMOBILE DEVICE USERS, SMART WATCHES AND OTHER WEARABLE DEVICES, SUPPLIES THE WORLDS CAR COMPANIES WITHCOMPONENTISED NAVIGATION SYSTEMS THAT ARE USED IN THE MANUFACTURERS INTEGRATED NAVIGATION SYSTEMS, AS WELL ASSUPPLYING CLOUD-BASED TRAFFIC AND OTHER REAL-TIME SERVICES TO BOTH CONSUMERS AND OEMS.

A GOOD IDEA, THEN, FOR VINCE HOLTON OF CONNECTED CAR TO TALK TO TOMTOM AS PART OF THIS ISSUE’S NAVIGATION SYSTEMS REVIEW.

T

CONNECTED CAR INTERVIEW

PSA. In addition to that I think that all OEMS in the world are usingour digital maps in some system or another, and then we havecustomers that use just our connected services. These include theVW Group, Hyundai Kia and several others.

VH: Really? Every OEM uses your maps?

FdR: Yes, in one system or another. First they choose theirsystems by geography, so they may have one maps supplier inEurope, another in Asia and another in the USA. And then theydifferentiate by systems. They may have an entry level system anda high-end system. These may be available across all models,some may be available in only high-end, mid- or entry level, andthe map supplier may vary by system and by car. When theymove to their next generation systems, they open the field again tonew suppliers. This is how we can say that TomTom maps are inevery OEM. We see continued growth in the navigation systems market,

especially as TomTom, with its component-based system, makesits way into many new areas.

VH: As car companies develop ever more integrated navigationsystems, how can the white label navigation companies such asTom Tom, Garmin etc compete?

FdR: We see that the majority of infotainment systems have abuilt-in and a brought-in option. They often exist side by side andit is the customer’s choice. Totally integrated systems are thedefault choice of the OEMs because that way they can retaincontrol and influence the consumer experience. TomTom’s pitchwith its embedded navigation components is very much that weenable car makers to deliver a navigation system that fits well withthe user experience they want to deliver. Certainly on the higherend systems – the ’business’ lines, the OEMs want to provide asleek, OEM-branded integrated navigation system.We see that this market will continue to grow. This is for ‘visible’ navigation systems. Then, of course, there are

ADAS systems, and in that area we see even more potential forembedded components. Currently many ADAS systems are basedonly on sensors only, so they take radar data, or camera data to

adjust the cruise control or to warn you when you leave a lane onthe motorway. But these systems are getting better, taking in moreresources and OEMs are developing these ADAS systems to thatthey can enable partly- or fully-autonomous driving. We see ourcomponents as very important for these systems, and we believethat in the future all control and safety systems will need to have adigital map.

VH: The discussions I am having with many players in this fieldseem to confirm that there is an impending land-grab situation –perhaps even a battle – over the ownership of the datagenerated by the car and as a result of the habits and decisionsmade by the car driver. It is all about making money from thisdata. How do you think this situation will play out?

FdR: That’s an interesting choice of words. I am not sure it will bea battle, perhaps it will. I think there are different areas. Thebusiness models of Apple and Google are different, and differentagain from what the car industry is used to. The data that Googlewants to mine? That is the choice of the OEM as to whether theywant to go along with that. The model we support is basedaround allowing the OEM to deliver a successful product and howthat fits in with the way they want to commercialise their brand.We think that many of these features will have to be part of thetrim options they want to offer and how they commercialise that.

VH: So you don’t see TomTom being able to earn revenue fromthe data generated by your real time data systems? Perhapstelling somebody where the nearest Starbucks is in order torevenue share? It sounds like you are saying TomTom does notsee this as part of its future commercialisation?

FdR: I don’t want to say that we see NO commercialisationopportunity. When it comes to our traffic data, for example, wehave been selling that to end-users (and via OEMS to end-users)for years, but our plan is not to introduce driver distractionmoments. We are not an advertising company like Google. Whatwe do see as a growing trend is offering a growing portfolio ofservices with our systems. An OEM such as BMW may be able to charge hundreds of Euros

per year for maintenance programmes and another brand mayinclude one, three or five years of services – Hyundai and Kia offerlong service deals, for example. We see the same trend withdigital services. We are of course interested in making money, but through

growing the community of people that use TomTom products andservices – smartphones, embedded systems, aftermarket GPS satnav devices, traffic services, professional telematics – that’scurrently a community of over 400 million people.

VH: Where does TomTom stand on dead reckoning integration?

FdR: Dead reckoning and integration with car sensors candefinitely make the navigation experience better. You see thedifference when you compare our smartphone and aftermarketdevices with our embedded devices. Integration in cars is alsoenabling the provision of further sensor feedback from the car tothe cloud – not just the GPS position, but braking or harshcornering, rain sensors for weather conditions. This can all beused and packaged, sent back to consumers telling them aboutroad conditions, hazards etc. The integration varies by model, butthe most common integration is with wheel sensors for deadreckoning. But there is also integration with the user interface. You need to

think about the cluster display, not just the sensor stack. The

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TomTom offers arange of real time

services toconsumers and

OEMs.

controls on the steering wheel and on the centre console. It is allthat integration that makes an embedded system better and nicer.

VH: Do you think that consumers could prefer to use navigationapps on their smartphones or other mobile devices, orstandalone navigation devices, rather than pay for expensiveoptions from the OEMs?

FdR: I think there are different types of users with differentpreferences. The advantage of a smartphone-based app is thatthe familiar experience on your phone can be taken everywherewith you. People get quite attached to that. It is perhaps a slightlyuncomfortable situation for the car companies. While they want tocontrol the experience via the embedded systems they havedeveloped, they recognize that their customers want to usesmartphone-based navigation. Then they see their competitorsproviding CarPlay or Android Auto and they also feel compelled tosupport this.

VH: Is control of the navigation system vital for theimplementation of ADAS and fully autonomous driving systems?

FdR: We do see the trend towards ADAS and autonomous drivingsystems. We think that in production it will be vital for thesesystems to have access to a map and real time services, but thatis not automatically the same as the navigation. If a car has anembedded nav system, then both the navigation and the ADAScould make use of the same map and database, but I could alsoimagine a situation where a car has an embedded map or accessto mapping on the cloud, but still leaves the option open to theuser to bring in whatever navigation he prefers. That could meana second map and a second processing engine. Withsmartphone and chipset costs going down, that is entirelyfeasible.

VH: Do you think that TomTom has a future in the ADAS andautonomous driving systems space?

FdR: We think we have a very big future. It may be via the samemap we use today, but there will be a whole set of different layersor attributes that will be important in ADAS systems. You don’tneed all of the fancy visualisations of the buildings in a street thatyou would expect in a navigation system, but you do need highlyprecise information about the lanes on a road, the lane markingsthat the system could compare with that the cameras see,information about what is by the side of the road to help withaccurate positioning, information about what lanes connect withwhat other lanes on junctions and roundabouts. That is what weat TomTom are now collecting, adding a whole set of highdefinition map layers to our maps to enable ADAS andautonomous driving systems.

