When COVID hit, 84% of automotive survey respondents suspended or shut down operations observed Stevens. “The key here is the incredible amount of uncertainty.” This uncertainty touches everything from the timing and availability of a potential vaccine to the return of schools and child care. Even before the pandemic, the widely popular because they then ramp up quickly, there will automotive sector had been were easy to apply for and be substantial increased costs preparing for a downturn. Last understand,” observed Vaughn. and impossible quality issues year saw a number of hefty job Other government stimulus that each side may be looking for cut plans outlined by German programmes were not as recovery on,” she said. “It may companies, including Daimler successful. Just 16% of come down to the contract in and Continental. A survey by the respondents used or plan to use place. My advice is to take a Association of German Chambers the refundable Employee second or third look at existing of Commerce and Industry Retention Credit (ERC), 10% an contracts and orders.” (DIHK) released in February this Emergency Income Disaster year found that more than half of Loan or grant (EIDL) and 4% the That said, Vaughn was keen to Germany’s automotive suppliers Main Street Lending Program. emphasise the numerous are planning to cut jobs. Most of positives for the industry that these cuts have been linked to a What to watch are emerging. July saw job gains slowing economy and the move of 1.8 million across the US, and from internal combustion engines All of the supply chain the latest unemployment claims to electrification. “Companies disruption and financial pressure fell below 1 million for the first were already making moves to caused by the crisis could lead to time in five months. “We are tighten up,” said Stevens. an uptick in liability issues and starting to see signs of recovery,” litigation. Laura Baucus, Member he said. “Automotive sales last Many of the survey respondents at Dykema, warned that quarter were stronger than have taken advantage of companies should expect expected, which supports government stimulus employee litigation around PPE respondents’ long-term outlook. programmes. The most popular and safety protocols, as well as The big unknown right now is was The Paycheck Protection potential contract litigation. when we get COVID under Program (PPP), with “Whenever you shut down and control and start to stabilise approximately 50% of business activity.” respondents receiving a forgivable PPP loan offered by the Small Business Administration (SBA) under the CARES Act. “The PPE loans were September 2020 Automotive World Magazine 51
How to make September 2020 cities ready for autonomous vehicles, and AVs ready for cities It is vital that cities prepare to accommodate AVs, and that AV technology be developed for safe deployment in cities, writes James Hodgson 52 Automotive World Magazine
For any disruptive technology needs the MaaS ‘killer technology, targeted at app’ to mature into the any market, there must mainstream. Critically, the MaaS be a ‘killer app’: a paradigm is one that will grow concrete use-case with a well- exclusively in the context of defined ROI to dictate investment, cities. Therefore, it is vital that M&A, and go-to-market strategies. cities be made ready to For autonomous vehicle (AV) accommodate AVs, and that AV technologies, that ‘killer app’ is technology be developed for safe the Mobility as a Service (MaaS) deployment in cities. opportunity. While improving driver safety through better Making cities ready obstacle detection and collision for AVs avoidance can be achieved with active safety technology, only a Any observer of the AV ecosystem comprehensive AV system can will have become accustomed in kickstart MaaS into the recent years to an inbox filled mainstream, driving down the with announcements by AV pod cost per mile of shared mobility manufactures and municipal or modes to near parity with car city governments, outlining how ownership. a handful of experimental prototypes, equipped with full This is the reason that Intel’s time backup drivers, will operate Mobileye has valued the MaaS a small number of fixed routes on opportunity at US$160bn by public highways. These 2030, over three times their engagements have been focused estimation of the value of the on testing consumer perceptions self-driving system market by the of AVs, while also identifying any same year, an expectation weaknesses in the AV software or matched Intel’s US$900m hardware components. In order acquisition of Moovit. In its own to move out of this testing and words (in late 2019), “MaaS will prototyping rut, cities can take govern the self-driving the following positive steps. productisation pace. The consumer AV market will be Engage with IEEE P2846: One of timed by self-driving system the biggest barriers to the rollout productisation and consequent of AVs in cities is risk, as driving is cost/value optimisation steps a multi-agent problem, involving within MaaS. Developing MaaS a variety of decisions and and driving it to quick counter-decisions, manoeuvres convergence is critical to secure and counter-manoeuvres by all our self-driving system product the road users involved. In the fit, and to dominate the city context, these road users consumer [i.e., passenger include not only other vehicles vehicle OEM] AV ramp up ahead but also vulnerable pedestrians of the industry learning curve.” and cyclists, moving in multiple directions in scenarios involving Therefore, not only does the various occlusions, etc. It is vital nascent MaaS market need AV that cities move beyond naïve technology to scale, but the AV September 2020 Automotive World Magazine 53
