Showing posts with label Concept car. Show all posts
Showing posts with label Concept car. Show all posts
Ralph Marano owns every Packard concept car made, save for one—the Predictor—which is permanently displayed in the Studebaker National Museum in South Bend
Ralph is one of the premier living Packard collectors, not just in this country, but in the world. His collection numbers 85 classic automobiles, every single one of them 100-point concours quality. If you've been to Pebble Beach, Amelia Island, Meadow Brook or the Glenmoor Gathering in the past two decades, you've run across one of Ralph's prizes at some point, and probably more than once.
The Marano collection is one of America's greatest. And unlike some collectors, Ralph doesn't try to hide what he's got. The glassed-in building in Garwood is his private museum.
Among the most sought-after Packards are those with custom-built bodies, especially from Darrin. Mr. Marano said he was the only collector to own a Packard Darrin from each of its years of manufacture, 1937 through 1942.
Mr. Marano has owned some Darrins with celebrity provenance.
In 1985, he acquired a 1942 Darrin 180 Victoria driven by George Peppard in the television series “Banacek.”
In 1989, he traded cars and cash for a ’38 Darrin that Al Jolson commissioned for Ruby Keeler.
His red ’37 Darrin 120 convertible Victoria was originally owned by Clark Gable. “Gable didn’t like its running board option, and sold it back to Darrin, who sold it to Errol Flynn,” Mr. Marano said.
Show cars were important to Packard, helping to project an image of a company able to compete with the advanced styling of larger automakers. Mr. Marano decided several years ago that he would try to acquire all of the extant Packard show cars. He now owns a 1952 Pan American two-passenger design study; the ’53 Balboa; the fiberglass-body Panther of 1954; and the 1955 Request.
http://www.nytimes.com/2006/08/27/automobiles/collectibles/27PACKARD.html
https://www.hemmings.com/magazine/hcc/2014/07/Ralph-Marano/3739461.html
Joe became bored quite quickly in retirement, so he started a service getting cars the max money at auction
He collected cars, and restored them, then auctioned them.
Bortz’s collection included six concept cars by 1988, and it was around this time when rumors began circulating of the four 1955 Motorama cars wasting away among the junkyard—the Cadillac Eldorado Brougham Town Car, the Chevrolet Biscayne, and two variants of the Cadillac LaSalle II.
Bortz bought them all and set out to restore them, and once news spread of the collector’s discovery and his passion for these dream cars, his phone began ringing with offers and leads for other concept cars that had escaped destruction. “I was just in the right place at the right time when these cars were beginning to be turned loose.”
Joe certainly has the kind of collection that stokes the flames of envy in other car enthusiasts- the Bonneville Special, the 1957 Chrysler Ghia Falcon, the 1953 Buick Wildcat I, the 1964 Pontiac Banshee, the 1956 Chrysler Plainsman station wagon, 1956 Cadillac Die Valkyrie, and can take them out for a spin.
Then he needed something to do, so he put his experience to work
Bortz acts as a concierge for car owners who are too busy or don’t feel educated enough to find the best venue to sell their car.
“The timing seemed to be right,” Bortz said. “I had retired six years ago and I had 50 years of buying and selling to only develop the Bortz Auto Collection. My hobby business has now evolved and we are assisting in the sale of collector cars for the single-car collector, an owner of a larger collection, the widow and children of collectors and also estate attorneys.”
For cars that do not sell on the internet, or for more high-end cars consigned to Take Your Car to Auction, Bortz progresses to a third approach.
“The third level is always to consider taking a car to a live auction. In reference to the latter, obviously many items have to be taken under consideration, such as the return on investment, considering the costs of doing the sale, what would be the best live auction to match up with the type of car that you have.”
Bortz said he uses his experience selling cars at live auctions to maximize the bidding action on that car.
“I know what to ask for at particular auctions, the best times to sell a car,” Bortz said. “I not only know how to pick a good auction, but their best auction for that car.”
https://www.facebook.com/tycta.carauction
https://bortzcars.wordpress.com
http://www.oldcarsweekly.com/news/editors-picks/collector-joe-bortz-puts-hobby-experience-to-work-for-others
http://robbreport.com/automobiles/what-concept/page/0/5
https://www.hemmings.com/magazine/hcc/2006/07/Joe-Bortz/1304063.html
http://carzhunt.blogspot.com/2016/08/macungieall-truck-nationals-and-aaca.html
Ford Cougar II, built on a Cobra Chassis CSX 2008
https://revslib.stanford.edu/catalog/pq028bt3775
https://revslib.stanford.edu/catalog/ym379cj4466
https://revslib.stanford.edu/catalog/db422hh4120
https://revslib.stanford.edu/catalog/jp574gn0412
https://revslib.stanford.edu/catalog/cy036yb4016
https://revslib.stanford.edu/catalog/yt800dq2473
https://revslib.stanford.edu/catalog/tn438bp4385
seems obvious that Ford had Vignale try for something exactly between the Jag E-type, and the Vette.