VH: As manufacturers become keener to maintain control ofdata generated in their cars, could you see the current, highcost navigation and connectivity pack options and annualsubscriptions coming down in price – perhaps even regarded asa loss-leader by the OEMs – in order to tie the consumer in andretain 100% control of any revenue-earning opportunities?

FDR: I think it has to be looked at on a brand by brand basis. TheVW navigation system is an extra Euro 3,000 on top of the priceof a car plus a Euro 200/year subscription. If you look at a brandlike Renault it is more in the range of Euro 500 on top of the priceof a car and that’s not too different from the price of an aftermarket

system. As with cars, the margins vary by OEM. But yes, it ispossible that some car companies may choose to makenavigation standard equipment in order to ensure synergy withtheir ADAS and autonomous driving systems. However, where co-branding with consumer brands is concerned, I don’t think theywill be able to push that out.

VH: As a navigation company you will be aware that the Galileosatellite network is becoming operational – how is this doing,and how will GPS and Galileo co-exist?

FDR: Well, I’m not the satellite expert, but there are now a numberof competing satellite systems – GPS, Galileo, GLONASS, etc.They all have a range of satellites up in the air, they all enablepositioning, they are all government funded for strategic reasons.A company like TomTom can buy chipsets that support multiplesatellite systems. While this will make things more reliable, it willalso make them more expensive.

VH: So will the navigation space become a battleground in thefuture, or will everything run smoothly? And what will thenavigation market look like in 5 years?

FdR: I see two battlefields, or let’s say ‘spheres’. One isADAS/autonomous driving and the other is navigation. ForADAS/autonomous driving, I see new parties entering this spaceand being bought up by the OEMs and the ecosystem evolving.But I think the one constant in that ecosystem that is fantastic forTomTom is the need for a map and accurate, real-time informationabout the road network and what is happening today. There areonly a very small number of players in the world that can do that,and TomTom is one of them. In the navigation field it is perhaps somewhat different. I think

that many options will continue to co-exist – brought in, built-inetc. TomTom plays in all of these fields. We think that embeddednavigation will remain at about 30% of all new vehicles with theuser choosing from other options for the remainder. That is thespace that Apple and Google compete in, and that is where weperhaps see there being a battlefield, between those twocompanies and other providers.

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TomTom has partneredwith Bosch on mappingtechnology forautomated driving.

AUTOMATING INTEROPERABILITYTESTING IN THE CONNECTED CARReliability is paramount in the automotive sector. Vehicleconnectivity and infotainment systems must be stable in order toavoid driver distraction; manufacturers expend much effort andresource to ensure that in-car systems function reliably for thelifetime of the vehicle. Today’s cars integrate consumer electronics,mobile devices and wireless data, navigation systems and thirdparty infotainment services and applications, all of which makein-car connectivity increasingly complex. NextGen ATAM is a test automation system built to help address

the increasing complexity and myriad consumer use cases invehicle systems must now handle, and, through deep testing,reveals the hidden performance variables that will affect real worlduse.

ATAM CAPABILITYATAM automatically controls vehicle infotainment systems,emulating user interactions with the HMI, while simultaneouslycontrolling the wide variety of CE hardware and technologies with

16REVEA L I NG H I DDEN P ER FORMANCE . . .

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REVEALING HIDDENPERFORMANCE...

which the car must interface. ATAM is used for testing andevaluating hands free and streaming services with attachedmobile phones, media players and data. ATAM can simulate whathappens when in-car systems and the HMI transition fromnavigation modes to telephony, from media playback and voicecontrol. ATAM characterises the behaviour of these systems asdevices and services are connected, disconnected, accessed andactivated, in the thousands of ways that might occur in real worlduse. While manual testing can establish if a given mobile devicedisconnects and reconnects reliably with the in-car systems over a handful of repeated cycles, ATAM can evaluate performance over thousands of disconnection and reconnection cycles withsubtle changes in the test conditions and timing, revealingobscure failures that would take countless hours of manual testingto identify.

ATAM SYSTEM CONTROLATAM represents a new way of creating test cases, presentinghardware and control operations as a flow of devices, elementsand operations. Using the ATAM Desktop Manager application

Apple Phone Control Demo Screen Grab.

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running on a desktop PC, ATAM allows sequencing of basicelements into a complex flow, and so builds-up intricate usecases. By designing the test flow creation process in this way,simultaneous sequences of actions andinteractions can be devised to run in parallel.To give an example test scenario: ATAM canmodel how the infotainment system willbehave when a mobile device runningAndroid Auto receives a voice command,while playing media and providing navigationservices, when an incoming call is receivedand the ignition is switched off. ATAM allowsthis test to be repeated, exactly, many timeswith many different mobile phones, revealingthe overall performance of this scenario, longbefore a million users get to do the samething in a real car.

ATAM CONNECTIVITY ANDARCHITECTUREATAM combines a physical control layer, atthe heart of which is the ATAM controller. Thisincorporates powerful processing power withan array of input/output control interfaces.Alongside the controller is the ATAM DesktopManager software application suite, whichallows the engineer to create and execute testflows reliably and with precise repeatabilityfor as many iterations as are required. WhenATAM is integrated with infotainment systemsfor control of all key functions, itsimultaneously controls consumer devices,such as mobile phones, tablets and a broadarray of other hardware, to replicate multipleconnectivity use cases.

DATA CAPTURE ANDANALYSISBy capturing detailed event logs, ATAMmonitors how connected devices respondand interoperate, to build a compatibilityprofile using data-mining techniques that

characterise use cases and connectivity setups. Combinations ofBluetooth and control sequences with response activity logs andalso visual indicators from the HMI, are captured via videocameras that constantly monitor the test processes duringexecution.

THE RACE FOR INTEROPERABILITYATAM is used today by some of the world’s best knownautomotive brands to understand and demonstrate the capabilitiesof their in-vehicle systems. Developers of infotainment andconnectivity subsystems are using ATAM to help build productsand to speed-up the time taken to validate them, accelerating thedevelopment cycle and allowing deeper insight into the productdevelopment process. NextGen provides full integration services todevelop custom control interfaces for infotainment and subsystemsuppliers, opening new levels of insight into the performance ofthe systems in development.

ATAM System Controller 1000

Ethernet Connection Port 2

Downlink HF Audio

Uplink HF Audio

USB Charging & Control

Downlink HF Audio

Uplink HF Audio

USB Charging & Control (Optional)

Vehicle infotainment Module(BT, Wi-Fi)

Vehicle HF Speaker

Vehicle HF Mic

Vbatt+/- Control

CAN 1

CAN 2

CAN 3

ETHERNET

USB

Audio Sense inputs, canalso be ‘hard wired’ to ATAM

Slave PhoneConnected to CH 4

Test PhoneConnected to CH 1

InfotainmentCAN

ATAM DesktopApplication

Diagram above: ATAM Architecture Overview.