Mobileye has valued the MaaS opportunity at US$160bn by 2030 test vehicles in the digital domain on a specific recreation of the actual deployment city. This is particularly relevant in cities with known problem areas, road features which are known to cause complications for all road users. sentiments of AVs ending all software architectures, or any of Clearly elaborate AV objectives: collisions—a distortion sometimes the other remaining ‘nuts and What is each city looking to persisted by robotaxi technology bolts’ of each AV system that may achieve through the introduction developers—and work with AV ultimately end up being deployed of AVs? What transportation deployers to develop in their city. problem areas are cities hoping deterministic safety models. AVs will alleviate? How would Digital twins: While deterministic cities like to see AVs incorporated Such deterministic safety models safety models are the best way to into the current mix of different depend on a number of provide verifiable evidence of the mobility modes? By clearly assumptions and variables, and safety of an autonomous system, elaborating their objectives for by working with AV developers to simulation tools have also proved AV deployments, city define what these variables useful in the development and governments can help AV should be in their city, city testing of AV components, deployers optimise their governments can have their own allowing for rapid prototyping in deployment in their city. For say in defining the trade-off the digital domain. At the same example, in 2019 the UK between efficiency and risk in the time, many city governments government published its Future rollout of AVs. The IEEE P2846 have begun investing in digital of Mobility: Urban Strategy, working group builds upon the twins of their cities in order to which outlined a long-term vision responsibility-sensitive safety boot resilience, helping to for personal mobility in urban (RSS) model originally developed identify potential bottlenecks in environments. It includes a set of by Mobileye, and provides city the event of a widescale principles for how new mobility governments with the best evacuation, or the environmental modes (such as AVs) should be opportunity to shape the risk- impact of approving a new introduced. For example, reward balance of AVs in their building to be constructed, etc. emphasising the important of own cities without requiring them Having developed these digital smart mobility modes integrating to become too deeply involved in twins, these models can also help with public transit modes and dictating hardware architectures, AV deployers to prototype and giving preference to active transit. Understanding city government expectations for how AVs should operate (outside of typical concerns about risk and liability) can help deployers to build a better business case for deploying into a new city. 54 Automotive World Magazine September 2020
One of the biggest barriers to the rollout of AVs in cities is risk Making AVs ready therefore it was hoped that No, the onus is ultimately on AV for cities installation of V2X modules in developers and deployers to infrastructure would enable a make their systems safe for city In practice, the bulk of the host of vehicle-to-infrastructure deployment, and their AV work still required for the (V2I) applications to encourage applications relevant for the successful introduction of AVs adoption of V2X modules transportation headaches into cities is on the part of AV in cars. Suffice to say, this common to all cities. Priority developers. Indeed, the lesson market dynamic did not number one should be provable of history suggests that a go-to- exactly manifest as hoped. safety through deterministic market strategy requiring Why should cities with safety models, such as that being significant initiative on the part stretched budgets commit developed by IEEE P2846. A of city governments is suspect significant resources to enable probabilistic, black-box approach at best. an unproven technology for accompanied with a promise that the sake of the automotive it definitely works is not going to For example, the vehicle-to- industry? If a safety focus on wash with city governments any everything (V2X) market has reducing collisions did not longer, and the more AV deployers been held back for over 20 save V2I, it can’t be expected can involve each city government years by limited first mover that city governments will come in the exercise of balancing advantage—vehicle-to-vehicle to the rescue of AVs on their assertiveness and safety, the (V2V) applications require a own initiative and at the easier they will find it to expand significant installed base, taxpayer’s expense. their geographic footprint. About the author: James Hodgson, Principal Analyst at ABI Research, conducts research relating to the field of autonomous driving and smart mobility, with a focus primarily on quantitative forecasting and analysis in the areas of advanced driver assistance systems (ADAS), autonomous driving, and connected infotainment September 2020 Automotive World Magazine 55
INTERVIEW: Paul Campion, Chief Executive, TRL Freddie Holmes speaks to the head of the Transport Research Laboratory about real-world autonomous vehicle testing Mainstream autonomous operate safely without human support vehicle (AV) research has drivers, they must be given the evolved from a point chance to experience normal traffic where tests were conditions. The risks of deploying a performed on private test tracks and ‘half-baked’ solution have been made closed competitions like the DARPA clear, but activities in this space Robotics Challenge, to real-world continue with vim. trials on busy public roads. Getting to this point has taken significant The Transport Research Laboratory investment from a wide array of (TRL) is a Wokingham, UK- stakeholders and public bodies, and headquartered consultancy where a viable applications are finally team of technical specialists has been becoming clear. scouting safer, cleaner and easier forms of transportation for nearly 90 The AV industry remains in its years. It has been closely involved infancy, but more cities than ever are with the UK government’s push to trial beginning to support real-world test AVs on public roads, and was a key beds. Proponents for the technology collaborator in the StreetWise trial argue that if such vehicles are ever to that recently concluded in London. 56 Automotive World Magazine September 2020