http://www.carstyling.ru/en/car/1963_ford_cougar_ii/images/26020/
http://www.95customs.com/the-1962-63-ford-x-car-concepts/2015/3/16
new images of the Cherokee SS Camaro Mark IV 396 that Stirling Moss was driving around at various Can Am races
Last weeks post: http://justacarguy.blogspot.com/2017/01/burkey-pointed-out-this-camaro-pace-car.html
these are both from the 1967 Chevron Grand Prix Bridgehampton Can-Am https://revslib.stanford.edu/catalog/kb015dg7469
https://revslib.stanford.edu/catalog/nx094hr1867
the 1971 Rapid Transit System Road Runner show car... has a strange colored set of taillights, but there was a good reason
The light would light up green when accelerating, yellow when the gas pedal was released, and red when the brake pedal was pushed
1969 Ferrari 512S Berlinetta Speciale, and some ridiculous model that should never have been on the car
the car is good looking enough to not need her... but since when do models get on TOP of the cars? Maybe I missed hundreds of thousands of photos like this... but I don't remember ever seeing a model on the roof of a car... with dirty shoe soles
here's the crazy part... the designer later on went on to Ghia for 3 decades and designed the Pinto and Escort.
here is something else, it was a roller... the engine wasn't built, just looked good from the outside, so they had to pull it up the mountain for these photos with that earth moverThe photo shoot was on top of a mountain near Como, Italy was shot by noted racing photographer Rainer Schlegelmilch,
http://www.cafespa.com/index.php?news=000062&title=1969-Ferrari-512-S-Berlinetta-Speciale
https://primotipo.com/2015/07/27/ferrari-312p0868-and-ferrari-512s-berlinetta-speciale-ferrari-512s1027-and-ferrari-modulo/
https://www.classicdriver.com/en/article/cars/speciale-delivery-1969-ferrari-512s-berlinetta-pininfarina
http://www.carstyling.ru/ru/car/1969_ferrari_512s_speciale/images/23590/
https://www.pinterest.com/pin/286541595014865642/
Bringing the power of “and” to the car
QNX unveils a new platform at TU-Automotive Detroit and celebrates an acoustics milestone
Some people assume that, when it comes to cars, QNX is mostly about infotainment. Or telematics. Or safety. Or security. But in reality, QNX is about all of these things. So, for a better picture of what QNX brings to the car, simply replace all of those ‘or’s with ‘and’s. For an even better picture, add more things to the list. Like instrument clusters. And handsfree systems. And virtualization.
When you put all of these ‘and’s together, you begin to realize that QNX is a platform for the entire automotive cockpit. So why is that important? Well, more than ever, cars are defined by their software. In fact, automakers are now building cars in which half a dozen systems need a high-level OS. Using a single OS platform for all of those systems can consolidate development efforts, increase interoperability, encourage code reuse, reduce training costs, boost productivity, and just plain make things easier. Of course, it doesn’t hurt if that same platform is also secure, standards-based, and production-proven in over 60 million cars.
So why am I going on about this? Because this week, at TU-Automotive Detroit, QNX is showcasing the full breadth of its automotive technology. Visitors to our booth will see demonstrations of ADAS, instrument clusters, infotainment, acoustics, smartphone integration, V2X, remote SIM management — the list goes on. Highlights include the latest QNX technology concept vehicle, which boasts a voice-controlled instrument cluster (man, I’d love one of those) and acoustics technology that allows a driver to talk to back-seat passengers without having to raise his voice or turn around — even if the car is driving at highway speeds. How cool is that?
New platform for instrument clusters
Of course, we can’t show up at a major auto event without bringing something new for developers. And so, today, we are unveiling the latest addition to our portfolio of automotive safety products, the QNX Platform for Instrument Clusters.
QNX is already a proven player in the digital cluster market. Since 2009, our OS technology has been powering clusters in brands like Alfa Romeo, Audi, Corvette, Jaguar, and Range Rover. (Check out my recent post for a retrospective on QNX-powered clusters.) The new platform builds on this experience, enabling QNX to offer a comprehensive solution for cluster developers, which includes:
To get the full story, check out this morning’s press release.
50 million systems, you say?