With the ever-rising costs of fossil fuels and attention increasinglyfocused on global climate change, in order to reduce air or noisepollution there are more and more limited access areas/no-gozones. It is likely that Zero Emission Vehicles (ZEV) and electricvehicles will become be mandatory for accessing the heart ofmajor cities. As most of the world’s population is now living nearthe center of major downtown areas, traffic congestion a bigconcern.For this reason, the reliability of traffic information is a key

argument for navigation technology acquisition by an OEM. Theconsumers’ expectation of ‘wanting it for free’ impacts what thecustomer wants to pay versus what the OEMs want to charge (tofund software development and maintenance costs). The break-even point for an IVI system is becoming a big issue for theautomakers; especially when one compares the added value of anembedded system with the smartphone’s unlimited set ofapplications.The emerging economy of sharing (e.g. Uber, Airbnb…) causes

us to reconsider the relationship to property. Emotional attachmentto the vehicle is reduced and the vehicle tends to bedepersonalized. Because of the precautionary movement bylegislators to tighten regulations limiting the risk of human error,OEMs are introducing more sophisticated automation into thevehicle by embedding more Advanced Driver assistance (ADAS).The road to the autonomous vehicle has been paved!

THE GENIVI ALLIANCE CONTRIBUTIONPSA has been a member of the GENIVI Alliance, a non-profitalliance focused on developing an open in-vehicle infotainment(IVI) and connectivity software platform for the transportationindustry, since its inception in 2009. GENIVI’s goal has been to reduce development costs of an IVI

device by sharing a common middleware, based on open sourcesoftware and Linux. The aim is for OEMs and suppliers to be ableto focus on differentiating features. PSA’s recent IVI products areGENIVI Compliant.Some significant progress has been made, but there is still some

work to be done, such as:

• There are still some missing features in the GENIVI platformand funding projects have been currently launched to fill gaps

• How best to deal with software provided by the smartphoneand over the air services?

• How to manage the coexistence of navigation in the IVI andmap database used by ADAS?

• Embedded guidance is using dead reckoning that provides amore robust localization. How best to share that informationwith downloaded applications?

DOWNLOADED APPSCost reduction is the daily concern of any car manufacturer, and,for the IVI domain, there’s a strong internal pressure to shortcutany discussion and to switch to mobile apps, e.g. for navigation.After all, mobile apps are free, aren’t they? For sure, the reality ismuch more complex than it appears but, for all the reasonsdetailed in the intro, it’s tricky to get a vision of what the futureholds, especially for IVI.

STRATEGYWe believe that a good approach is to maintain an equal footingwith major Silicon Valley companies, whose core business is tohave an enriched ‘knowledge database’ on the users. Thesecompanies provide ‘for free’ access to navigation apps that benefita wide community of users, while at the same time, collect a largeamount of data from the user and from the car.To keep on selling cars and matching customer’s expectations,

a car manufacturer must keep control of the customer data andexperiences - even if, for cost reduction reasons, the way toproceed is to move to MirrorLink or downloaded apps. In anyinstance, some topics have to be considered:

• Dead reckoning - embedded sensors are the added value of acar manufacturer and have to be preserved and monetized

• Location-based services make good sense because the car isprecisely located (by dead-reckoning) in a matching map

• By managing the GNSS receiver (multi standard), a carmanufacturer can control the interface and the future servicesthat will be deployed by, for example, Galileo

• The only way to preserve and to improve the brand identity isto control the look and feel of the HMI

• It’s in the best interest of white label companies to worktogether with car manufacturers, and a way to proceed is towork on ADAS

• Because of specific attributes required by ADAS, it would makemore sense to go to a separate map database, but updatecosts and coherency of maintaining two databases still have tobe considered

• Open source API is the key, because it preserves the globalsourcing (no proprietary locks) and leaves the door open tonew features

• Accessing interfaces is also a way to leave open the datacollection, in order to enrich the ‘knowledge database’ for ourcustomers

www.genivi.org www.groupe-psa.com

18NAV I G AT I ON SPEC I A L - T R ENDS AND D I R EC T I ONS FOR AU TOMOT I V E N AV I G AT I ON AND MAPP I NG

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TRENDS AND DIRECTIONS FORAUTOMOTIVE NAVIGATION AND MAPPINGPhilippe COLLIOT, Navigation lead, PSA / Lead Navigation &

Map Expert Genivi Alliance

OCIETY IS FACING MAJOR DISRUPTIONS, WHICH IMPACT THE AUTOMOTIVEINDUSTRY, ESPECIALLY IN CONNECTION TO THE CAR’S IN-VEHICLE

INFOTAINMENT (IVI) SYSTEM. WITH CUSTOMERS COMING TO EXPECT THE SAMECONNECTIVITY IN THEIR VEHICLE THAT THEY HAVE IN THEIR HOMES, IT IS BECOMINGINCREASINGLY IMPORTANT FOR OEMS TO HAVE THE LATEST IVI TECHNOLOGIES FOR THEIR AUDIO,NAVIGATION AND CONNECTIVITY OFFERINGS.

S

19V I D EO R E V I EW - A UD I S Y S T EMS E XCE L , B U T A R E WE R E ACH ING PRAC T I C A L L IM I T S ?

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AUDI SYSTEMS EXCEL,BUT ARE WE REACHING

PRACTICAL LIMITS?Do car companies believe theircustomers are more tech savvy

than they really are?

VIDEO REVIEW

LONGSIDE OUR RECENT INTERVIEW FEATURE WITH TWOOF AUDI’S MOST SENIOR CONNECTED CAR EXECUTIVES,

CONNECTED CAR MAGAZINE WAS SUPPLIED WITH AN AUDI A43.0 TDI QUATTRO S LINE IN ORDER THAT WE COULDEXPERIENCE THE LATEST AUDI SYSTEMS, INCLUDING AUDIVIRTUAL COCKPIT AND THE LATEST AUDI CONNECTCONNECTED CAR TECHNOLOGIES.In addition to the centre console-mounted screen, Virtual Cockpit

features a 12.3” LCD screen which can be customised to yourpreferences. In addition to this there is Apple Car Play, AndroidAuto, Wi-Fi, Bluetooth and a 4G SIM to provide cloud connectivityand access to software systems around the world. So the A4 contains a wealth of technology, and all of it works.

That we are not disputing. However, we do have concerns over theway so much technology is being presented to the consumer. Thisconcern is not Audi-specific, nor does the way Audi presents itstech represent the biggest challenges. Almost across the board,manufacturers are cramming more and more technology intotoday’s cars, whether we are talking infotainment, ADAS orautonomous driving systems. Here at Connected Car we are concerned that the car companies

are not putting enough thought into how their customers will usetechnology in their cars. OK, we have asomewhat privileged position in that we are drivemany different vehicles with the specific goal oftesting tech, but, based on this experience, weare very aware that we spend vast amounts oftime trying to make tech work, and confess thatthis is often happening while we are driving. Thiscannot be good, and it is certainly not safe.This is all about the Human Machine Interface

(HMI), the processes that manage the driversevery interaction with the car. Until recent times,all the car driver has had to deal with is theSWGCTBC-MI (Steering wheel, Gear Change,Throttle, Brake, Clutch-Machine Interface). Now,a degree in rocket science is required to controlof the technology in today’s cars. All of whichprocess is overlaid on what should be the all-consuming task of driving the car safely alongroads, through towns and amongst pedestrians.