The Smart Mobility Living Lab (SMLL) is a real-world testing environment in London The study found that consumers vehicles. TRL’s long-term things you cannot do. As we enter in the city are becoming more expertise and passion for safety radically new areas of technology comfortable with the notion of are expressed in precisely that and innovation, an absence of riding in an AV, and marks an guidance, which helps cities regulatory barriers could mean important step in finding think about roads in the context we do a disservice to the suitable applications for the of evolving technologies. companies involved. technology. The rhetoric might seem that cities are fighting tooth We are also closely involved with The truth is that we don’t know and nail to get AVs on their the Smart Mobility Living Lab what the future of these products streets, but the reality is that (SMLL), a real-world test and and services will look like, and so most municipalities remain development environment that companies might invest time and cautious for now. Before any firm is part of Test Bed UK. Through money in developing solutions investments are made, the this, there are currently six new that eventually become technology must demonstrate mobility test beds across the unacceptable in a social or legal the ability to solve specific pain country which are being used to context. It is far better to have an points, be that traffic congestion, test connected and autonomous open dialogue between regulators staffing issues facing overnight vehicles. We do not have the and industry so that the infinite public transport services, or authority or desire to put degrees of freedom that universal access to mobility for anything on public roads that is technology affords can be guided the city’s occupants. not street safe, and while we by what will become regulatory work with many regulatory and socially acceptable. That way, As Paul Campion, Chief Executive authorities around the world, we investment is focussed on things of TRL, told Automotive World, have nothing to do with that are commercially viable. city authorities must ask not how enforcing any regulations. AVs can be accommodated, but How important are real-world whether AVs are the right Has regulation stifled or tests, and how does TRL solution. spurred the development collaborate with local of AVs? authorities? Could you describe TRL’s background in road safety The UK has pursued ‘agile Real-world test beds are a new and more recently, AVs? regulation’ because it has way of enabling public recognised that regulation is not authorities and the commercial From the very early days, TRL simply about a set of rules for players that work with them to has been associated with the way that road safety is built in to the fundamental design and structure of the environment— TRL invented the zebra crossing, for example. With respect to the planning for AVs, we are involved in the very latest studies, and helped to shape the PAS 1881 standard that aims to support the safe testing of such September 2020 Automotive World Magazine 57
There are greater benefits to automation than convenience ensure these vehicles will be until the AV can be insured. You of questions, such as: how can effective, safe and efficient. TRL need a forward-thinking and autonomous driving is immersed in the design, set up innovative insurance industry, technologies create a better and implementation of these and thankfully we have that in realm of living; how do they public tests, and the authorities the UK. work within the complicated ensure that we comply with local network of products and regulations. What have you learned from services; how do they integrate the numerous public tests in within the energy system; and We have worked very closely which TRL has been involved? how do all these different sectors with Transport for London (TfL) come together to create this new and the relevant London We have learned that all the world? boroughs because they must be challenges and problems of urban satisfied that we are not doing life are present in London in We have a set of technological something that goes against their particular, but also that the city is possibilities that have not been legal obligations or interests. If small enough for all stakeholders available before, and we should you were to walk, cycle or drive to work together. We have also be asking whether robotaxis are through the SMLL in London, for learned that it is not really about the right solution, and if so, in example, you would not even the technology. The real what context. know you were in a test bed—it is challenge is far more significant simply an area of standard and interesting than simply: “I What other applications for public roads. have a robotaxi, so how can I autonomy are showing make everyone want a robotaxi?” promise? It is also incredibly important that we work alongside insurance It is tempting to focus on the I believe that autonomy is likely companies. It is often overlooked excitement of robotaxis, but it is to be introduced within a more that autonomy cannot happen a small subject within a wider set niche set of use cases, such as 58 Automotive World Magazine September 2020