Hands-free systems may be common, but delivering a high-quality hands-free experience can be notoriously difficult. Cars are noisy beasts, and the cacophony created by tires, fans, vents, and open windows can play havoc with any system that has to process voice signals.
What to do? Well, for over 50 million infotainment and telematics systems, automakers have solved the problem with QNX acoustics technology. QNX acoustics offers patented algorithms for echo cancellation, noise reduction, and other technologies to ensure crisp, clear voice communications, even in the harsh sonic environment of the car. In fact, it has become so popular that, on average, it ships in an automotive system every 2.5 seconds. (So, can you do the math and tell me how many systems that adds up to each month?)
Did I mention? The QNX acoustics portfolio does far more than process voice signals. For instance, it includes the QNX Acoustics Management Platform, which offers unified management of all acoustics in the car, enabling customers to reduce the cost, complexity, and time-to-production of audio signal-processing systems. For more details, read this morning’s press release.
 |
| Paul Leroux |
When you put all of these ‘and’s together, you begin to realize that QNX is a platform for the entire automotive cockpit. So why is that important? Well, more than ever, cars are defined by their software. In fact, automakers are now building cars in which half a dozen systems need a high-level OS. Using a single OS platform for all of those systems can consolidate development efforts, increase interoperability, encourage code reuse, reduce training costs, boost productivity, and just plain make things easier. Of course, it doesn’t hurt if that same platform is also secure, standards-based, and production-proven in over 60 million cars.
So why am I going on about this? Because this week, at TU-Automotive Detroit, QNX is showcasing the full breadth of its automotive technology. Visitors to our booth will see demonstrations of ADAS, instrument clusters, infotainment, acoustics, smartphone integration, V2X, remote SIM management — the list goes on. Highlights include the latest QNX technology concept vehicle, which boasts a voice-controlled instrument cluster (man, I’d love one of those) and acoustics technology that allows a driver to talk to back-seat passengers without having to raise his voice or turn around — even if the car is driving at highway speeds. How cool is that?
 |
That’s me, in the driver’s seat of an SUV, speaking to my colleague Tina, who is sitting in the back row. Thanks to QNX acoustics technology, she can hear me clearly, even though I am speaking normally and looking straight ahead. |
New platform for instrument clusters
Of course, we can’t show up at a major auto event without bringing something new for developers. And so, today, we are unveiling the latest addition to our portfolio of automotive safety products, the QNX Platform for Instrument Clusters.
QNX is already a proven player in the digital cluster market. Since 2009, our OS technology has been powering clusters in brands like Alfa Romeo, Audi, Corvette, Jaguar, and Range Rover. (Check out my recent post for a retrospective on QNX-powered clusters.) The new platform builds on this experience, enabling QNX to offer a comprehensive solution for cluster developers, which includes:
- The QNX OS for Safety, an ISO 26262-certified OS and toolchain that supports all the automotive safety integrity levels, from ASIL A to D, required for clusters and other critical systems
- A 2D/3D graphics framework based on the OpenGL standard and set to be certified to the ISO 26262 functional safety standard
- A software framework that protects safety-critical cluster functions from interference by other software components, enabling greater reliability and easier system-level certification
- A reference implementation, with source code, that gives developers a jumpstart on building fully digital instrument clusters
To get the full story, check out this morning’s press release.
 |
| The digital instrument cluster in the QNX concept vehicle, which is based on a Toyota Highlander. QNX has just unveiled a new platform that allows instrument clusters with ISO 26262 safety requirements to leverage the full power of accelerated 2D/3D graphics. |
50 million systems, you say?
Hands-free systems may be common, but delivering a high-quality hands-free experience can be notoriously difficult. Cars are noisy beasts, and the cacophony created by tires, fans, vents, and open windows can play havoc with any system that has to process voice signals.
What to do? Well, for over 50 million infotainment and telematics systems, automakers have solved the problem with QNX acoustics technology. QNX acoustics offers patented algorithms for echo cancellation, noise reduction, and other technologies to ensure crisp, clear voice communications, even in the harsh sonic environment of the car. In fact, it has become so popular that, on average, it ships in an automotive system every 2.5 seconds. (So, can you do the math and tell me how many systems that adds up to each month?)
Did I mention? The QNX acoustics portfolio does far more than process voice signals. For instance, it includes the QNX Acoustics Management Platform, which offers unified management of all acoustics in the car, enabling customers to reduce the cost, complexity, and time-to-production of audio signal-processing systems. For more details, read this morning’s press release.
Autonomous cars that can navigate winter roads? ‘Snow problem!
A look at what happens when you equip a Ford Fusion with sensor fusion.