There is a case to be made for saying that this current, awkwardperiod during which we struggle to implement tomorrow’stechnology in today’s cars is a short-term challenge. Optimisticallyminded automotive futurologists will point out that it won’t be longbefore the consumer ceases to drive a car, rather he will be apassenger in an autonomous pod, where his biggest concern willbe whether to play Drakensang Online or watch Clarkson, Mayand Hammond upsetting whole countries on Amazon Video. Thisdoes not, however, change the fact that for five, ten or even moreyears, the current situation will continue, and consumers will bestruggling with their cars. In our video feature here, we ask who will create a truly viable

HMI? Will it be the car companies? Tier 1 suppliers? Or, dare weeven say this – will Google, Apple or another tech company stepin to make car tech easy, the way they did with personalcomputers and smartphones? Iconoclastic, or what?We will make a full feature of this subject in a future issue, as

the challenge of introducing tech to cars in ways that will enhancethe consumer experience as well as their safety and efficiency isnot about to get any less enormous any time soon. In the meantime, watch our video review of the comprehensive

systems in the Audi A4.

A

Audi Virtual Cockpit and Audi Connect provide the car driver with a brave newworld of technology, but how much will be used on a regular basis?

vehicle and freight movement technologies on a portion of I-380 from Iowa City to Cedar Rapids. The integrated automatedvehicle and freight movement corridor on I-380 is apparently acritical element of the Iowa DOT initiative to develop aplatform for connecting and guiding automated vehicles basedon high-definition (HD) mapping assets, predictive travelmodelling and cloud-based infrastructure.

SHORTcutsHERE AND IOWA DOT CREATE ENVIRONMENTFOR AUTOMATED VEHICLE PILOTS

HEREand the Iowa Department of Transportation (Iowa DOT)have announced a multi-phase project to develop automated

HERE UNVEILS NEXTGENERATION REAL-TIME DATASERVICES FOR AUTOMOTIVEINDUSTRY

At the recent Paris Motor Show, HEREannounced next generation vehicle-sourced data services aimed at makingdriving safer and more enjoyable forbillions of people around the world. HERE’s Open Location Platform willharness real-time data generated byvehicles’ on-board sensors to create a livedepiction of the road ahead. Drivers willbe able to access this through fourservices, which provide information ontraffic conditions, potential road hazards,traffic signs and on-street parking.

HERE plans to make the servicescommercially available to any customersboth within and outside the automotiveindustry from the first half of 2017.

HERE points out that traffic informationservices available to drivers have so farrelied on GPS probe data – regularlocation information reported from aconnected device. Real-time services fromHERE, however, will crowdsource themuch richer data generated by sensorsdeeply embedded within the car. HEREwill start by sourcing sensor data fromAudi, BMW and Mercedes-Benz cars (thegroup of companies that bought HERE outof Nokia), with plans to later expand toinclude data from other brands.

HERE believes these services will alsosupport the automotive industry’s broadermarket introduction of advanced driverassisted systems (ADAS) and, later,autonomous driving solutions.

HERE CEO Edzard Overbeek toldConnected Car, “HERE believes thatindustry collaboration is essential toaddress the major challenges faced byroad users everywhere. What we areseeing today is the technology andautomotive industries coming together tocreate services that will elevate thedriving experience for billions. This isalso an important milestone for our OpenLocation Platform, which is ready to serve

as the nerve center for future autonomousvehicles, smart cities and intelligenttransportation systems.”

Lights, camera, traction The HERE Open Location Platform willprocess vehicle-sourced data related to:• Speed, direction and location of a

vehicle • Hard braking, as denoted by sharp

deceleration • Road construction, lane/road closures

and traffic events such as accidents, asdetected by the vehicle’s forwardcamera

• Hazard light usage • Hazardous weather or road conditions,

as determined for example by rainsensors, heavy use of windshieldwipers, loss of tire traction or fog lightusage

• Traffic sign information, includingpermanent and temporary speedlimits, as detected by the car’s forwardcamera

The HERE Open Location Platform willharness the data to deliver four services,and for each service the Platform doesthree things. Firstly, it ingests andprocesses data from each vehicle.Secondly, it combines the data with HERElocation data services and other third-party information derived from devices,vehicles and infrastructure for deep andreal-time analysis. Thirdly, it distributesenriched, targeted and actionable servicecontent back to connected vehicles acrossthe road network.

HERE Real-Time Traffic The next generation of HERE’s currentlive traffic service, HERE Real-TimeTraffic provides real-time trafficinformation enhanced with the newstreams of data. The result is a lowlatency feed showing hard braking alerts;traffic jam warnings, with improvedcoverage and positional accuracy; andtraffic flow, with precise and granulardata also for lower-class arterial roads.

HERE Hazard Warnings This service provides near real-timeinformation about potential hazards,

including accidents and extremeweather events, such as slippery roadsand reduced visibility. Because thisservice is fuelled by real-time, richsensor data, the validity of the hazardsare claimed to be more trustworthy thancompeting services.

HERE Road Signs This provides near real-time traffic signinformation, including permanent andtemporary speed limits. This is usefulfor both the driver as well as for carsequipped with connected ADAS suchas adaptive cruise control.

HERE On-Street Parking Provides information to driversshowing roads where parking is or isnot permitted for each side of the street;availability predictions and time-to-park estimations for each street and atthe particular time of day based onhistorical driver data; and streets withpaid, free or lower-priced parkingoptions.

For this service, HERE utilises probeand sensor data from connected cars incombination with parking data fromother sources to build greater awarenessof on-street parking options and helpmitigate a perennial headache formotorists and cities.

After the services are enabled, no driverinput is required to transmit or receivedata, ensuring the driver’s focus can beon the road, and not on a smartphone orother external device. HERE plans tomake these four services available toany automaker, municipality, roadauthority, smartphone maker or appdeveloper to license.

HERE also maintains that it iscommitted to respecting the user’sprivacy and complies with applicabledata protection and privacy laws. Thedata HERE plans to use from Audi,BMW and Mercedes-Benz vehicles inthe provision of the services describedabove will apparently be anonymisedwith no personal identifiers so as toensure privacy for drivers.

20NEWS

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NEWS

21NEWS

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LOCAL CLOUDS FOR GREATERROAD SAFETY

Buildings, hedges, or a truck – theseobjects can quickly obscure drivers’view, especially at intersections. If aroad user is driving carelessly, it is oftena matter of milliseconds that decidewhether there is a collision or not.However, vehicle connectivity cangreatly reduce the number of resultingaccidents by promptly providinginformation that is outside the driver’sand the vehicle’s field of vision. Togetherwith Nokia and Deutsche Telekom,Bosch is developing local cloudsolutions for the automotive industryand working on the complete integrationof vehicles via the cellular network allthe way through to the Bosch IoT Cloud.The companies are employing MobileEdge Computing (MEC), a cellularnetwork technology that uses a localcloud to aggregate and process latency-critical information and distribute it todrivers. Unlike most clouds, this localcloud is situated directly at a mobilebase station near the roadside and not onthe internet.

Dr. Dirk Hoheisel, the responsible boardof management member at Robert BoschGmbH told Connected Car, “Local cloudsare ideally suited to fast vehicle-to-vehicle communication for hazardwarnings and for cooperative andcoordinated driving manoeuvres.

