Goodbye analog, hello digital

Since 2008, QNX has explored how digital instrument clusters will change the driving experience.

Paul Leroux

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.

Retrofitting the QNX reference
vehicle with a new digital cluster.

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:

• 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.
   

In addition to these benefits, the costs of high-resolution LCD panels and the CPUs needed to drive them are dropping, making digital instrument clusters an increasingly affordable alternative.

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

Plymouth safety speedometer, c 1939

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:

• 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

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“I don’t know where I’m going from here, but I promise it won’t be boring”

Patryk Fournier

The quote is from the now late but great David Bowie and is extremely prophetic when you apply it to autonomous driving. Autonomous driving is very much still uncharted territory. Investments in roadway infrastructures are being made, consumer acceptance is trending positive, and, judging by the news and excitement from CES 2016, the future if anything will not be boring.

CES 2016 stretched into the weekend this year and ICYMI there was a lot of compelling media coverage of QNX and BlackBerry. Here’s a roundup of the most interesting coverage from the weekend:

ARS Technica: QNX demos new acoustic and ADAS technologies
The crew from ARSTechnica filmed a terrific demonstration of the QNX Acoustics Management Platform and the QNX Platform for ADAS. The demonstration highlights the power and versatility of the acoustics platform, including the QNX In-Car Communication module, which allows the driver to effortlessly speak to passengers in the back of the vehicle, over the roar of an engine revving at high speed. The demonstration also showcases how the QNX OS can support augmented reality and heads-up displays:

Huffington Post: CES 2016 Proves The Future Of Driverless Cars Is Promising
Huffington Post highlighted BlackBerry and QNX as key newsmakers for advancements in driverless cars. The article notes QNX’s automotive leadership: “The software is actually installed in 50 per cent of the world’s automotive infotainment systems including Audi, Volkswagen, Ford, GM and Chrysler.”

Crackberry: Inside the QNX Toyota Highlander at CES 2016
The folks at CrackBerry filmed a demonstration of our latest technology concept vehicle, based on a Toyota Highlander. The demo focuses on the QNX In-Car Communication acoustics module, which forms part of the recently launched QNX Acoustics Management Platform:



HERE 360: QNX and HERE bring to life a multi-screen experience in vehicles
A blog post from our ecosystem partner mentions HERE navigation and its use in the Toyota Highlander and Jeep Wrangler technology concept vehicles.

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In the zone — a visit to the QNX concept garage

Guest post by QNX consultant and software designer Rob Krten.

How often have you heard the expression, “If it were easy to do, everyone would do it”? I’m constantly amazed at the things that QNX does with their concept cars. To me, a car is an inviolate object that must be touched only by the dealer (well, ok, I do top up the windshield wiper fluid and I once changed a battery). I don’t say that because I necessarily like to give the dealer money, but I just don’t want to break anything that’ll cost me more to get fixed properly later.

Pushing the envelope, however, means getting right in there and doing stuff. QNX engineers have done this for their technology concept cars — from replacing the mirrors with LCD screens, to getting right into the dash and rebuilding it, to adding cameras into the antenna fin on the roof. It’s nothing for them to rip out the center console and then look at all the wiring and go, “Huh, ok — so we need to lengthen this wire, add a shim here, move this piece,” and so on. They are fearless.

Redoing the dash of the QNX
reference vehicle.

Sometimes the “getting right in there” is physical; other times, it’s software based — such as making a new application that lives in the infotainment stack or that interfaces with a smartphone. Like a “Dude, where’s my car?” feature — when your Bluetooth phone unpairs with your car, the phone records the current GPS position. Later, when you’re looking for your car, your phone can recall this last stored GPS position — this must be where you left your car. Or even simple aids, such as a radio tuner that detects when you are losing an AM/FM signal and automatically switches to the corresponding digital station, so you can continue listening to your favorite station anywhere you drive.

Curious to see what the future holds, and to actually see some of this work in action, I invited myself down to the “garage” at QNX headquarters. It’s at the far end of the building, next to the cafeteria. The hallway is festooned with posters of previous QNX concept vehicles, highlighting success stories in 3-foot-high glory.

The day I visited, there were half a dozen people in the garage, and two vehicles: a Jeep and a Highlander (otherwise known as the QNX reference vehicle and QNX technology concept vehicle). The garage is a combination of software development lab, hardware development lab, simulation environment, and actual garage (but without the greasy/oily smell). I wanted to get a sense of what drives these people, what they do, and how they do it.