Let’s face it, cars and snow don’t mix. A heavy snowfall can tax the abilities of even the best driver — not to mention the best automated driving algorithm. As I discussed a few months ago, snow can mask lane markers, obscure street signs, and block light-detection sensors, making it difficult for an autonomous car to determine where it should go and what it should do. Snow can even trick the car into “seeing” phantom objects.
Automakers, of course, are working on the problem. Case in point: Ford’s autonomous research vehicles. These experimental Ford Fusion sedans create 3D maps of roads and surrounding infrastructure when the weather is good and visibility clear. They then use the maps to position themselves when the road subsequently disappears under a blanket of the white stuff.
How accurate are the maps? According to Ford, the vehicles can position themselves to within a centimeter of their actual location. Compare that to GPS, which is accurate to about 10 yards (9 meters).
To create the maps, the cars use LiDAR scanners. These devices collect a ginormous volume of data about the road and surrounding landmarks, including signs, buildings, and trees. Did I say ginormous? Sorry, I meant gimongous: 600 gigabytes per hour. The scanners generate so many laser points — 2.8 million per second — that some can bounce off falling snowflakes or raindrops, creating the false impression that an object is in the way. To eliminate these false positives, Ford worked with U of Michigan researchers to create an algorithm that filters out snow and rain.
The cars don’t rely solely on LiDAR. They also use cameras and radar, and blend the data from all three sensor types in a process known as sensor fusion. This “fused” approach compensates for the shortcomings of any particular sensor technology, allowing the car to interpret its environment with greater certainty. (To learn more about sensor fusion for autonomous cars, check out this recent EE Times Automotive article from Hannes Estl of TI.)
Ford claims to be the first automaker to demonstrate robot cars driving in the snow. But it certainly won’t be the last. To gain worldwide acceptance, robot cars will have to prove themselves on winter roads, so we are sure to see more innovation on this (cold) front. ;-)
In the meantime, dim the lights and watch this short video of Ford’s “snowtonomy” technology:
Did you know? In January, QNX announced a new software platform for ADAS and automated driving systems, including sensor fusion solutions that combine data from multiple sources such as cameras and radar processors. Learn more about the platform here and here.
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| Paul Leroux |
Automakers, of course, are working on the problem. Case in point: Ford’s autonomous research vehicles. These experimental Ford Fusion sedans create 3D maps of roads and surrounding infrastructure when the weather is good and visibility clear. They then use the maps to position themselves when the road subsequently disappears under a blanket of the white stuff.
How accurate are the maps? According to Ford, the vehicles can position themselves to within a centimeter of their actual location. Compare that to GPS, which is accurate to about 10 yards (9 meters).
To create the maps, the cars use LiDAR scanners. These devices collect a ginormous volume of data about the road and surrounding landmarks, including signs, buildings, and trees. Did I say ginormous? Sorry, I meant gimongous: 600 gigabytes per hour. The scanners generate so many laser points — 2.8 million per second — that some can bounce off falling snowflakes or raindrops, creating the false impression that an object is in the way. To eliminate these false positives, Ford worked with U of Michigan researchers to create an algorithm that filters out snow and rain.
The cars don’t rely solely on LiDAR. They also use cameras and radar, and blend the data from all three sensor types in a process known as sensor fusion. This “fused” approach compensates for the shortcomings of any particular sensor technology, allowing the car to interpret its environment with greater certainty. (To learn more about sensor fusion for autonomous cars, check out this recent EE Times Automotive article from Hannes Estl of TI.)
Ford claims to be the first automaker to demonstrate robot cars driving in the snow. But it certainly won’t be the last. To gain worldwide acceptance, robot cars will have to prove themselves on winter roads, so we are sure to see more innovation on this (cold) front. ;-)
In the meantime, dim the lights and watch this short video of Ford’s “snowtonomy” technology:
Did you know? In January, QNX announced a new software platform for ADAS and automated driving systems, including sensor fusion solutions that combine data from multiple sources such as cameras and radar processors. Learn more about the platform here and here.
Goodbye analog, hello digital
Since 2008, QNX has explored how digital instrument clusters will change the driving experience.
Quick: What do the Alfa Romeo 4C, Audi TT, Audi Q7, Corvette Stingray, Jaguar XJ, Land Rover Range Rover, and Mercedes S Class Coupe have in common?
Answer: They would all look awesome in my driveway! But seriously, they all have digital instrument clusters powered by the QNX Neutrino OS.
QNX Software Systems has established a massive beachhead in automotive infotainment and telematics, with deployments in over 60 million cars. But it’s also moving into other growth areas of the car, including advanced driver assistance systems (ADAS), multi-function displays, and, of course, digital instrument clusters.