By 2020, the companies want to jointlydrive forward the expansion of cellulartechnology and correspondingconnected driving functions as part ofthe introduction of the 5G network, withthe particular aim of enabling higherlevels of automated driving. To this end,vehicles must be capable ofcommunicating both with each otherand via a server – in either a central or alocal cloud, depending on requirements.The development partnership betweenBosch, Nokia, and Deutsche Telekomapparently involved a project teamimplementing driver assistancefunctions such as the intersectionassistant and the electronic brake light

and using them to validatecommunication via a local cloud in theBosch proving ground in Boxberg asagainst a central cloud. For theintersection assistant to work, vehiclesmust regularly send their location andmovement data to the server. This data iscompared with that of nearby vehicles inlight of the rules governing right of way.If there is danger of an accidentoccurring, a warning message isdisplayed in the vehicle that does nothave the right of way. Outside of cities inparticular, where vehicles travel athigher speeds, there is a definite speedadvantage if data takes the short routevia the local cloud. Compared tosolutions that exchange information viaa central cloud, local cloud approachesare at least three times faster, and theyhave much lower variances in the case ofvehicle-to-vehicle latencies under 20milliseconds. In some situations, thiscan make the difference as to whetherthe information reaches the car in timeand the driver or the safety function canreact quickly enough.

THE SECRETS OF THE GOOGLESELF DRIVING CARPROGRAMME

Although a lot of people in the big,world talk about Google’s self-driving carprogramme, it’s not so easy for the pressto talk directly to Google themselves, sowe have to make the best of anyopportunity we can to learn aboutGoogle’s intentions.

With that in mind, we would like toshare a link with our readers to a videoon YouTube that shows Google’s ChrisUrmson talking about his company’splans at this year’s South by South West(SXSW) event in Austin, Texas.

In addition to his own presentation,Urmson takes questions from theaudience, and it is at this point that welearn some of the more interestingnuggets of information. Whenquestioned on law-breaking, forexample, Urmson admitted that Google

cars will break the law if it makessense to do so.

We also learned that Google does notplan to build cars itself – believing thatthe car companies know best. While onthe subject of data privacy – we aretold that Google currently uses the datait captures to help the car learn, butthat it will find ways in future toprotect privacy. Hmmm…..

And then the most sensitive questionof all - what happens when the car hasto make an ethical - even tragic -decision? Should it hit the old lady onone side of the road or the baby on theother? Apparently, the car will make adecision based on a scale of hittability!

A very interesting talk, then! Click onthe movie screen here to watch themovie.

22DEVE LOP I NG THE HM I W I TH DR I V ER - I N - THE - LOOP S IMU L ATORS

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DEVELOPING THE HMIWITH DRIVER-IN-THE-LOOPSIMULATORSVince Holton talks to KiaCammaerts, Ansible Motion

CONNECTED CAR INTERVIEW

THIS AND OTHER ISSUES OF CONNECTED CAR WETALK ABOUT THE CHALLENGES CAR MANUFACTURERS

FACE WHEN IT COMES TO CREATING A VIABLE HUMANMACHINE INTERFACE (HMI) IN THIS WORLD OF COMPLEXSYSTEMS IN THE CAR. TESTING THIS TECHNOLOGY WHILE APERSON IS DRIVING A CAR DOWN A ROAD IS SIMPLY NOT ANOPTION. OVER THE YEARS, A VARIETY OF ADVANCEDSIMULATION TOOLS HAVE EVOLVED TO STUDYHUMAN/MACHINE INTERACTION -- MOST PROMINENTLYDRIVING SIMULATORS OR DRIVER-IN-THE-LOOP SIMULATORS.THESE TOOLS ALLOW HUMAN DRIVERS TO INTERACT IN REALTIME WITH VEHICLE SIMULATIONS, AND TO PERFORM “VIRTUALTEST DRIVES” IN A LABORATORY SETTING DURING THEPRODUCT DEVELOPMENT STAGES.Ansible Motion provides Driver-in-the-loop (DIL) driving

simulator solutions for vehicle constructorsand suppliers and claims that its systemscreate compelling connections betweenhuman drivers and sophisticated vehiclephysics models and driving environments.Simply put, a Driver-in-the-Loop (DIL)

simulator is a mechanism for creating anillusion for drivers. If the illusion isconvincing – and a number of othercharacteristics are present – then we havethe basis for a useful tool for human factorsstudies, vehicle engineering work, and/orfundamental research.In addition to traditional DIL approaches,

there is an emerging new class of VehicleDynamics DIL simulators appropriate formany areas of product development work.This new class of DIL simulator immerseseven expert drivers into compellingenvironments where interactions withsophisticated vehicle models are emphasised. This new simulatorclass captures characteristics of the vehicle, road surface, tyresand on-board electronic control systems, with real-time sensoryfeedback that is free from the system latencies that can causemotion sickness.This new class of automotive-specific Vehicle Dynamics DIL

simulators is now being used by manufacturers, suppliers,

professional racing teams, and engineering researchorganizations. This new type of simulator is designed specificallyfor ground vehicle engineering development work and offerscompelling immersion for skilled and professional drivers,enabling them to engage with sophisticated vehicle simulationmodels and provide relevant subjective and objective feedback tointelligently inform product development cycles.Ansible approached Connected Car with the idea that its DIL

simulators are extremely relevant to manufacturers developingconnected car technology, from infotainment, through ADAS andautonomous driving systems. Vince Holton spoke to Ansible’s Technical Director Kia

Cammaerts in order to explore his company’s thinking. Simplyclick the screen here to view. We used Skype for this interview –the miracles of the digital world, eh!

IN

Click the movie screen above to watch our interview.

23C O N N E C T E D C A R V I D E O A R C H I V E

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CONNECTED CAR VIDEO ARCHIVEClick on the movie screens below to access movies previouslycreated by the Connected Car team.

CES 2016 Videos

Connected Car Magazine overview: Volvo On Call in the new XC90

Connected Car magazine overview ofBMW Connected Drive

Connected Car: Peter Virk, Jaguar LandRover, interview part 1

Connected Car: Peter Virk, Jaguar LandRover, interview part 2 Connected Car review: BMW i8

ATAM: the ultimate solution for automatedinteroperability testing from NextGen

Audi Bosch Ford – AppLink and SYNC 3

Ford – Autonomous vehicles

Kia – autonomous driving demonstration

HERE – HD Live, mapping and location

Qualcomm – Interview with Nakul Duggal

Hyundai Mobis

and emergency assistance, sparing itscustomers the inconvenience ofsearching for a service station. Fleetmanagement and software updates canbe done remotely, so Peugeot, Citroënand DS dealerships can check vehiclehealth in advance and maximize up-time.

Benoit Jouffrey, Vice President On-Demand Connectivity for Gemalto toldConnected Car, "This landmark contractreflects our long-term engagement withthe automotive sector and we fully shareand support PSA Group's progressivevision for the connected car," said. "Allmobile operators globally will reap thebenefits of becoming key connectivityenablers for the Internet-of-Things."