The StreetWise trial took commuters along a busy route in London logistics. The logistical challenge of moving goods in and out of a city is fundamental, and autonomy can probably play a role here sooner than it can with a robotaxi. Think about overnight truck do their real job, which is caring These vehicles will not be able freight, which not only requires for people. There are many jobs to do anything that a chauffeur drivers to work night shifts but where driving tends to dominate cannot, and so we need to be keeps locals awake. There is the work day, and we need to careful when it comes to often concern around how investigate use cases in which understanding the economics of automation might impact autonomy can be applied to those business models. More employment here, but the release some of those realistically, we will have driver’s job is not really to drive constraints. technology that is perhaps not the truck: it is to ensure that the quite ready to tackle normal goods are safely delivered to How might cities adapt as a city streets as they are, and so where they are needed on time, result of automation in dedicated lanes might be and that the correct paperwork coming years? needed. However, a city is signed for. We call it a driving would rightly ask: is this really job currently because there is no We need to find out how the best use of our road space alternative, but if the truck drove automation can best serve and budget? itself, the job would still be there society and how to allocate because of those fundamental the space inside our cities, I’m optimistic that automation customer service duties. which will not see any will bring many other benefits in significant change. addition to robotaxis; it will The same thinking could be enrich the way jobs are carried applied to a district nurse, who I’m sure that at some point in out, create new economic is required to hold a driving the future we will have full SAE opportunities, and will be one of license and will spend a Level 5 autonomy, but that the ways in which cities can significant portion of the day could be some time away, and it negotiate the challenge of driving to see patients. However, will likely be quite expensive. climate change. that is clearly not a ‘driving job’ at all—the job is to be a nurse. And if healthcare providers are able to employ those who do not hold a driving license, that might open up access to a whole new set of highly-skilled people that are currently excluded from the opportunity. If the car is doing the driving, those nurses will feel fresher and have more time to September 2020 Automotive World Magazine 59
Apollo Tyres: COVID-19 response case study 60 Automotive World Magazine This global tyre giant offers an interesting case study into one company's efforts to not only survive the crisis, but thrive within it, writes Megan Lampinen COVID-19 has impacted all players along the automotive value chain, abruptly halting operations and sending companies scrambling to secure capital and cut costs. With an economic downturn hot on the heels of a health crisis, some industry watchers think it could take four to five years before sales volumes return to pre-pandemic levels. Most automotive manufacturers and suppliers have been quick to adapt to this rapidly changing environment. September 2020
“I haven’t met so many of my staff in the past as I have since the lockdown and this is because of virtual meetings Neeraj Kumar, Apollo Tyres Apollo Tyres offers an interesting case preference shares in the company. study into one company’s efforts to This helped us raise capital. not only survive the crisis, but thrive within in. The multi-billion dollar What early steps did you take to global tyre producer rapidly took address costs? decisive actions to minimise the impact on business—raising funds, We quickly shifted gears to adapt to reallocating expenses and shifting the new normal. The first step we product launches online. Above all, it took when the lockdown kicked in was determined to continue was to take salary cuts at the top level innovation. London-based Neeraj and halt pay rises across the company. Kanwar, Managing Director at Apollo We renegotiated our contracts, Tyres, talks through the company’s reduced our engagement with crisis response and how it has consultants and deferred all positioned it stronger than ever for discretionary spends. Our focus was the new normal. on conserving costs. Can you highlight some of the We also decided to reduce what we ways in which Apollo managed to call ‘bad’ costs. We looked at raise capital during the crisis? rationalisation and optimisation of our real estate across our key I am pleased to say that global private markets. On the supply chain side, we equity giant Warburg Pincus showed went for optimising freight and confidence in our growth prospects, storage costs. Another key decision management and invested by we took was to continue with our purchasing compulsorily convertible planned factory openings and September 2020 Automotive World Magazine 61
product launches—we just had to Leadership. We also added an What other more general go digital for this. We held virtual extension to our existing facility changes to your business opening ceremonies, virtual in Gujarat, India. As technology practice could stick around dealer-meet conferences and is one of our key pillars of even after the immediate virtual product launches. They growth, we have not sliced our health concerns abate? have been powerful and R&D expenses. While we have successful and at a fraction of rationalised our investments, I haven’t met so many of my staff the cost of live events. planned capex will continue in the past as I have since the lockdown and this is because of “ We will continue to virtual meetings. As a company, invest and expand our we will continue to become digitisation process more digitised. Moreover, we even after we go back launched more than 30 online to the pre-COVID courses since mid-April. E- environment learning is becoming a way of life for all of us. I have been logging onto the Apollo Virtual Academy to learn. Our HR team continues to roll out programmes spanning industry knowledge, business skills and COVID-19 specific programmes, and I am glad to see the number of people taking up courses going up every week. Outside of in-house training, can you flag some of the more significant virtual successes for Apollo in recent months? You mentioned ‘bad’ costs, towards our newest greenfield Our Europe region successfully but what constitutes ‘good’ in Andhra Pradesh. concluded the virtual launch of costs and how have you the new