Digital analogs

No, not that kind of digital 

display. Credit: Peter Halasz

The first thing I learned was that there are no real limits. They have the freedom to innovate, without preconceived notions about how things should look. For example, a lead designer on the team (let’s call him Allan, because that’s his name), explained how they look at the controls in the car’s dash display area. In the era of analog, the speedometer had a certain look — it was usually a needle rotating about a central point, where the needle pointed to the speed you were going. In the very early era of digitization, car manufacturers changed this needle to a seven-segment numerical display.

Of course, this was a failure, because the human brain is basically analog; it likes to see nice, continuous changes for processes that are continuous — such as the speed that you’re going. Seven-segment digits change too “randomly”; they require higher-level cognitive functions to parse what the individual lights mean and convert that into digits, and then convert that into a “speed” (and then convert that into “too slow,” or “just right,” or “too fast,” and then, finally, convert that into “apply brake” or “press down on throttle”).

Allan pointed out that changing to a digital display didn’t necessarily mean that they have to slavishly follow the analog “physical” appearance (except do it on an LCD display), but that they were free to experiment with “fill concepts” — digitally controlled analogs to the actual controls. We likened it to the displays in military avionics, where the most important information becomes bigger as it increases in importance. Consider a fighter jet at 20,000 feet — the altitude isn’t nearly as important as it as at 300 feet. Therefore, at 20,000 feet, the part showing the altitude is small, and in a less prominent position than it is when the plane is at 300 feet. The same thing with your speedometer: if you’re doing the speed limit, it’s not as important to show your current speed (you’re most likely flowing with traffic) as it is when you’re 20 over (or under).

In this image from the new QNX technology concept vehicle, the digital instrument cluster is warning that a
forward collision is imminent, and that the driver is exceeding the speed limit by 12 mph. 

You could do the same thing with your fuel range — when you have a full tank, the indicator can be off in a corner somewhere. But as you start to run low, the indicator can get bigger or more prominent, to start nagging you to refuel. By having the displays all be “virtual” on a large LCD screen in the dash, the designers have incredible flexibility to create systems that present relevant information when required, and have it move out of the way when something more important comes along. (Come to think of it, this would be an awesome feature to have on turn-signal indicators — after you’ve kept your blinker on for more than 10 seconds, it would start to get bigger and brighter. Maybe then people would stop driving with their turn indicator permanently on.)

Collision avoided: The V2X command center

Also in the lab was a huge (3 by 5 foot) flat-panel touchscreen, mounted at an angle that’s aggressively unfriendly to coffee cups (probably for that very reason). It’s reminiscent of Star Trek’s main transporter control station, but it’s used to control and display the simulation environment’s V2V (vehicle to vehicle) and V2I (vehicle to infrastructure) data. It acts as a command center to control and reveal the innards of what’s going on in the simulation environment:



When I was there, we ran a vehicle collision avoidance scenario. Two vehicles (the Jeep and the Highlander, of course — they’re tied in to the system) were heading on a collision course (one was southbound and one was eastbound in a grid-style road system). Because they have V2V capabilities, both cars were aware of their impending doom. This showed up nicely on the V2V command center control panel — two cars heading towards each other, little red circles emanating from them indicating the realtime V2V “pings.” Of course, in plenty of time, the Jeep slowed down to avoid the collision (the actual brake lights even went on!). The speed, GPS coordinates, direction, and even what gear each vehicle was in were all shown on the master console. Towards the end of my visit I almost had Allan convinced to do another master control console for the OBDII connector so you could interact with all of the information in each car. What can I say? I like front panels. (I’m a reformed PDP-8 collector.)

The V2X command center, which makes its debut this week at CES, provides a bird’s eye view of several V2X traffic scenarios. In this example, V2X allows a vehicle (the Jeep) to detect that a vehicle up ahead (the Highlander) has braked suddenly, giving the Jeep plenty of time to slow down.

The engineers in the concept garage are “in the zone.” They’re working in an environment that encourages innovation. Watch and see what they produce:

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About Rob
Rob is president of Iron Krten Consulting, which provides technical leadership services, from software leadership consulting through to security and embedded software products, development, training and contract services. Rob is also engaged by QNX Software Systems to write marketing and technical documentation. Visit Rob's website.

