Lei Feng network press: author of this article Zhu Yulong, automotive industry engineers. The content shared by President Zhu is in the industry. If you are interested in cars, you can look at his special topic: “New Driving Says: Autopilot Those Things | Zhu Yulong†.
Last night, this matter broke the ADAS discussion group, and all the small partners began to talk about this topic. We now focus on exploring several directions.
1. Why did Tesla stop the cooperation with ME?
What does Tesla rely on to switch core vendors so fast?
How does Tesla perfect Autopilot?
2. Why is the Mobileye CTO speaking very seriously?
What is Mobileye's current core business?
What is the positioning of cooperation with traditional car companies such as BMW?
Here's Elon's full statement:
"This was expected and will not have any material effect on our plans. MobilEye's ability to evolve its technology is unfortunately negatively affected by having to hundreds of models from legacy auto companies, resulting in a very high engineering drag coefficient. Tesla is laser- Focused on achieving full self-driving capability on one integrated platform with an order of magnitude greater safety than the average manually driven car."
Why does Tesla stop the cooperation with ME? In simple terms, there are probably two reasons
1. Tesla feels that the supplier Mobileye is not good enough: running too slow and too many customers.
Here are a few meanings:
Mobileye needs to support the ADAS projects of other automotive OEMs. This is a core profitable business, including new projects and problems in the after-sales process.
Mobileye's core core R&D content includes: three current vision next-generation systems developed with Tie1, vision and fusion information, REM maps, automated driving systems, etc.
2. Tesla himself will be more laser-focused. Focusing on autopilot, lasers need to keep blinking.
Tesla can tap more supplier resources to optimize the system
Tesla will have more options without Mobileye
What does Tesla rely on to switch core vendors so fast?
Tesla is not really an Auto company that takes the routine of a traditional car. So on this issue, we can look at the system structure of its Autopilto. This is the bus structure combed by Zhang Xie (more detailed than I do).
1, BCM and gateway modules are integrated
2. The key components involved in the entire Autopilot include
Powertrain: BMS+ Inverter
Chassis Electronics: EPS, ABS & ESP, Camera Modules and Radar Modules
Tesla read the data of all users who started Autopilot by IT company and used Tesla owners. These users use Autopilot and their own car to drive, the actual road operation (or called test), through the Telematic collection of road information and the running status of the vehicle and Autopilot system, Raw data and processing results here are summarized to Tesla Database.
So for Tesla, rebuilding the system is actually very easy -
Expansion bus system
Reconstruct Sening and Decision System on Your Own Software System
How does Tesla perfect Autopilot?
Next, Tesla has several directions:
1) Do it yourself: Originally Tesla had a big firmware team and could search carefully on LinkedIn. In the article “I Lost You Finally—Resolving Mobileye and Tesla from Stopping Cooperation†in the clip classmate's article, David Nist Ìer and Jim Keller will not be able to bring the following algorithms and chip resources into account.
2) Modification of the Sensing System
Joining Lidar: It is unlikely that you are expensive. Solid-state Lidar may be feasible with the current startup phase.
Velodyne products are expensive at this stage
IBEO is typical of German suppliers, and the possibility of Tesla is very low. It is too late to officially go SOP 2018 on the way to vector production.
Quanergy (What do you think?)
Join binoculars to extend the horizon
Bosch, Conti, Autoliv, Hitachi, Takata
Guess which is the most likely?
All in all, Elon is also the leader of the "tyrant" with the same personality as Joe, and he did not return to the start.
| MobileyeGod Amnon Shashua said -
Finally, I have a few words to say almost our relationship with Tesla. Mobileye's work with Tesla will not extend beyond EyeQ3. We continue to support and maintain the current Tesla autopilot product lines. These include the significant upgrade of several functions that affect both our Ability to respond to crash avoidance and to optimize auto-steering in the near term without any hardware updates.
Involved, in our view, moving forward to more advanced autonomy is a paradigm shift both in terms of function complexity and the need to ensure an extremely high level of safety. There is much at stake here, to Mobileye’s reputation and to the industry at large .
Mobileye believes that achieving this objective requires partnerships that go beyond the typical OEM-supplier relationship such as our -announced collaboration with BMW and Intel. Mobileye will continue to pursue similar such partnerships.
This industry has also become strange because of companies such as Tesla. It is a matter of cooperation. The stock price is going down. It is hard to imagine before that the auto industry was hard pressed. The meaning of the Great God, we have to develop automatic driving is a long-term thing, it is a very complicated thing. The road he chose was with traditional companies.
There are words in the great mythology, and things must be done according to the rules. Only by understanding the complexity of this matter can we truly understand the difficulties and the time needed to achieve them.
If you are interested, you can read the Great God's speech material carefully:
1. 2016 06 The Three Pillars of Autonomous Driving
2. 2016 06 CVPR 2016 Autonomous Driving, Computer Vision and Machine Learning
3. 2016 04 17 What goes into sensing for autonomous driving?
4. 2016 01 CES2016 autonomous driving and road mapping
5. 2015 08 31 Computer vision, wearable computing and the future of transportation
Amnon's three columns were repeatedly mentioned in the lecture. In fact, the core of ME company is image recognition technology.
In the previous evolution, the change of the sidewalk level could be detected by extending the identification object range => extension to the road available space discrimination => road edge asperity detection =>.
Then through the joint venture with the car companies will apply its expansion of the scene: based on visual ACC and low-speed TJA and so on.
Then on this basis, further consideration.
Let's take a look at this deconstruction business model of REM, and ME again tried its best :
Build REM with Auto OEM Raw Image Data
Build a low-cost map with the existing high-precision map providers Tom Tom and HERE. The real Tie1 map provider or map provider, ME provides the technical algorithm
Algorithm is always the core of ME
Based on our discussions, we believe that REM can provide dynamic mapping services that become a valued layer within navigational mapping products. The principle that we will agree with Volkswagen should form a universal framework that will be applicable to and form the basis of our arrangements with other OEMs.
Discussions with map providers, TomTom and HERE, also have been promising. We believe that by the end of the year, REM technology will be adopted by four, five incremental OEM partners and that we will be able to share the business model principles publicly.
We also give an example here, the algorithm is limited, the system needs to know the limits of the algorithm to take measures, especially the future of the system, abuse does not mean only the problem of goodwill.
1) Different ways are not the same. The two have their own ideas. They are all determined to be strong enough to make trouble. It is a normal case to talk about this matter.
2) Let's take a hard look at what Tesla is worth learning for us and seriously assess how much risk is involved in so-called auto-driving.
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