Vredestein Wintrac and handled these? Will any of the temporary the new Vredestein visual cuts or closures made during identity. This was a phenomenal R&D and innovation are our the crisis prove permanent? success. A typical launch would ‘good’ costs and we will cost us around €1m (US$1.18m), continue to invest in this area. We haven’t gone for any but the team’s virtual launch was Despite COVID-19 and economic temporary or permanent done at a fraction of the expense hardships, we decided to press redundancies because of and at the same time we engaged ahead and open our seventh COVID-19. However, we had with ten times more partners in manufacturing unit in the announced our intention to trade and media compared to world, located in India. Our first specialise the Enschede facility, the usual launch, where we tyre rolled out from the new in the Netherlands, to generally engage with around Andhra Pradesh greenfield manufacture speciality tyres, 400 people. The APMEA Sales & facility on 25 June. The digital which would lead to certain job Marketing also successfully launch of the event was losses. This was done before connected with more than 1,500 attended by the Supervisory COVID hit us and this would be dealers via a webinar across Board and the Senior a permanent move. India, further strengthening our relationships with the dealer 62 Automotive World Magazine September 2020
network while eliminating costs “ such as travel, boarding and We are hoping that we lodging. Using virtual learning would return to 90% and e-launches have been a of pre-COVID levels in welcome outcome in these Q2 if there are no challenging times. We will further surprises continue to invest and expand our digitisation process even reliant on China. What lockdown In what way might the current after we go back to the pre- and COVID-19 have revealed is situation open fresh COVID environment. the need for an alternative to opportunities for yourselves and this. Automotive companies have the automotive sector in How big a financial impact been attracted to China as it is a general?As I mentioned, we have will COVID have on your low wage destination for adapted ourselves to a new way business this year and when production costs, but business of working. We are also looking do you expect to return to leaders should now look at at expanding our businesses and pre-pandemic levels? parallel supply chains to buffer conserving costs. Finally some and mitigate future disruption. green shoots are appearing. In We are still living in uncertain June, we saw new sales in India times and it will be difficult to Do you see this pandemic as a peaks across major categories, put a figure on the financial near- or long-term challenge clocking the highest ever sales impact that will be there on our for the automotive sector? revenue in aftermarket and business. However, there are creating a new record. some positive signs. We have Every challenge brings an Meanwhile, in the truck segment noted an extremely buoyant opportunity with itself. The in Europe, June was our best- demand in the aftermarket, with industry must be agile and selling month ever, with 31 new record sales being witnessed in flexible to adapt to the new customers across the region. June in India. The market in normal for business continuity. During April and May, we gained Europe is also seeing a spike. As We are already witnessing a significant share of the market for the future, we are hoping innovations to business models in tractor drive radial tyres and that we would return to 90% of to address this. Not only are the increased our share of account pre-COVID levels in Q2 if there automakers going for more with several key automakers. are no further surprises. online sales with the likes of click I would say that both for Apollo Meanwhile, we will continue to and collect, but they are also and for the sector in general, we conserve costs as much as we introducing subscription models. can be hopeful. can and continue to invest in technology and brand. From an industry perspective, did the crisis uncover any fundamental flaws in the supply chain model? How might it evolve in the wake of COVID? Coronavirus and recent trade wars have made one thing clear— the current supply chain model in the automotive sector is unsustainable. The automotive industry as a whole was too September 2020 Automotive World Magazine 63
Autonomy and shared mobility prompt charging innovation Automatic charging wouldn’t just improve convenience, but could also better enable shared mobility and autonomy. Wireless is one solution, and matrix charging is another. By Xavier Boucherat 64 Automotive World Magazine September 2020
The vast majority of electric compared with plug-in charging. vehicles (EV) rely on the plug In addition, the experience is as a means of charging, and accompanied by its own for most, this is perfectly challenges: wireless charging acceptable: plugging in a car involves generally requires a high degree of as much effort as re-fuelling one. But alignment between vehicle and this hasn’t stopped some parties from plate, which could prove tough for exploring alternative methods, which larger vehicles like buses. could address future problems and requirements for fleets, along with A third way? with creating a completely seamless experience for customers. One company exploring an alternative approach is Easelink, Chief among these is wireless which has developed an charging, most recently seen in automatic conductive charging Oslo, Norway, where Jaguar Land solution it calls ‘Matrix Charging’, Rover has partnered with allowing both 22 kW AC and Momentum Dynamics for the targeted 50 kW+ high-power DC ElectriCity project. 