STANDARD FIT BLUETOOTHHITS 61% IN GERMAN NEWCAR MARKET

A new report ‘Car Connectivity in theGerman New Car Market’ from JatoDynamics reveals the Bluetooth statabove, and observes that the market isreaching a tipping point as connectivityin cars becomes an increasinglyimportant consumer differentiator. Jatobelieves that EU road safety regulationswill have a major impact on theavailability of connectivity features inthe future. “Hands-free” driving andmandatory eCall installations will boostthe connectivity market going forward,with safety concerns the driving forcebehind this.

Navigational systems for examplealready play a major role as aninformation source in vehicles and willmost likely grow further. Internet andsatellite radio open up new avenues forconnection, but from a low level ofpenetration today.

Jato predicts that the rapidly expandingmarket for connectivity features andcapabilities and the application ofemerging technologies in automotivewill continue to be extremely interestingfor both manufacturers and consumers.

24NEWS

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GENIVI ALLIANCE ANNOUNCESOPEN SOURCE VEHICLESIMULATOR PROJECT

The GENIVI Alliance has released detailsof the GENIVI Vehicle Simulator (GVS)open source project, with both developerand end-user code available immediately.

The GVS project and initial source code,developed by Elements Design Group,San Francisco and the Jaguar Land RoverOpen Software Technology Center inPortland, Oregon, provide an opensource, extensible driving simulator thatassists adopters to develop and test theuser interface of an IVI system undersimulated driving conditions.

Steve Crumb, executive director, GENIVIAlliance told Connected Car, “While thereare multiple potential uses for theapplication, we believe the GVS is themost comprehensive open source vehiclesimulator available today. Its first use isto test our new GENIVI DevelopmentPlatform user interface in a virtuallysimulated environment, to help usidentify and execute necessary designchanges quickly and efficiently.”

According to the Genivi Alliance, theproject is open to all individuals wishingto collaborate, contribute, or just use thesoftware. The GVS is said to provide arealistic driving experience with anumber of unique features including:

• Obstacles – Obstacles may be triggeredby the administrator while driving. Ifthe driver hits an obstacle in thevirtually simulated environment, theevent is logged as an infraction that canbe reviewed after the driving session.

• Infraction Logging – A number ofinfractions can be logged includingrunning stop signs, running red lights,vehicles driving over double yellowlines on a single highway andcollisions with terrain, other vehicles,obstacles, etc.

• Infraction Review – At the end of adriving session, the administrator anddriver can review infractions from themost recent session, with screenshots

of the infraction along with pertinentvehicle data displayed and saved.

Also see elsewhere in this issue forConnected Car’s video interview withAnsible Motion, which developsadvanced driver-in-the-loop simulators.

PSA GROUP TO EQUIPMILLIONS OF CONNECTEDCARS WITH GEMALTO M2MSOLUTION

Digital security company Gemalto hasbeen chosen for factory-fitting PSAGroup's next generation of connected carswith its LinqUs On-Demand Connectivitysolution, aligned with GSMAspecifications. Gemalto’s technologiesand services are intended to enablebusinesses and governments toauthenticate identities and protect data sothey stay safe and enable services inpersonal devices, connected objects, thecloud and in between.

PSA Group commented that this movegives them complete flexibility oversubscription management, which iscrucial in view of the long automotivelife-cycle and enables PSA to roll out anefficient tele-maintenance system to itsconnected vehicles with reducedoperational costs, and to ensure hassle-free updates for drivers. The joint effortwill ultimately encompass all newvehicles produced by PSA.

Gemalto's On-Demand Connectivitysolution is based on its auto-gradeCinterion MIM, which can be deployedacross all models and regions. Thisenables the automobile manufacturer totailor connectivity packages to differentcustomer and market requirementsaround the world, and to manage themflexibly over the long automotive life-cycle.

PSA believes that with Gemalto'ssolution, it will be able to offer a rich mixof connected services such ascommunication between connectedvehicles, in-car infotainment, navigation

NEWS

CONNECTED CAR TALKS TO HARMAN’SASAF ATZMONThere seems to be a unique brand of fear associated with the ideaof car hacking. One minute you’re driving down the road merrilylistening to Radio 4 and the next someone remotely hijacks yourcar. Brakes jammed on in the middle of the motorway; headlightsdisabled in the dead of night; stereo suddenly playing JustinBieber. None of it bears thinking about.Of course, the reality is rather different. To date, there hasn’t been

a single instance of malicious car hacking – the examples thathave made the headlines all involved engineers or researchersexperimenting under controlled conditions. In most cases it alsorequired a cable to be physically plugged into the car.Nonetheless, the prospect of cyber attacks on vehicles is

becoming an increasingly serious one as more and more of us areembracing the ‘connected car’. In theory, any form of wireless link– even via a separate mobile phone or tablet – could provide theconduit that hackers need to launch an attack.

Asaf Atzmon, Director, BusinessDevelopment and Marketing,Automotive Cyber Security at Harmantold Connected Car, “A few years agothe concept of automotive cybersecurity was largely confined toindustry experts. Now it’s a topic thatconsumers are asking about.According to a recent survey, in somecountries as many as 59 per cent of

buyers are actively concerned about the prospect of car hacking.”Atsmon explained that Harman is pioneering the new field of

automotive cyber security. Its specially developed 5+1 securityframework consists of a series of layers that protects the car’s headunit from being compromised and used as a portal into the in-vehicle network, which could jeopardise safety critical systems. Itcan be thought of like the layers of an onion:

• At the deepest level, a secure hardware platform provides a safeplace to store cryptographic keys and execute highly sensitiveoperations in a secured manner.

• Safety-critical functions are isolated from the infotainmentsystem using what’s known as a hypervisor. This concept –originally developed for supercomputers – allows twocompletely separate operating systems to run off the samehardware. It makes it extremely difficult for an infection on oneside of the system to spread to the other.

• The next level controls access to the memory, storage andperipherals. It essentially determines who has access to what.If, for instance, your CD player suddenly wants to control thebrakes it’s a good indication that something is wrong.

• Next comes the sandbox function. This keeps newlydownloaded applications separate from the core system so they

can be disabled and removed if they’re found to be harmful. • The fifth level is the network protection system. This controls

the flow of information into and out of the car, looking for anysigns of intrusion. Working on two levels, ECUSHIELD turns thevehicle’s ECU into an Intrusion Detection and Prevention(IDS/IPS) system and smart firewall to protect criticalcommunications within the car. It continuously monitors thevehicle to provide real-time detection of maliciouscommunications and prevents them from reaching thevehicle’s critical systems. Meanwhile, TCUSHIELD protectsinfotainment and telematics systems. Also using IDS/IPStechnology, it integrates with existing telematics units and useshighly advanced algorithms to protect both internal andexternal networks so a vehicle can operate safely while stillmonitoring and reporting to an external control centre. Thislevel has the ability to spot patterns and uncover a threat, evenif the threat is attempting to disguise itself as a legitimatefunction such as a software update.

• The final ‘plus one’ level is the ability to install over-the-air(OTA) updates to various systems within the car such as thenavigation, engine management and infotainment systems. Bykeeping the software up to date, it helps to ensure that the caris protected at all times.