The term “digital cluster” means different things to different people. To boomers like myself, it can conjure up memories of 1980s dashboards equipped with less-than-sexy segment displays — just the thing if you want your dash to look like a calculator. Thankfully, digital clusters have come a long way. Take, for example, the slick, high-resolution cluster in the Audi TT. Designed to display everything directly in front of the driver, this QNX-powered system integrates navigation and infotainment information with traditional cluster readouts, such as speed and RPM. It’s so advanced that the folks at Audi don’t even call it a cluster — they call it virtual cockpit, instead.
Now here’s the thing: digital clusters require higher-end CPUs and more software than their analog predecessors, not to mention large LCD panels. So why are automakers adopting them? Several reasons come to mind:
2008: The first QNX cluster
It’s no coincidence that so many automakers are using the QNX Neutrino OS in their digital clusters. For years now, QNX Software Systems has been exploring how digital clusters can enhance the driving experience and developing technologies to address the requirements of cluster developers.
Let’s start with the very first digital cluster that the QNX team created, a proof-of-concept that debuted in 2008. Despite its vintage, this cluster has several things in common with our more recent clusters — note, for example, the integrated turn-by-turn navigation instructions:
For 2008, this was pretty cool. But as an early proof-of-concept, it lacked some niceties, such as visual cues that could suggest which information is, or isn’t, currently important. For instance, in this screenshot, the gauges for fuel level, engine temperature, and oil pressure all indicate normal operation, so they don’t need to be so prominent. They could, instead, be shrunk or dimmed until they need to alert the driver to a critical change — and indeed, we explored such ideas soon after we created the original design. As you’ll see, the ability to prioritize information for the driver becomes quite sophisticated in subsequent generations of our concept clusters.
Did you know? To create this 2008 cluster, QNX engineers used Adobe Flash Lite 3 and OpenGL ES.
2010: Concept cluster in a Chevrolet Corvette
Next up is the digital cluster in the first QNX technology concept car, based on a Chevrolet Corvette. If the cluster design looks familiar, it should: it’s modeled after the analog cluster that shipped in the 2010-era ‘Vettes. It’s a great example of how a digital instrument cluster can deliver state-of-the-art features, yet still honor the look-and-feel of an established brand. For example, here is the cluster in “standard” mode, showing a tachometer, just as it would in a stock Corvette:
And here it is again, but with something that you definitely wouldn’t find in a 2010 Corvette cluster — an integrated navigation app:
Did you know? The Corvette is the only QNX technology concept car that I ever got to drive.
2013: Concept cluster in a Bentley Continental GT
Next up is the digital cluster for the 2013 QNX technology concept car, based on a Bentley Continental GT. This cluster took the philosophy embodied in the Corvette cluster — honor the brand, but deliver forward-looking features — to the next level.
Are you familiar with the term Trompe-l’œil? It’s a French expression that means “deceive the eye” and it refers to art techniques that make 2D objects appear as if they are 3D objects. It’s a perfect description of the gorgeously realistic virtual gauges we created for the Bentley cluster:
Because it was digital, this cluster could morph itself on the fly. For instance, if you put the Bentley in Drive, the cluster would display a tach, gas gauge, temperature gauge, and turn-by-turn directions — the cluster pulled these directions from the head unit’s navigation system. And if you threw the car into Reverse, the cluster would display a video feed from the car’s backup camera. The cluster also had other tricks up its digital sleeve, such as displaying information from the car’s media player.
Did you know? The Bentley came equipped with a 616 hp W12 engine that could do 0-60 mph in a little over 4 seconds. Which may explain why they never let me drive it.
2014: Concept cluster in a Mercedes CLA45 AMG
Up next is the 2014 QNX technology concept car, based on Mercedes CLA45 AMG. But before we look at its cluster, let me tell you about the Plymouth safety speedometer. Designed to curb speeding, it alerted the driver whenever he or she leaned too hard on the gas.
But here’s the thing: the speedometer made its debut in 1939. And given the limitations of 1939 technology, the speedometer couldn’t take driving conditions or the local speed limit into account. So it always displayed the same warnings at the same speeds, no matter what the speed limit.
Connectivity to the rescue! Some modern navigation systems include information on local speed limits. By connecting the CLA45’s concept cluster to the navigation system in the car’s head unit, the QNX team was able to pull this information and display it in real time on the cluster, creating a modern equivalent of Plymouth's 1939 invention.