25 compatible charging. The system consists of I-Pace SUVs will take advantage two components: a vehicle unit of charging plates installed on the vehicle underbody, and the throughout the capital, and help charging plate in the parking to create an emission-free taxi space surface. Once the vehicle is fleet by 2024. parked above a charging plate, the connector is deployed to Momentum Dynamics has stressed make a physical connection. the importance of wireless charging for the commercial The company stresses the vehicle (CV) industry, including robustness of the solution, with busses: strategically placed, no moving parts outside of the wireless chargers offer frequent connector housing, along with a bursts of charging throughout the charging efficiency comparable day with no driver action to plug-in charging. It also solves required. Compared with a single, the alignment challenge daily burst of charging at a depot, presented by wireless via this potentially improves battery selective activation of contact longevity and eases pressure on pins to compensate for parking the power grid. What’s more, it misalignments. Hermann could provide a charging solution Stockinger is the Chief Executive for autonomous fleets, which of Easelink, and as he explains, without a driver would lack the mobility is being driven by three means to plug in a vehicle. major trends: powertrain electrification, mobility as a However, the technology remains service (MaaS) and autonomous some years out. Wireless charger driving. Matrix Charging has costs remain high, vehicle been developed to meet the compatibility remains low, and needs of all three. efficiencies are generally lower September 2020 Automotive World Magazine 65
The vision behind the technology is to turn all EV parking time into charging time Application basis Easlink is based in Austria, where from 2025 onwards, all new taxis and rental cars must be emissions free. There it is participating in a consortium with two major taxi offices, the city of Vienna and more, with the goal of piloting e-taxis using Matrix Charging. From there, it wants to help create a framework for successful electrification of taxis. “In order for electric taxis to operate in a similar way to conventional vehicles, automated conductive charging is a key factor,” suggests Stockinger. “With chargers at stands, we can use existing standing times, and if the connection and disconnection from the network is automated, vehicles can be charged semi-dynamically: vehicles can connect to the grid, disconnect, move forward, connect again, and so on, all without a driver having to jump out of a vehicle to plug and unplug.” “These trends are forcing OEMs to Other projects are already live. The adapt their powertrain configurations company has worked with Energie as well as charging system setups. As a Steiermark, an Austrian energy tech company, Easelink is closing the supplier, to power vehicles in its fleet missing link by developing automated since 2018, and has also provided a charging for EVs,” he says. “The vision number of proof of concepts for behind the technology is to turn all EV interested automakers. In May 2020, a parking time into charging time.” partnership with the city of Graz put Matrix Charging to work for a car- sharing service, which Stockinger says is providing valuable real world 66 Automotive World Magazine September 2020
Matrix charging could offer the same automatic capabilities seen in wireless charging, whilst solving efficiency challenges performance data and user feedback industries. Serial production is ahead of standardisation. scheduled to start in 2023. “The rise of EVs, the development of For now, however, the technology autonomous driving and user desire remains in early stages. It seems for convenience make automation indisputable that industry megatrends indispensable,” he says. “A worldwide and the new business models that will standard for automated charging is subsequently emerge—such as MaaS— needed to establish compatibility of will call for new charging solutions. the electrical vehicle with charging The fundamental challenge of infrastructure, and this is what electrifying fleets remains very much Easelink wants to build.” A high ahead of automakers, and the scalability rate of Matrix Charging, he continued scaling of plug-in solutions adds, can be achieved through remains certain, but early innovation licensing models within the in the field could one day benefit automotive and infrastructure some applications greatly. September 2020 Automotive World Magazine 67
ADAS nomenclature standards pave way for autonomous driving Efforts to standardise the terminology around advanced safety technology is much more than a pedantic dictionary exercise: it's pivotal to AV success. By Megan Lampinen 68 Automotive World Magazine September 2020
Advanced driver assistance Co-Chair of PAVE (Partners for systems (ADAS) could offer Automated Vehicle Education). “That tremendous near-term understanding will help them safety benefits and set the embrace it. These ADAS technologies stage for fully autonomous vehicles are building blocks towards (AVs). But not if current levels of confidence in higher levels of consumer confusion persist. While automation. We have to get it right more than 90% of new vehicles sold now so we can reap the benefits of today have at least one ADAS AVs down the road.” technology, studies have shown that many consumers are either not Nomenclature aware of the ADAS systems they have in their car or do not understand A big part of the consumer education how they work or what they can do. piece revolves around standardised If consumers don’t feel comfortable naming for ADAS. The problem is that with these systems, they may there hasn’t been any official disable them. If they overestimate standard. In 2018, AAA’s Automotive their capabilities, they will over-rely Engineering team examined 34 on them. Neither approach will vehicle brands sold in the US with the produce the safety benefit these aim of identify the number of unique systems promise. names manufacturers use to market ADAS. There were many. Automatic “We need to do a better job of Emergency Braking alone was known educating consumers around these by 40 different names, while the likes technologies,” asserted Kelly Nantel, of Adaptive Cruise Control and Vice President of Roadway Practice Surround View Camera were linked to for the National Safety Council and a September 2020 Automotive World Magazine 69