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Video: Paving the way to an autonomous future

Lynn Gayowski

CES 2016 is now underway, and our kickoff to the year wouldn’t be complete without a behind-the-scenes look at the making of our new technology concept vehicle and updated reference vehicle.

The video below follows the journey of building our vehicles for CES 2016 and highlights the technologies we’re using to speed progress towards automated driving — and the list of tech that QNX covers is impressive! It includes advanced driver assistance systems (ADAS), V2X, and augmented reality, not to mention digital instrument clusters, in-car communication, and infotainment:



QNX Software Systems continues to innovate in automotive, with a vision for the evolution of automated driving and a trusted foundation for building reliable, adaptable systems. At risk of giving away the big finale, I think John Wall, head of QNX, sums up perfectly what QNX is on target for in the automotive industry: “We will dominate the cockpit of the car.” It’s a bold statement but we’re already amassing some imposing stats that back this up:

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The simpler, the better: a first look at the new QNX technology concept vehicle

Bringing the KISS principle to the dashboard.

Paul Leroux

“From sensors to smartphones, the car is experiencing a massive influx of new technologies, and automakers must blend these in a way that is simple, helpful, and non-distracting.” That statement comes from a press release we issued a year ago, but it’s as true today as it was then — if not more so. The fact is, the car is undergoing a massive transformation as it becomes more connnected and more automated. And with that transformation comes higher volumes of data and greater system complexity.

But here’s the thing. From the driver’s perspective, this complexity doesn’t matter, nor should it matter. In fact, it can’t matter. Because the driver needs to stay focused on the most important thing: driving. (At least until fully automated driving becomes reality, at which point a nap might be in order!) Consequently, it’s the job of automakers and their suppliers to harness all these technologies in a simple, intuitive way that makes driving easier, safer, and more enjoyable. Specifically, they need to provide the driver with relevant, contextually sensitive information that is easy to consume, without causing distraction.

That is the challenge that the new QNX technology concept vehicle, based on a Toyota Highlander, sets out to explore.

So what are we waiting for? Let’s take a look! (And remember, you can click on any image to magnify it.)

The oh-so-glossy exterior
As with any QNX technology concept vehicle, it’s what’s inside that counts. But to signal that this is no ordinary Highlander, we gave the exterior a luxurious, brushed-metal finish that just screams to have its picture taken. So we obliged:



The integrated display that keeps you focused
When modifying the Highlander, simplicity was the watchword. So instead of equipping the vehicle with both a digital instrument cluster and a head unit, we created a “glass cockpit” that combines the functions of both systems, along with ADAS safety alerts, into one seamless display. Everything is presented directly in front of the driver, where it is easiest to see.

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 turn-by-turn navigation:



Mind you, the cockpit can display much more information than you see here, including a tachometer, album art, incoming phone calls, and the current radio station. But to keep distraction to a minimum, it displays only the information that the driver currently requires, and no more. Because simplicity.

To further minimize distraction, the cockpit uses voice as the primary way to control the user interface, including control of media, navigation, and phone connectivity. As a result, drivers can access infotainment content while keeping their hands on the wheel and eyes on the road.

Thoughtful touches abound. For instance, the HERE Auto navigation software running in the cockpit interfaces with a HERE Auto Companion App running on a BlackBerry PRIV smartphone. So when the driver steps into the vehicle, navigation route information from the smartphone is transferred automatically to the vehicle, providing a continuous user experience. How cool is that?

Here’s a slightly different view of the cockpit, showing how it can display a photo of your destination — just the thing when you are driving to a location for the first time and would like visual confirmation of what it looks like:



Before I forget, here are some additional tech specs: the cockpit is built on the QNX CAR Platform for Infotainment, uses an interface based on Qt 5.5, integrates iHeartRadio, and runs on a Renesas R-Car H2 system-on-chip.

The acoustics feature that keeps you from shouting
The glass cockpit does a great job of keeping your eyes focused straight ahead. But what’s the use of that if, as a driver, you have to turn your head every time you want to speak to someone in the back seat? If you’ve ever struggled to hold a conversation in a car at highway speeds, especially in a larger vehicle, you know what I’m talking about.