All these elements combine to produce what Harman believes isa virtually impenetrable shield around the safety-critical functionsand those which may contain personal data, such as credit cardinformation. The company is apparently already working with anumber of car makers to employ this technology on future models. “Ultimately, it’s all about eliminating the risk of intrusion,”

concluded Atzmon. “The car industry will need to reassureconsumers that their connected cars are safe. By 2020 it’sexpected there will be nearly a quarter of a billion of them on theworld’s roads. This number will continue to grow but only if thecar industry can provide the protection that those consumers haveto come to expect from their other electronic devices.”

25THE R I S E O F THE CONNEC T ED C AR BR I NGS NEW S ECUR I T Y CHA L L ENGES ,

BU T THE SO LU T I ON TO C AR HACK I NG MAY B E H ERE A LREADYwww. c o n n e c t e d c a rmag . c om

THE RISE OF THE CONNECTED CARBRINGS NEW SECURITY CHALLENGES,BUT THE SOLUTION TO CAR HACKING

MAY BE HERE ALREADYConnected Car talks to Harman’s Asaf Atzmon

drive and swim. The building will houselabs, offices and classrooms. By locatinga team of more than 100 employees oncampus, Ford explained that it willbenefit from being close to technicalleaders as well as facilities, such asMcity – an urban simulation testenvironment in Ann Arbor.

WIRELESS APPLE CARPLAYNOW OFFERED WITH BMWPROFESSIONAL MEDIASYSTEM

BMW customers with the BMWProfessional Media System now have theoption to purchase Apple CarPlaypreparation enabling the wireless use oftheir iPhone including selected thirdparty apps in their BMW.

BMW claims that unlike the integrationseen on other vehicles within theindustry, the connection in the BMW iswireless ensuring maximumconvenience for the user. Smartphonecontent such as iMessages, SMS,Telephony, Entertainment, Apple Mapsand selected third party apps can bedisplayed and operated on the iDriveeither using the iDrive controller, touchor voice input. The availablesmartphone content can be viewed onthe iDrive while still having access toinformation from your BMW in the splitscreen such as the BMW entertainmentdetails, navigation guidance, vehicleinformation etc.

Alongside the optional Apple CarPlaypreparation, all BMWs feature AppsInterface, which allows the use of BMWConnected as well as selected third partyapps including Audible, Deezer,Glympse, Spotify, Stitcher and more.

BMW prices Apple CarPlay at £235.

HERE AND ALIBABA CLOUDCOLLABORATE TO INCREASEGLOBAL ACCESS TOLOCATION SERVICES

HERE, the Open Location Platformcompany, has announced a collaborationwith Alibaba Cloud to offer locationplatform services through AlibabaCloud's global marketplace.

Customers of Alibaba Cloud, the cloudcomputing arm of Alibaba Group, areable to integrate a set of locationplatform tools and functionalities fromHERE into their services andapplications. HERE core platformservices include:

• Maps covering nearly 200 countries.• Directions: algorithms offering a

solution for trucks, vans, cars, publictransit and pedestrian routing, matrixand isoline routing plus real-time andhistorical traffic routing.

• Traffic: real-time flow and incidentsdata, as well as historical informationfor improved planning.

• Geocoder: matching of coordinatesand addresses.

• Places: a constantly updated Point ofInterest data index.

Organizations use HERE platformservices in customer applications andsupport core business processes such asfleet management, field workforcemanagement, fixed asset managementand enterprise software.

Dajiang HAN, Head of Global CloudMarketplace at Alibaba Cloud Globalcommented, "We are delighted tointroduce HERE to our globalmarketplace for technology partners, andto connect HERE with our customersthrough the AliLaunch program. Bycollaborating with HERE, we enableAlibaba Cloud customers to easilyintegrate location functionalities intotheir applications."

While Bruno Bourguet, Senior VicePresident, Sales & BusinessDevelopment at HERE added,

"Collaborating with Alibaba Cloudenables us to bring the HERE locationplatform to more customers across moreregions. Alibaba Cloud has a fastgrowing ecosystem outside China, whereits customers will easily be able tobenefit from leading cloud and locationservices over the one platform."

See p8 for Connected Car’s interviewwith HERE.

FORD, UNIVERSITY OFMICHIGAN ACCELERATEAUTONOMOUS VEHICLERESEARCH

Ford and the University of Michigan (U-M) are teaming up to accelerateautonomous vehicle research anddevelopment with a first-everarrangement that embeds Fordresearchers and engineers into a new,state-of-the-art robotics laboratory on U-M’s Ann Arbor campus.

While the new robotics laboratory opensin 2020, by the end of this year Ford willmove a dozen researchers into the NorthCampus Research Complex (NCRC).

Ford explained that the announcementis the latest in a series of actions as itmoves toward having fully autonomousSAE-defined level 4-capable vehiclesavailable for high-volume commercialuse in 2021. Ford’s autonomous vehiclesare part of expansion by the company,the end goal being to become an autoand a mobility company.

Mark Fields, Ford president and CEOcommented, “Ford engineers andresearchers will begin working shoulder-to-shoulder with U-M faculty andstudents to test and learn aboutautonomous vehicle technology andinnovation. We are aiming to show theworld what we can achieve whenleaders in business and academia worktogether to make people’s lives better.”

The planned robotics laboratory willhave space where machines walk, fly,

NEWS

26NEWS

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From Silicon Valley to Zuffenhausen – was that a difficult decision?No, I gave it careful consideration, but in the end I was motivated bythe challenges and the opportunities available at Porsche. Thereorientation of the automotive industry is now taking place in SiliconValley. That’s where the capital is, and that’s where a lot of key actorsand companies are located. And there’s a completely differentmentality there: It’s where problems are seen as opportunities. Peoplewant to conquer things, discover new frontiers.

And now you’re discovering new frontiers for Porsche?Absolutely. Porsche has fascinated me since I was young – thesportiest cars, the most emotional brand. My goal now is for Porscheto become the number one player in the digital dimension as well. Butthat will only work if we broaden the field of activity that we have, todate, defined for the company and the automotive industry.

How do you aim to achieve that?We can boost the fascination that our cars inspire and make themmore interesting, and also identify innovative new products, services,and business opportunities for the company. In doing so, the keyfocus remains on creating a consistent, typically Porsche customerexperience. The digital customer of the future should not onlyexperience Porsche when he or she is sitting in the car, but outside ofit as well.

How can Porsche AG best profit from Digital GmbH?The objective being pursued by Digital GmbH is to continuecapitalizing and building upon the success of our current businessmodel and the existing team. In practical terms, we will achieve thatby interconnecting with Porsche AG – the employees of Digital GmbHwill, for example, work directly with the colleagues in the technicaldepartments.

You’re now at a car company, but most recently you worked for theIT consulting company Gartner Inc.I’ve always loved cars and technology, and have always had a keeninterest in envisioning how to impress customers. When I arrived inSilicon Valley and noticed how differently companies operate, and howdifferently people think, and everything that technologies canaccomplish when they are combined, I developed a vision: the vehicleas the most innovative, most exciting and the ultimate mobile device,which is capable of uniting the physical and virtual dimensions like noother technology can, thereby making it a central component of thelifestyle of the future. That was back in 1997. At the time, the internetwas starting to become more and more prevalent. Then its use was nolonger exclusively limited to the PC, and it started being utilized on allthe other devices that we carry around with us – the so-called “Internetof Things,” or “IoT” was born. IoT is a reality today and offerscompanies and people real benefits.