20 different names each. It’s a similar any clarity,” she added. AAA was case for almost all of the ADAS particularly concerned that the SAE features installed in modern vehicles. Level 2 automated systems could result in a dangerous over-reliance on “We cannot begin to understand a the systems. Its research found that particular system if we do not know when systems carry names like what to call it,” said Greg Brannon, AutoPilot or ProPilot, 30% of Director of Automotive Engineering Americans believe they have the and Industry Relations at AAA. “If we ability to drive the vehicle themselves. cannot decide whether we are talking about the same thing or not, Starting point how can we get into performance standards around their use or care The recommended nomenclature list about how they work? We can’t is just the starting point, and will be begin that conversation.” continually refined as new systems are developed. “This is an iterative AAA was the first to put forward a process,” clarified Nantel. “It’s a first common standard for system naming step—a big step—and the more based on the functionality. “This was organisations that embrace it, the a monumental first step,” Nantel stronger it becomes.” stated. The terminology was designed to be simple and specific, targeted not A number of other industry bodies at engineers so much as at consumers. have indeed embraced it, including The SAE had previously released a the National Safety Council, ‘Levels of Driving Automation’ Consumer Reports, JD Power and SAE standard, defining six levels of driving International. In August, PAVE threw automation from no automation to its support behind the movement as full automation, but these are geared well. “We know that confusion about at professionals in the field. “For the that technology reduces trust and average driver these levels are confidence in vehicles today and confusing and they do not provide Figure 1: Sample of names advertised for various ADAS features ADAS Feature Selection of Marketed Names Adaptive Cruise Control Adaptive Cruise Control, Smart Cruise Control, Intelligent Cruise Control, Adaptive Lane Keeping Assistance Cruise Control with Queue Assist, Dynamic radar cruise control, Distronic Plus, Traffic- Blind Spot Warning Aware Cruise Control Surround View Camera Active Steering Assist, Audi Active Lane Assist, Intelligent Lane Intervention, Lane Departure Alert with Steering Assist, Lane Keep Assist, Lane Sense Lane Departure Warning Plus Active Blind Spot Assist, Aud i Side Assist, Blind Spot Information System, Blind Spot Intervention, Lane Change Alert with Sid e Blind Zone Alert, Lane Change Assistant (Side Assist), Smart Blind Spot Detection Surround View System, 360 View Monitor, Intelligent Around View Monitor, Multi- terrain Monitor, Bird 's Eye View Camera, Surround Vision, Top View Camera System, Wide Fron t View & Side Monitor 70 Automotive World Magazine September 2020
Figure 2: Proposed standard ADAS terms - Automated driving tasks Automated Driving Tasks Definition Adaptive Cruise Control Controls acceleration and/or braking to maintain a prescribed distance between it and a vehicle in front. May be able to come to a stop and continue . Lane Keeping Assistance Controls steering to maintain vehicle within driving lane . Ma y prevent vehicle from departing lane or continually cente r vehicle . Dynamic Driving Assistance Controls vehicle acceleration, braking, and steering. SAE standard definition of L2 Autonomous systems outlines this functionality. vehicles under development for the Funkhouser, Programme Manager, future,” PAVE Executive Director Tara Vehicle Interface Testing and Head Andringa commented. “PAVE’s of Connected and Automated mission is to help everyone join the Vehicles at Consumer Reports. “As conversation about our transportation more organisations come forward future, and providing clear, consistent and adopt it, the easier the vocabulary for that conversation is an messaging becomes and the clearer important step.” the consumer understanding it. And that is where we will make the If this terminology agreement marks most progress.” the first step, what’s to follow? “As we start to create a common narrative But is a voluntary standard enough to around the technologies, we can then effect industry change, or should this dive into how they perform and look evolve into an official regulation? at whether performance is consistent Opinions will vary, but for now most across the board and how they are of the organisations behind the rated,” suggested Nantel. nomenclature appear satisfied with its voluntary nature. “Right now is Some have suggested that the probably not the time to seek federal effectiveness of this standard hinges regulation on any topic,” said on how widespread the definitions Brannon. “It is just not the way that and descriptions become. For things are being done at the moment. Brannon, the SAE’s official Instead, you will see what we’ve done endorsement in May this year was “a here, which is a coalition of the tremendous boost”, as its strong willing. When you get industry global reputation lends credibility to moving forward on something, the policy. Endorsements from other regulation becomes unnecessary. In notable industry players and some ways we are able to move organisations have also been flagged. quicker, not waiting on government “It was a huge step forward when US to work through the regulatory Secretary of Transportation Elaine process. It’s not perfect. Would we Chao and the Department of love a regulation that adopts this and Transport acknowledge the need for makes it required? Sure, but it’s not it and embraced it,” said Kelly going to happen.” September 2020 Automotive World Magazine 71