QNX acoustics to the rescue! Earlier today, QNX Software Systems announced the QNX Acoustics Management Platform, a new solution that replaces the traditional piecemeal approach to in-car acoustics with a holistic model that enables faster-time-to-production and lower system costs. The platform comes with several innovative features, including QNX In-Car Communication (ICC) technology, which enhances the voice of the driver and relays it to infotainment loudspeakers in the rear of the car.

Long story short: instead of shouting or having to turn around to be heard, the driver can talk normally while keeping his or her eyes on the road. QNX ICC dynamically adapts to noise conditions and adds enhancement only when needed. Better yet, it allows automakers to leverage their existing handsfree telephony microphones and infotainment loudspeakers.



The reference vehicle that keeps evolving
Before you go, I also want to share some updates to the QNX reference vehicle, which is based on a Jeep Wrangler. Like the Highlander, the Jeep got a slick new exterior for CES 2016:



Since 2012, the Jeep has been our go-to vehicle for showcasing the latest capabilities of the QNX CAR Platform for Infotainment. But for over a year now, it has done double-duty as a concept vehicle, showing how QNX technology can help developers build next-generation instrument clusters and ADAS solutions.

Take, for example, the Jeep’s new instrument cluster, which makes its debut this week at CES. In addition to providing all the information that you’d expect, such as speed and RPM, it displays crosswalk notifications, forward collision warnings, speed limit warnings, and turn-by-turn navigation:



The QNX reference vehicle also includes a full-featured head unit that demonstrates the latest out-of-the-box capabilities of the QNX CAR Platform for Infotainment. For example, in this image, the head unit is displaying HERE Auto navigation:



Other features of the platform include:

• A voice interface that uses natural language processing, making it easy to launch applications, play music, select radio stations, control volume, use the navigation system, and perform a variety of other tasks.
• A new, easy-to-navigate UI based on Qt 5.5 that supports a variety of touch gestures, including tap, swipe, pinch, and zoom.
• QNX acoustics technology that enables clear, easy-to-understand hands-free calls through advanced echo cancellation and noise reduction.
• Cellular connectivity provided by the QNX Wireless Framework, which simplifies system design by managing the complexities of modem control on behalf of applications.
• Flexible support for a variety of smartphone integration protocols.

Additional tech specs: The Jeep’s cluster runs on a Qualcomm Snapdragon 602A processor and its user interface was designed by our partner Rightware, using the Rightware Kanzi tool. The head unit, meanwhile, runs on an Intel Atom E3827 processor.

ADAS, augmented reality, V2X, IoT, and more
I have only scratched the surface of what BlackBerry and QNX Software Systems are demonstrating this week at CES 2016. There’s much more to see and experience, including a very cool V2X demonstration, IoT solutions for the automotive and transportation industries, as well as ADAS and augmented reality systems that integrate with the digital clusters described in this post. To learn more, read the press release that QNX issued today and stay tuned to this channel.

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A low-down look at the QNX concept cars

Paul Leroux

It’s that time of year again. The QNX concept team has set the wheels in motion and started work on a brand new technology concept car, to be unveiled at CES 2016.

The principle behind our technology concept cars is simple in theory, but challenging in practice: Take a stock production vehicle off the dealer’s lot, mod it with new software and hardware, and create user experiences that make driving more connected, more enjoyable, and, in some cases, even safer.

It’s always fun to guess what kind of car the team will modify. But the real story lies in what they do with it. In recent years, they’ve implemented cloud-based diagnostics, engine sound enhancement, traffic sign recognition, collision warnings, speed alerts, natural voice recognition — the list goes on. There’s always a surprise or two, and I intend to keep it that way, so no hints about the new car until CES. ;-)

In the meantime, here is a retrospective of QNX technology concept cars, past and present. It’s #WheelWednesday, so instead of the usual eye candy, I’ve chosen images to suit the occasion. Enjoy.

The Maserati Quattroporte GTS
From the beginning, our technology concept cars have demonstrated how the QNX platform helps auto companies create connected (and compelling) user experiences. The Maserati, however, goes one step further. It shows how QNX can enable a seamless blend of infotainment and ADAS technologies to simplify driving tasks, warn of possible collisions, and enhance driver awareness. The car can even recommend an appropriate speed for upcoming curves. How cool is that?

