Under the hood: what Audi A8 has taught us

EE Times is happy to announce our “Under-the-Hood” series is back, this time, in partnership with System Plus Consulting… More

Written by Junko Yoshida and Maurizio Di Paolo Emilio for EETIMES – A recent teardown of the Audi A8 reveals exactly why, from both a technological and economic standpoint, achieving higher levels of autonomy for vehicles has been harder than anyone originally expected. Audi’s experience with the A8 consequently remains relevant today.

When Audi launched its redesigned A8 sedan at the end of 2017, the company touted it as the auto industry’s first Level 3 car. The entire automotive industry is still contending with technological issues and unfamiliar cost structures that confronted Audi back then. The teardown conducted by System Plus provides valuable insights into a few questions:

  • What does it take to pull off a Level 3 car?
  • What’s included in the A8 sensor suite?
  • How much processing power does a Level 3 car require?
  • Is it GPU, SoC, CPU or FPGA driving Audi’s central driver assistance controller called zFAS?
  • How much does zFAS cost?

It can be instructive how Audi achieved Level 3 functionality using chips that had been on the market, and were already tried and tested in other applications, especially in comparison with Tesla, which two years later (2019) launched its “Full Self Driving Computer” board which relies heavily on two home-grown self-driving chips.

System Plus teardowns include analyses that go beyond simply reverse engineering and identifying hardware elements. The firm also performs “reverse costing” — estimating how much it must have cost a company to source specific components and build its products. System Plus’ reverse costing of the A8 shows that 60% of the cost of zFAS — estimated to be $290 — is driven by the cost of semiconductors. This is hardly startling, since 80 to 85 percent of the content in modern cars is electronics. That wasn’t the startling thing about the costs, however.


The real shocker to car OEM, said Romain Fraux, CEO at System Plus Consulting, is that no automotive companies were mentally prepared to pay a 50 percent margin per component — as charged by Nvidia, Intel and others for their flagship chip solutions. This opened the door to a whole new world for automotive OEMs, prompting them to rethink the calculus of highly automated vehicles.

The System Plus teardown/cost estimate does not include the cost of software development for automated vehicles. However, the use of an FPGA (Altera Cyclone) inside zFAS shows Audi’s attempt to preserve the own software assets it had already developed.

Over the last 18 months, some leading OEMs have begun hinting their desire to design their own autonomous vehicle chips, a la Tesla. This approach enables them to control their own destiny in terms of hardware and software development. However, given the high cost of chip designs, it’s far from clear if car OEMs are better off going it alone.

Another important aspect of A8 is that Audi brought to the market the first commercial vehicle, among all the car OEMs, to show a path to autonomy.

At the time of A8 launch, the technology inside the vehicle was pitched as an “automated driving breakthrough,” featuring a system called Traffic Jam Pilot. When activated, Traffic Jam Pilot supposedly relieves human drivers from the ordeal of negotiating stop-and-go traffic.

But these best-laid plans collided with a “handoff problem” (to alert and engage a distracted human when the computer falters) that has dogged the very concept of the Level-3 vehicles since the beginning.

Today, A8s are on the streets, but none has its Level 3 autonomy features activated and operating in the real world.

That’s not a knock on Audi, however. The A8 made it clear to the AV industry what it’s up against. Industry leaders must sort out every regulatory, technical, safety, behavioral, legal and business-related complication before they can tout the utopian future of robocars. This partly explains growing momentum behind safety standards setting among car OEMs, Tier Ones, chip suppliers and technology and service companies (i.e. Waymo, Uber)… Full story

Source: https://www.eetimes.com

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