Freight technology will help US trucking through the capacity crunch and beyond The widely-predict COVID-19 capacity crunch has arrived in the US. Digitisation will be key to keep carriers on the road, and brokers in business. By Xavier Boucherat 72 Automotive World Magazine September 2020
September 2020 Automotive World Magazine 73
In the US trucking and freight lose work. At the same time, if sectors, the widely-made carriers aren’t getting access to freight predictions of a capacity crunch or the lanes they’re used to getting, it have come to pass. The speed kills the dedicated resources we’ve and severity with which freight developed over the last 30 years.” volumes dropped and then rose again in the wake of COVID-19 was such that Technology, he said, has been huge in a significant amount of the trucking helping Kingsgate to engage with capacity which disappeared has yet to carriers earlier in the process. Right reappear. now, with capacity in demand, carriers are in a position to pick and What is the role of technology in choose their shippers and brokers, meeting this challenge? Speaking in a and whilst rate is an important recent FreightWaves webinar was consideration, so too is how Tom Curee, Senior Vice President for effectively a company leverages Strategy and Innovation at Kingsgate technology. “Rates have to be “Brokers need to help carriers get back to where they were before, and they’re looking for partnership relationships to achieve this. The more a company can lean into this and make it a part of their DNA, the easier this capacity crunch becomes to get through Logistics, a third party logistics (3PL) competitive,” said Curee, “but if two firm. He emphasised that those companies have a similar rate, the companies looking to survive must carrier will always go with whoever accept and learn to work with a has the stronger tech base. This will turbulent environment, which can make it easier to do their jobs whilst harm both shippers and carriers. out on the road.” “As a 3PL, Kingsgate Logistics needs A truck drivers’ time, for example, is to please players on both sides of this extremely valuable, particularly coin,” he says. “If my shippers aren’t among owner-operators on jobs. The getting access to capacity, then we traditional ways of contacting brokers 74 Automotive World Magazine September 2020
“ Rates have to be competitive, but if two companies have a similar rate, the carrier will always go with whoever has the stronger tech base. This will make it easier to do their jobs whilst out on the road and shippers—primarily by All-in-one? telephone—are no longer convenient. In such a busy, Prasad Gollapalli, Founder and Chief fragmented space, an app could Executive of Trucker Tools, a digital provide carriers a way to establish load tracking and freight matching their availability digitally, outside of software developer, said this had the office hours. Making their potential to breed inefficiency in the experience as positive as possible is supply chain. “If a small carrier is more important than ever for 3PL being sent from technology to companies, he said, and without technology on a single load, we have technology, this is hard to pull off. already made that carrier inefficient,” he says. Conversely, if a single app can However, he added, the risk is that handle a load, a carrier potentially countless shippers will conclude the stands to increase their average way forward is to develop their own number of loads by as many as two to app, primarily for tracking purposes. three per month. For drivers, who already work across a number of companies, this is a As such, companies like Kingsgate nightmare that’s already coming to have the option of third party software life. Many owner-operators, he said, companies like Trucker Tools. On the are already being made to work with one hand, explains Curee, the API several apps. gives shippers the data and tracking September 2020 Automotive World Magazine 75
they need via the system they require. weekly miles per truck among On the other hand, carriers are Kingsgate’s carriers to 1,600, a brought into a single app and are also significant fall from last year’s 2,000 offered access to specialists such as to 2,200. The pandemic has made fuel-optimisation experts. These are business-as-usual impossible, with things that owner-operators social distancing and other measures understand the value of, said Curee, making turnarounds longer. such as digital document management and predictive freight-matching. “Excelling at this time requires Fundamentally, he says, this would deeper conversations with carriers have been extremely difficult for than ever before,” said Curee. Moving Kingsgate to develop alone. forward, he expects that the US “ Those brokers who cannot adopt in the wake of COVID-19 will fall behind Care for the carrier trucking sector will emerge with a cleaner, more efficient freight Now is the time for the freight sector network, but this will not come about to get a grip on these technologies and by chance. “Brokers need to help learn how to use them in securing carriers get back to where they were capacity, particularly with what may before, and they’re looking for be about to come. “It is going to be a partnership relationships to achieve very interesting Q3 and Q4,” said this,” he concludes. Curee. “Conversations with our largest customers suggest volume is “The more a company can lean into really going to start moving. Some of this and make it a part of their DNA, these are e-commerce companies, the easier this capacity crunch already having a very good year. The becomes to get through.” Gollapalli question is, how difficult is this going agreed, stressing that keeping to get in terms of capacity? And how carriers in business benefits the long is it going to continue?” entire industry, and that digitalisation will be key in this The challenge is exacerbated by the endeavour. Those brokers who ongoing disruption of COVID-19, cannot adopt in the wake of COVID- which has driven down average 19, he said, will fall behind. 76 Automotive World Magazine September 2020
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