Look at the image below. You’ll see the local speed limit surrounded by a red circle, alerting the driver that they are breaking the limit. The cluster could also pull other information from the head unit, including turn-by-turn directions, trip information, album art, and other content normally relegated to the center display:
Did you know? Our Mercedes concept car is still alive and well in Germany, and recently made an appearance at the Embedded World conference in Nuremburg.
2015: Concept cluster in a Maserati Quattroporte
Up next is the 2015 QNX technology concept car, based on a Maserati Quattroporte GTS. Like the cluster in the Mercedes, this concept cluster provided speed alerts. But it could also recommend an appropriate speed for upcoming curves and warn of obstacles on the road ahead. It even provided intelligent parking assist to help you back into tight spaces.
Here is the cluster displaying a speed alert:
And here it is again, using input from a LiDAR system to issue a forward collision warning:
Did you know? Engadget selected the “digital mirrors” we created for the Maserati as a finalist for the Best of CES Awards 2015.
2015 and 2016: Concept clusters in QNX reference vehicle
The QNX reference vehicle, based on a Jeep Wrangler, is our go-to vehicle for showcasing the latest capabilities of the QNX CAR Platform for Infotainment. But it also does double-duty as a technology concept vehicle. For instance, in early 2015, we equipped the Jeep with a concept cluster that provides lane departure warnings, collision detection, and curve speed warnings. For instance, in this image, the cluster is recommending that you reduce speed to safely navigate an upcoming curve:
Just in time for CES 2016, the Jeep cluster got another makeover that added crosswalk notifications to the mix:
Did you know? Jeep recently unveiled the Trailcat, a concept Wrangler outfitted with a 707HP Dodge Hellcat engine.
2016: Glass cockpit in a Toyota Highlander
By now, you can see how advances in sensors, navigation databases, and other technologies enable us to integrate more information into a digital instrument cluster, all to keep the driver aware of important events in and around the vehicle. In our 2016 technology concept vehicle, we took the next step and explored what would happen if we did away with an infotainment system altogether and integrated everything — speed, RPM, ADAS alerts, 3D navigation, media control and playback, incoming phone calls, etc. — into a single cluster display.
On the one hand, this approach presented a challenge, because, well… we would be integrating everything into a single display! Things could get busy, fast. On the other hand, this approach presents everything of importance directly in front of the driver, where it is easiest to see. No more glancing over at a centrally mounted head unit.
Simplicity was the watchword. We had to keep distraction to a minimum, and to do that, we focused on two principles: 1) display only the information that the driver currently requires; and 2) use natural language processing as the primary way to control the user interface. That way, drivers can access infotainment content while keeping their hands on the wheel and eyes on the road.
For instance, in the following scenario, the cockpit allows the driver to see several pieces of important information at a glance: a forward-collision warning, an alert that the car is exceeding the local speed limit by 12 mph, and map data with turn-by-turn navigation:
This design also aims to minimize the mental translation, or cognitive processing, needed on the part of the driver. For instance, if you exceed the speed limit, the cluster doesn’t simply show your current speed. It also displays a red line (visible immediately below the 52 mph readout) that gives you an immediately recognizable hint that you are going too fast. The more you exceed the limit, the thicker the red line grows.
The 26262 connection
Today’s digital instrument clusters require hardware and software solutions that can support rich graphics and high-level application environments while also displaying critical information (e.g. engine warning lights, ABS indicators) in a fast and highly reliable fashion. The need to isolate critical from non-critical software functions in the same environment is driving the requirement for ISO 26262 certification of digital clusters.
QNX OS technology, including the QNX OS for Safety, is ideally suited for environments where a combination of infotainment, advanced driver assistance system (ADAS), and safety-related information are displayed. Building a cluster with the ISO 26262 ASIL-D certified QNX OS for Safety can make it simpler to keep software functions isolated from each other and less expensive to certify the end cluster product.
The partner connection
Partnerships are also important. If you had the opportunity to drop by our booth at 2016 CES, you would have seen a “cluster innovation wall” that showcases QNX OS technology integrated with user interface design tools from the industry’s leading cluster software providers, including 3D Incorporated’s REMO HMI Runtime, Crank Software’s Storyboard Suite, DiSTI Corporation’s GL Studio, Elektrobit’s EB GUIDE, HI Corporation’s exbeans UI Conductor, and Rightware’s Kanzi UI software. This pre-integration with a rich choice of partner tools enables our customers to choose the user interface technologies and design approaches that best address their instrument cluster requirements.
For some partner insights on digital cluster design, check out these posts:
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| Paul Leroux |
Answer: They would all look awesome in my driveway! But seriously, they all have digital instrument clusters powered by the QNX Neutrino OS.