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The Mercedes CLA 45 AMG
By their very nature, technology concept cars have a short shelf life. The Mercedes, however, has defied the odds. It debuted in January 2014, but is still alive and well in Europe, and is about to be whisked off to an event in Dubai. The car features a multi-modal user experience that blends touch, voice, physical buttons, and a multi-function controller, enabling users to interact naturally with infotainment functions. The instrument cluster isn’t too shabby, either. It will even warn you to ease off the gas if you exceed the local speed limit.

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The Bentley Continental GT
I dubbed our Bentley the “ultimate show-me car,” partially because that’s exactly what people would ask when you put them behind the wheel. The digital cluster was drop-dead gorgeous, but the head unit was the true pièce de résistance — an elegantly curved 17” high-definition display based on TI’s optical touch technology. And did I mention? The car’s voice rec system spoke with an English accent.

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The Porsche 911 Carrera
Have you ever talked to a Porsche? Well, in this case, you could — and it would even talk back. We outfitted our 911 with cloud-based voice recognition (so you could control the nav system using natural language) and text-to-speech (so you could listen to incoming BBMs, emails, and text messages). But my favorite feature was one-touch Bluetooth pairing: you simply touched your phone to an NFC reader in the center console and, hey presto, the phone and car were automatically paired,

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The Chevrolet Corvette
I have a confession to make: The Corvette is the only QNX technology concept car that I got to drive around the block. For some unfathomable reason, they never let me drive another one. Which is weird, because I saw the repair bill, and it wasn’t that much. In any case, the Corvette served as the platform for the very first QNX technology concept car, back in 2010. It included a reconfigurable instrument cluster and a smartphone-connected head unit — features that would become slicker and more sophisticated in our subsequent concept vehicles. My favorite feature: the reskinnable UI.

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The Jeep Wrangler
Officially, the Wrangler serves as the QNX reference vehicle, demonstrating what the QNX CAR Platform can do out of the box. But it also does double-duty as a concept vehicle, showing how the QNX platform can help developers build leading-edge ADAS solutions. My favorite features: in-dash collision warnings and a fast-booting backup display.



Well, there you have it. In just a few months’ time, we will have the honor of introducing you to a brand new QNX technology concept car. Any guesses as to what the wheels will look like?

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Digital instrument clusters and the road to autonomous driving

Guest post by Walter Sullivan, head of Innovation Lab, Silicon Valley, Elektrobit Automotive

Autonomous driving requires new user experience interfaces, always on connectivity, new system architectures and reliable security. In addition to these requirements, the real estate in the car is changing as we move towards autonomous driving, and the traditional display is being replaced by head up displays (HUD), digital instrument clusters, and other screens. The digital cluster is where automakers can blend traditional automotive status displays (such as odometer, speed, etc.) with safety features, entertainment, and navigation, providing a more personalized, safe, comfortable, and enjoyable driving experience.

For autonomous vehicles, the human-machine interface (HMI) will change with the level of autonomy. Until vehicles are fully autonomous, all the traditional functions of the in-car HMI must be covered and driver distraction needs to be minimized. As we progress through piloted drive towards full autonomy, additional functions are taking center stage in the instrument cluster: driver assistance (distance to vehicle in front, speed limit, optimized time to destination/fuel consumption, object detection, etc.).

The digital instrument cluster brings a number of benefits to the driver experience including:

• Comfort: The more information that a driver has about the route, right before his or her eyes, the more comfortable the drive. Digital clusters that provide map data, not just routing guidance but information on the nearest gas station, traffic, upcoming toll roads, etc., give the most comfort by empowering the driver with the information needed to get to the destination quickly and safely.
• Safety: Drivers benefit from cars that know what’s on the road ahead. Through electronic horizon-based features, clusters can display “predictive” driver-assistance information that delivers to the driver important messages regarding safety.
• Entertainment: Consumers are looking for vehicles that allow them to transfer their digital lifestyle seamlessly into the driving experience. The cluster can enable such integration, allowing the driver to control a smartphone using the in-car system, stream music, make phone calls, and more.

As more software and technology enters the car and we move closer to the fully autonomous vehicle, the cluster will continue to be the main platform for HMI. Automakers are challenged to build the most user-friendly, personalized clusters they can, with today’s cars employing advanced visual controls that integrate 3D graphics and animation and even natural language voice control. Drivers will rely more heavily on the cluster to provide them information that ensures their safety and comfort during the ride.

