Driver Assist and Autonomous Driving Technologies

The full package of chip and sensors will come in “way below $5,000.” That cost of parts typically adds $10K to $15K to the cost of a consumer vehicle, but is a pretty reasonable cost addition to the cost of a robotaxi. They began by making a camera based ADAS tool that could do things like adaptive cruise control for less than the automotive radars of the day. With the largest fleet, MobilEye equipped cars are likely to encounter any changes to the road quickly. This is not just the robotic fleet, but all the human driven cars able to handle construction zones and other changes, and even teach how to drive in them. The risk of coming upon areas where the world has changed from the map is overstated — all cars must be able to handle a wrong map gracefully, and for each construction zone or other change there is only one car that is the first to encounter it. MobilEye has the advantage that this is often a human driven car, making it unlikely any early robotaxi will be the very first, forcing it to exercise its “drive with a wrong map” skills.

  1. There is also an edited 9 minute version, which you should view if you don’t have time for the full hour.
  2. MobilEye’s REM project creates fairly sparse maps, but includes more than just lane geometry.
  3. In 2001, Mobileye’s leadership realized that designing a full System-on-Chip dedicated to the massive computational loads of the computer vision stack was the way to realize the company’s full potential.
  4. MobilEye has noticed the common problem of unprotected turns, where cars must creep forward until the driver (or cameras) can see what they need to turn.
  5. These videos show sufficient capabilities to demonstrate that MobilEye is a player, but it’s a very, very, very, very long journey from that to having a working service.
  6. In March 2017, Intel announced that it would acquire Mobileye for $15.3 billion[18] — the biggest-ever acquisition of an Israeli tech company.[19] Following the acquisition, Reuters reported that the U.S.

These videos show sufficient capabilities to demonstrate that MobilEye is a player, but it’s a very, very, very, very long journey from that to having a working service. MobilEye is famous for having built ADAS with a camera (and optional radar) where previously it was an expensive radar. They are camera-centric, but believe LIDAR and radar provide important, though secondary functions. More than that, MobilEye is actually building its own custom high performance LIDAR and radar. Tesla calls LIDAR a “crutch” that distracts you from the real goal of an all computer-vision system.

Responsibility-Sensitive Safety Model (RSS)

MobilEye continues to be one of the few companies in the space to do something surprising. In particular, that they have gotten places with the strategy of “ADAS with a better MTBF” is at odds with the philosophy of almost all self-driving teams except Tesla. In May 2023, Porsche and Mobileye[48] launched a collaboration to provide Mobileye’s SuperVision™ in future Porsche production models. With over-the-air updates, the advanced capabilities of Mobileye’s already-deployed technology can be upgraded as development progresses. Whether it’s a round-about in Paris, rush hour traffic in New York, or the high speeds of the Autobahn, AVs need to excel in everyday challenges on roads around the world.

So close, in fact that he doesn’t think we’ll need more algorithmic breakthroughs, and as such we can say today what hardware is enough to do the job — and that’s the hardware he has put in the EyeQ Ultra chip. Indeed, they feel that 6 to 8 of the EyeQ 5 chips they offer today can do the job, which is what gives him the confidence that the EQU is enough. Mobileye enables automakers to build front end web development on its framework and code a unique automated end-product for their customers. This allows automakers to reduce time-to-market and deliver a driving experience that reflects their brand. In March 2017, Intel announced that it would acquire Mobileye for $15.3 billion[18] — the biggest-ever acquisition of an Israeli tech company.[19] Following the acquisition, Reuters reported that the U.S.

The classic definition of “supervision” is watching over someone or something to ensure everything is done properly and safely. It also speaks to the quality of possessing extraordinary capabilities of sight, which our surround camera configuration brings to the table. Equally important however, is that this is an ADAS system, so it still requires human oversight – meaning eyes on the road at all times, even if Mobileye’s “hands” are on the wheel. Over 100,000 consumer vehicles with Mobileye SuperVision™ are already on the road, enabling their drivers to benefit from tomorrow’s technology today. Almost all started using very expensive LIDARs that clearly cost too much for a production vehicle.

Rethinking technologyfor the autonomous future

That’s a fairly bold claim, because the history of the research teams that are the industry has been one of finding new techniques, and that has informed what hardware we actually want. But if you are a chipmaker, you have to decide what goes in your chip so you can tape it out and get it into production 3 years from now, so you need to choose well. They designed their earliest chips before neural networks exploded on the scene, but those chips had GPU-like elements for massive parallel processing that were able to run earlier, smaller neural networks. Now it’s not luck (and they might not call it that, but frankly very few could have predicted the big deep learning explosion of the early 2010s) and they have made their plan. Indeed, the new imaging radar and LIDAR look impressive, though only modest details are revealed. They even have an experiment to see what it looks like if they take the imaging radar and try to turn it into an image video using deep learning — a challenge when you consider how little resolution is in even the best radar.

MobilEye REM maps

That’s in contrast with Tesla where the car has to use its “drive with no map” skills all the time. REM maps, MobilEye states, take only about 10 kilobytes per mile, a cost which fits in the budget of the mobile data plans in the cars of their customers. MobilEye goes further than Tesla and exploits the fleet for mapping, while Tesla disdains the use of mapping beyond the navigation level. MobilEye’s REM project creates fairly sparse maps, but includes more than just lane geometry. In particular REM watches cars as they pause at intersections, creep forward and make turns to know where the sightlines are, and just where the drivers actually drive — not just where the lines on the road are.

One of Tesla’s biggest assets is their fleet, which gathers data to help them train their machine learning. There are well over a million Teslas out there, which take regular software updates and help in the quest. They also have a vast number of users for Autopilot who return data all the time, and a growing number of testers of the ill-named “full self driving” prototype they are building. MobilEye has a larger fleet, with 100 million chips sold, and they just did deals with more car OEMs which will result in 50 million more cars using their latest chips. Unlike Tesla, they can’t constantly update the software in the cars, nor get them to report the volumes of data Tesla can ask because the carmaker customers pay for the mobile data. While other vendors promise $250 LIDARs and Shashua says they could also produce on at that price, theirs will be higher performance and worth that cost.

That said, access to data about MobilEye’s real world performance is currently modest compared to what we know about some other companies. They are pushing for RSS to become an international standard, to get regulators to demand that RSS be implemented to get certified. I suspect more real world testing (or at least reporting) is called for before this is done. This is a very impressive list, and I wrote about many elements of it a year ago.

Many, including Tesla are working on this, and it shows promising results but is not yet at “bet your life” reliability. Our technology & problem-solving tackles the toughest challenges facing the industry.

At that time, most companies focused on hardware or software and did not design both simultaneously and in concert. This was considered a rather radical and even risky decision, but Mobileye’s leadership felt it was critical in order to achieve their ambitious goals. To tackle this challenge, Elchanan Rushinek joined the executive team to form and lead Mobileye’s SoC design team.

It has recently been almost as mean to radar, and removed radar from future vehicles, though probably mostly because of the chip shortage. Driving safely is one (though far from the only) important factor in making a working self-driving car. The challenge is to be safe while also being a good “road citizen” which includes some aggressive behavior in order to make traffic flow in a large number of cities, especially MobilEye’s home territory of Israel. Chaotic driving there has led them to develop a set of rules for planning the car’s path that they call RSS (Responsibility sensitive safety) which constrain and enable paths for the car, keeping it’s actions legal and reasonably safe. Though it could be argued the approach guarantees the vehicle won’t violate the vehicle code, though that might involve it in unsafe situations because other vehicles ignore the code. Regular driving involves such situations regularly, and MobilEye is one of the few to talk about solving them.

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