QNX Software Systems has established a massive beachhead in automotive infotainment and telematics, with deployments in over 60 million cars. But it’s also moving into other growth areas of the car, including advanced driver assistance systems (ADAS), multi-function displays, and, of course, digital instrument clusters.
 |
| Retrofitting the QNX reference vehicle with a new digital cluster. |
Now here’s the thing: digital clusters require higher-end CPUs and more software than their analog predecessors, not to mention large LCD panels. So why are automakers adopting them? Several reasons come to mind:
- Reusable — With a digital cluster, automakers can deploy the same hardware across multiple vehicle lines simply by reskinning the graphics.
- Simple — Digital clusters can help reduce driver distraction by displaying only the information that the driver currently requires.
- Scalable — Automakers can add functionality to a digital cluster by changing the software only; they don’t have to incur the cost of machining or adding new physical components.
- Attractive — A digital instrument cluster can enhance the appeal of a vehicle with eye-catching graphics and features.
2008: The first QNX cluster
It’s no coincidence that so many automakers are using the QNX Neutrino OS in their digital clusters. For years now, QNX Software Systems has been exploring how digital clusters can enhance the driving experience and developing technologies to address the requirements of cluster developers.
Let’s start with the very first digital cluster that the QNX team created, a proof-of-concept that debuted in 2008. Despite its vintage, this cluster has several things in common with our more recent clusters — note, for example, the integrated turn-by-turn navigation instructions:
For 2008, this was pretty cool. But as an early proof-of-concept, it lacked some niceties, such as visual cues that could suggest which information is, or isn’t, currently important. For instance, in this screenshot, the gauges for fuel level, engine temperature, and oil pressure all indicate normal operation, so they don’t need to be so prominent. They could, instead, be shrunk or dimmed until they need to alert the driver to a critical change — and indeed, we explored such ideas soon after we created the original design. As you’ll see, the ability to prioritize information for the driver becomes quite sophisticated in subsequent generations of our concept clusters.
Did you know? To create this 2008 cluster, QNX engineers used Adobe Flash Lite 3 and OpenGL ES.
2010: Concept cluster in a Chevrolet Corvette
Next up is the digital cluster in the first QNX technology concept car, based on a Chevrolet Corvette. If the cluster design looks familiar, it should: it’s modeled after the analog cluster that shipped in the 2010-era ‘Vettes. It’s a great example of how a digital instrument cluster can deliver state-of-the-art features, yet still honor the look-and-feel of an established brand. For example, here is the cluster in “standard” mode, showing a tachometer, just as it would in a stock Corvette:
And here it is again, but with something that you definitely wouldn’t find in a 2010 Corvette cluster — an integrated navigation app:
Did you know? The Corvette is the only QNX technology concept car that I ever got to drive.
2013: Concept cluster in a Bentley Continental GT
Next up is the digital cluster for the 2013 QNX technology concept car, based on a Bentley Continental GT. This cluster took the philosophy embodied in the Corvette cluster — honor the brand, but deliver forward-looking features — to the next level.
Are you familiar with the term Trompe-l’œil? It’s a French expression that means “deceive the eye” and it refers to art techniques that make 2D objects appear as if they are 3D objects. It’s a perfect description of the gorgeously realistic virtual gauges we created for the Bentley cluster:
Because it was digital, this cluster could morph itself on the fly. For instance, if you put the Bentley in Drive, the cluster would display a tach, gas gauge, temperature gauge, and turn-by-turn directions — the cluster pulled these directions from the head unit’s navigation system. And if you threw the car into Reverse, the cluster would display a video feed from the car’s backup camera. The cluster also had other tricks up its digital sleeve, such as displaying information from the car’s media player.
Did you know? The Bentley came equipped with a 616 hp W12 engine that could do 0-60 mph in a little over 4 seconds. Which may explain why they never let me drive it.
2014: Concept cluster in a Mercedes CLA45 AMG
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| Plymouth safety speedometer, c 1939 |
But here’s the thing: the speedometer made its debut in 1939. And given the limitations of 1939 technology, the speedometer couldn’t take driving conditions or the local speed limit into account. So it always displayed the same warnings at the same speeds, no matter what the speed limit.
Connectivity to the rescue! Some modern navigation systems include information on local speed limits. By connecting the CLA45’s concept cluster to the navigation system in the car’s head unit, the QNX team was able to pull this information and display it in real time on the cluster, creating a modern equivalent of Plymouth's 1939 invention.
Look at the image below. You’ll see the local speed limit surrounded by a red circle, alerting the driver that they are breaking the limit. The cluster could also pull other information from the head unit, including turn-by-turn directions, trip information, album art, and other content normally relegated to the center display:
Did you know? Our Mercedes concept car is still alive and well in Germany, and recently made an appearance at the Embedded World conference in Nuremburg.