Digital instrument cluster developed using EB technology, as shown in the QNX reference vehicle.

Curious about what this kind of technology looks like? Digital instrument clusters developed using Elektrobit (EB) Automotive software will be displayed at the QNX Software Systems (booth C92) during TU-Automotive Detroit, June 3-4. QNX will feature a demo cluster developed using EB GUIDE that integrates a simulated navigation route with EB street director, plus infotainment and car system data. You can also see EB technology in action in the QNX reference vehicle based on a Jeep Wrangler, in which EB street director and the award-winning EB Assist Electronic Horizon are both integrated in the digital cluster.

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Walter Sullivan is head of Elektrobit (EB) Automotive’s newly established Silicon Valley Innovation Lab, responsible for developing and leading the company’s presence in Silicon Valley, as well as building and fostering strategic partnerships around the globe.

Visit Elektrobit here.

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Long time, no see: Catching up with the QNX CAR Platform

By Megan Alink, Director of Marketing Communications for Automotive

It’s a fact — a person simply can’t be in two places at one time. I can’t, you can’t, and the demo team at QNX can’t (especially when they’re brainstorming exciting showcase projects for 2016… but that’s another blog. Note to self.) So what’s a QNX-loving, software-admiring, car aficionado to do when he or she has lost touch and wants to see the latest on the QNX CAR Platform for Infotainment? Video, my friends.

One of the latest additions to our QNX Cam YouTube channel is an update to a video made just over two and a half years ago, in which my colleague, Sheridan Ethier, took viewers on a feature-by-feature walkthrough of the QNX CAR Platform. Now, Sheridan’s back for another tour, so sit back and enjoy a good, old-fashioned catch-up with what’s been going on with our flagship automotive product (with time references, just in case you’re in a bit of a hurry).

Sheridan Ethier hits the road in the QNX reference vehicle based on a modified Jeep Wrangler, running the latest QNX CAR Platform for Infotainment.

We kick things off with a look at one of the most popular elements of an infotainment system — multimedia. Starting around the 01:30 mark, Sheridan shows how the QNX CAR Platform supports a variety of music formats and media sources, from the system’s own multimedia player to a brought-in device. And when your passenger is agitating to switch from the CCR playlist on your MP3 device to Meghan Trainor on her USB music collection, the platform’s fast detection and sync time means you’ll barely miss a head-bob.

The QNX CAR Platform’s native multimedia player — the “juke box” — is just one of many options for enjoying your music.

About five minutes in, we take a look at how the QNX CAR Platform implements voice recognition. Whether you’re seeking out a hot latté, navigating to the nearest airport, or calling a co-worker to say you’ll be a few minutes late, the QNX CAR Platform lets you do what you want to do while doing what you need to do — keeping your hands on the wheel and your eyes on the road. Don’t miss a look at concurrency (previously discussed here by Paul Leroux) during this segment, when Sheridan runs the results of his voice commands (multimedia, navigation, and a hands-free call) smoothly at the same time.

Using voice recognition, users can navigate to a destination by address or point of interest description (such as an airport).

At eight minutes, Sheridan tells us about one of the best examples of the flexibility of the QNX CAR Platform — its support for application environments, including native C/C++, Qt, HTML5, and APK for running Android applications. The platform’s audio management capability makes a cameo appearance when Sheridan switches between the native multimedia player and the Pandora HTML5 app.

Pandora is just one of the HTML5 applications supported by the QNX CAR Platform.

As Sheridan tells us (at approximately 12:00), the ability to project smartphone screens and applications into the vehicle is an important trend in automotive. With technologies like MirrorLink, users can access nearly all of the applications available on their smartphone right from the head unit.

Projection technologies like MirrorLink allow automakers to select which applications will be delivered to the vehicle’s head unit from the user’s connected smartphone. 

Finally, we take a look at two interesting features that differentiate the QNX CAR Platform — last mode persistence (e.g. when the song you were listening to when you turned the car off starts up at the same point when you turn the car back on) and fastboot (which, in the case of QNX CAR, can bring your backup camera to life in 0.8 seconds, far less than the NHTSA-mandated 2 seconds). These features work hand-in-hand to ensure a safer, more enjoyable, more responsive driving experience.