How do you use the IoT privately?I’ve installed cameras in my house in Silicon Valley, for example.When we’re not home, if anything out of the ordinary happens, it’sdisplayed on my smartphone. And in my kitchen, for example, I havean Amazon Echo device equipped with the virtual adviser “Alexa”. Ican interact with Alexa – I tell her what music to play, for example, orthat she should open the garage door and turn on the lights outside.

And cars will be able to be part of all that?Yes, because we’re entering the era of the “Internet of Cars”. Mysmartphone won’t take me from point A to point B in the future either;I’ll still need my car for that. But if my car can now do more than everbefore, my smartphone might suddenly stop being quite so important.I call it the renaissance of the car.

Has this insight already caught on at the automobile manufacturers?I think that they have definitely been given a wake-up call. It’s nolonger just about a car that can take me to my destination as quicklyas possible, but one that also reflects my digital lifestyle. The next fiveyears will bring more changes to the automotive industry than theprevious 50 years did. Cloud computing, increasingly powerfulprocessors and sensors, mobile devices, artificial intelligence, data –Big Data is, after all, always the keyword - and, of course, connectivityof the car, are coming together here in a completely new way.

How about autonomous driving?The self-driving car is coming – even at Porsche. It has become aqualifying characteristic in order to be considered smart. Obviously, Iwant to drive a Porsche myself, first and foremost. But I also want tobe able to press a button and so it does that on its own, for examplein a traffic jam. And then the car should also talk to your calendar rightafter, and tell it that you’ll be late. Why should you have to do that asthe driver? The car has to do that.

What do you think of Tesla?One shouldn’t underestimate Tesla just because they’re not postingprofits. A lot of carmakers were in the same boat when they startedout. In Silicon Valley, Teslas are now as prevalent as Toyota Corollasused to be in the US. It’s become a sort of status symbol: If I live inSilicon Valley, I buy the most tech-focused car, and to date that’s theTesla. We have to change that, and we have excellent products thatwill provide the basis for that.

Perhaps one day soon people will be buying an Apple or a Google …In 2011, I predicted that in 2016 one of the big tech companieswould announce that they were releasing a car. Apple could definitelybe successful with that. Google tends to concentrate on collaborations,but that has consequences for the automotive industry as well. Thereare also many Chinese companies coming to the fore.

28THE CONNEC T ED C AR AT C E S 2016

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

PREPARING FOR AN AUTOMOTIVERENAISSANCEMoving from IT consulting group Gartner and a base in SiliconValley, Thilo Koslowski is the newly appointed ManagingDirector of the Digital GmbH, a company created by Porsche. Koslowski aims to promote connectivity at Porsche even further. It comes at the perfect time, he says, because an automotive renaissance is imminent.

CONNECTED CAR INTERVIEW

2017

5-8 January 2017

2017 Consumer Electronics ShowLas Vegas, Nevada, USAhttps://www.cesweb.org/about-us

13-16 February 2017

Bluetooth SIG UnPlugFest 56Atlanta, GA, USAhttps://www.bluetooth.com/news-events/events

14 March 2017

Connected Car DetroitDearborn, Michigan, USAhttps://connectedcardetroit.com/

9-19 March 2017

Geneva International Motor ShowGeneva, Switzerlandhttp://www.salon-auto.ch/en/news/

28-29 March 2017

Bluetooth World 2017Santa Clara, CA, USAwww.bluetooth.com/news-events/events

9-12 May 2017

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

5-8 June 2017

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

13-15 June 2017

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

5-6 July 2017

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

1 September 2017

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

9-12 September 2017

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

9-13 November 2017

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

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

29AU TOMOT I V E I NDUS TRY E V EN T S

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

MANUFACTURER MODEL

Alcatel One Touch Pixi 4 4.0 4034D

Apple iPhone 7

Apple iPhone 7 Plus

Huawei P9 Lite VNS-L31

Huawei Y5 II CUN-L21

Lenovo Moto G4 Play XT1604

OnePlus 3 A3003

Samsung Galaxy J3 (2016) J320FN

Samsung Galaxy J5 (2016) J510FN

Sony Xperia XZ F8331

EUROPE

MANUFACTURER MODEL CARRIER

Apple iPhone 7 AT&T

Apple iPhone 7 Verizon

Apple iPhone 7 Plus AT&T

Apple iPhone 7 Plus Verizon

Google Pixel Verizon

HTC 10 Verizon

Lenovo Moto Z Droid Edition XT1650 Verizon

LG Stylo 2 LS775 Sprint

LG V20 H910 AT&T

Samsung Galaxy J3 (2016) J320A AT&T

NORTH AMERICA

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

TOP HANDSET RELEASES BYREGION – Q4 2016

Alcatel One Touch Pixi 4 4.0 4034D Apple iPhone 7 Apple iPhone 7 Plus

Huawei P9 Lite VNS-L31

Sony Xperia XZ F8331

Huawei Y5 II CUN-L21Lenovo Moto G4 Play XT1604

OnePlus 3 A3003Samsung Galaxy J3 (2016) J320FN

Samsung Galaxy J5 (2016) J510FN

Apple iPhone 7 Apple iPhone 7 Apple iPhone 7 Plus

Apple iPhone 7 Plus

Samsung Galaxy J3(2016) J320A

Google Pixel HTC 10

Lenovo Moto Z Droid Edition XT1650 LG Stylo 2 LS775 LG V20 H910

MANUFACTURER MODEL

Apple iPhone 7

Honor 8 FRD-AL00

LeEco 乐2 X620

Meizu 魅蓝 Note3 M681Q

Oppo A37m

Oppo A59m

Vivo X6S A

Vivo X7

Vivo X7Plus

Xiaomi 红米 3S

CHINA

NETWORK MANUFACTURER MODEL

au Apple iPhone 7

docomo Apple iPhone 7

Softbank Apple iPhone 7

au Apple iPhone 7 Plus

docomo Apple iPhone 7 Plus

Softbank Apple iPhone 7 Plus

docomo Fujitsu Arrows SV F-03H

docomo Samsung Galaxy S7 Edge SC-02H

docomo Sharp Aquos Zeta SH-04H

docomo Sony Xperia X Performance SO-04H

JAPAN

31TOP HANDSE T R E L E A S E S B Y R EG I ON – Q3 2016

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Apple iPhone 7 Honor 8 FRD-AL00 LeEco 乐2 X620

Meizu 魅蓝 Note3 M681Q

Xiaomi 红米 3S

Oppo 37m Oppo A59m

Vivo X6S A Vivo X7 Vivo X7Plus

Apple iPhone 7 Apple iPhone 7 Apple iPhone 7

Apple iPhone 7 Plus

Sony Xperia X Performance SO-04H

Apple iPhone 7 Plus Apple iPhone 7 Plus

Fujitsu Arrows SV F-03H

Samsung Galaxy S7 Edge SC-02H

Sharp Aquos Zeta SH-04H

INFOTAINMENT / TELEMATICS / INTERNET OF EVERYTHING

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