2015: Concept cluster in a Maserati Quattroporte
Up next is the 2015 QNX technology concept car, based on a Maserati Quattroporte GTS. Like the cluster in the Mercedes, this concept cluster provided speed alerts. But it could also recommend an appropriate speed for upcoming curves and warn of obstacles on the road ahead. It even provided intelligent parking assist to help you back into tight spaces.
Here is the cluster displaying a speed alert:
And here it is again, using input from a LiDAR system to issue a forward collision warning:
Did you know? Engadget selected the “digital mirrors” we created for the Maserati as a finalist for the Best of CES Awards 2015.
2015 and 2016: Concept clusters in QNX reference vehicle
The QNX reference vehicle, based on a Jeep Wrangler, is our go-to vehicle for showcasing the latest capabilities of the QNX CAR Platform for Infotainment. But it also does double-duty as a technology concept vehicle. For instance, in early 2015, we equipped the Jeep with a concept cluster that provides lane departure warnings, collision detection, and curve speed warnings. For instance, in this image, the cluster is recommending that you reduce speed to safely navigate an upcoming curve:
Just in time for CES 2016, the Jeep cluster got another makeover that added crosswalk notifications to the mix:
Did you know? Jeep recently unveiled the Trailcat, a concept Wrangler outfitted with a 707HP Dodge Hellcat engine.
2016: Glass cockpit in a Toyota Highlander
By now, you can see how advances in sensors, navigation databases, and other technologies enable us to integrate more information into a digital instrument cluster, all to keep the driver aware of important events in and around the vehicle. In our 2016 technology concept vehicle, we took the next step and explored what would happen if we did away with an infotainment system altogether and integrated everything — speed, RPM, ADAS alerts, 3D navigation, media control and playback, incoming phone calls, etc. — into a single cluster display. On the one hand, this approach presented a challenge, because, well… we would be integrating everything into a single display! Things could get busy, fast. On the other hand, this approach presents everything of importance directly in front of the driver, where it is easiest to see. No more glancing over at a centrally mounted head unit.
Simplicity was the watchword. We had to keep distraction to a minimum, and to do that, we focused on two principles: 1) display only the information that the driver currently requires; and 2) use natural language processing as the primary way to control the user interface. That way, drivers can access infotainment content while keeping their hands on the wheel and eyes on the road.
For instance, in the following scenario, the cockpit allows the driver to see several pieces of important information at a glance: a forward-collision warning, an alert that the car is exceeding the local speed limit by 12 mph, and map data with turn-by-turn navigation:
This design also aims to minimize the mental translation, or cognitive processing, needed on the part of the driver. For instance, if you exceed the speed limit, the cluster doesn’t simply show your current speed. It also displays a red line (visible immediately below the 52 mph readout) that gives you an immediately recognizable hint that you are going too fast. The more you exceed the limit, the thicker the red line grows.
The 26262 connection
Today’s digital instrument clusters require hardware and software solutions that can support rich graphics and high-level application environments while also displaying critical information (e.g. engine warning lights, ABS indicators) in a fast and highly reliable fashion. The need to isolate critical from non-critical software functions in the same environment is driving the requirement for ISO 26262 certification of digital clusters.
QNX OS technology, including the QNX OS for Safety, is ideally suited for environments where a combination of infotainment, advanced driver assistance system (ADAS), and safety-related information are displayed. Building a cluster with the ISO 26262 ASIL-D certified QNX OS for Safety can make it simpler to keep software functions isolated from each other and less expensive to certify the end cluster product.
The partner connection
Partnerships are also important. If you had the opportunity to drop by our booth at 2016 CES, you would have seen a “cluster innovation wall” that showcases QNX OS technology integrated with user interface design tools from the industry’s leading cluster software providers, including 3D Incorporated’s REMO HMI Runtime, Crank Software’s Storyboard Suite, DiSTI Corporation’s GL Studio, Elektrobit’s EB GUIDE, HI Corporation’s exbeans UI Conductor, and Rightware’s Kanzi UI software. This pre-integration with a rich choice of partner tools enables our customers to choose the user interface technologies and design approaches that best address their instrument cluster requirements.
For some partner insights on digital cluster design, check out these posts:
- Elektrobit — Digital instrument clusters and the road to autonomous driving
- Crank — Reimagining digital instrument cluster design
- Rightware — Top 5 challenges of digital instrument clusters
- Disti — Bringing safety assurance to automotive instrument clusters