Fastboot in 0.8 seconds means that when you’re ready to reverse, your car is ready to show you the way.

Interested in learning more about the QNX CAR Platform for Infotainment? Check out Paul Leroux’s blog on the architecture of this sophisticated piece of software. To see QNX CAR in action, read Tina Jeffrey’s blog, in which she talks about how the platform was implemented in the reimagined QNX reference vehicle for CES 2015.

Check out the video here:

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“What do you mean, I have to learn how not to drive?”

The age of autonomous driving lessons is upon us.

Paul Leroux

What would it be like to ride in an autonomous car? If you were to ask the average Joe, he would likely describe a scenario in which he sips coffee, plays video games, and spends quality time with TSN while the car whisks him to work. The average Jane would, no doubt, provide an equivalent answer. The problem with this scenario is that autonomous doesn’t mean driverless. Until autonomous vehicles become better than humans at handling every potential traffic situation, drivers will have to remain alert much or all of the time, even if their cars do 99.9% of the driving for them.

Otherwise, what happens when a car, faced with a situation it can’t handle, suddenly cedes control to the driver? Or what happens when the car fails to recognize a pedestrian on the road ahead?

Of course, it isn’t easy to maintain a high level of alertness while doing nothing in particular. It takes a certain maturity of mind, or at least a lack of ADD. Which explains why California, a leader in regulations for autonomous vehicles, imposes restrictions on who is allowed to “drive” them. Prerequisites include a near-spotless driving record and more than 10 years without a DUI conviction. Drivers must also complete an autonomous driving program, the length of which depends on the car maker or automotive supplier in question. According to a recent investigation by IEEE Spectrum, Google offers the most comprehensive program — it lasts five weeks and subjects drivers to random checks.

1950s approach to improving driver
alertness. Source: Modern Mechanix blog

In effect, drivers of autonomous cars have to learn how not to drive. And, as another IEEE article suggests, they may even need a special license.

Ample warnings
Could an autonomous car mitigate the attention issue? Definitely. It could, for example, give the driver ample warning before he or she needs to take over. The forward collision alerts and other informational ADAS functions in the latest QNX technology concept car offer a hint as to how such warnings could operate. For the time being, however, it’s hard to imagine an autonomous car that could always anticipate when it needs to cede control. Until then, informational ADAS will serve as an adjunct, not a replacement, for eyes, ears, and old-fashioned attentiveness.

Nonetheless, research suggests that adaptive cruise control and other technologies that enable autonomous or semi-autonomous driving can, when compared to human drivers, do a better job of avoiding accidents and improving traffic flow. To quote my friend Andy Gryc, autonomous cars would be more “polite” to other vehicles and be better equipped to negotiate inter-vehicle space, enabling more cars to use the same length of road.

Fewer accidents, faster travel times. I could live with that.


2015 approach to improving driver alertness: instrument cluster from the QNX reference vehicle.

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Have you heard about Phantom Intelligence yet?

If you haven’t, I bet you will. Phantom Intelligence is a startup that is looking to revolutionize LiDAR for automotive. I hadn’t heard of them either until QNX and Phantom Intelligence found themselves involved in a university project in 2014. They had some cool technology and are just all-around good guys, so we started to explore how we could work together at CES 2015. One thing led to another and their technology was ultimately featured in both the QNX reference vehicle and the new QNX technology concept car.

I knew little about LiDAR at the beginning of the partnership. But as I started to ramp up my knowledge I learned that LiDAR can provide valuable sensor input into ADAS systems. Problem is, LiDAR solutions are big, expensive, and have not, for the most part, provided the kind of sensitivity and performance that automakers look for.

Phantom Intelligence is looking to change all this with small, cost-effective LiDAR systems that can detect not just metal, but also people (handy if you are crossing the street and left your Tin Man costume at home) and that are impervious to inclement weather. As a frequent pedestrian this is all music to my ears.

I am still in no way qualified to offer an intelligent opinion on the pros and cons of competing LiDAR technology so I’m just going on the positive feedback I heard from customers and other suppliers into the ADAS space at CES. Phantom turned out to be one of the surprise hits this year and they are just getting started. That’s why I think you will be hear more about them soon.


Both QNX vehicles showcased at CES 2015 use a LiDAR system from Phantom Intelligence to detect obstacles on the road ahead.

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