Volkswagen ID Buzz Showcases Mobileye Drive at IAA 2023

By incrementally adding computing power and active sensors to the Mobileye SuperVision™ base configuration, Mobileye is steadily paving a viable path to consumer autonomous vehicles. Based on Mobileye’s rich experience in driver-assist systems across 150+ million vehicles globally, Mobileye Drive brings years of expertise to autonomous mobility using reliable and road-tested self-driving technology. The scope of the technologies on board and the autonomous driving capabilities they deliver make this one of the most advanced in a long line of projects Mobileye has undertaken with the Volkswagen Group to date.

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. Then there’s the market position of highly speculative tech startups that fall squarely into the growth stock category. In February, press reports said that Mobileye was teaming up with Benteler EV Systems and Beep to launch a network of driverless EV shuttles in Israel and Germany by the end of this year.

You need to not just adapt to that city’s rules and situations, and map it, you also want to make nice with the city officials and do all the things needed to move any service to a new city. “Our alignment with Intel continues to provide Mobileye with valuable technical resources and support that has yielded strong revenue along with free cash flow that allows us to fund our AV development work from current revenue,” said Shashua. Intel said it will hold onto its majority ownership interest, with no intent to spin off or divest at all.

They also have their own mapping strategy, building maps from compact data uploads from some cars in the very large fleet of MobilEye equipped vehicles, and constantly updating them in this way. MobilEye hopes that this approach fits perfectly with the way their company has grown. For many years they have made computer vision what is a shakeout chips (sometimes adding radar) to provide ADAS features like lanekeeping, adaptive cruise control, collision warning and more. They hope to just keep making that better and better until it’s good enough for self driving. Many feel that there is not likely to be an “evolutionary” path from driver assist to real self-driving.

  • Vehicles powered by Mobileye Drive adapt to local speed limits and driving conventions wherever they are deployed.
  • They probably won’t hit their target of “early in 2022” but promise that thanks to REM and other tools, they can deploy quickly in new cities with minimal effort.
  • Mobileye technology is integrated into over 300 new car models from leading auto manufacturers.
  • Only a few, though, are backing up their claims by letting the public see an unvarnished picture of their performance, with real statistics, and allowing unvetted and unscheduled rides by members of the public who can publish videos.

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. 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. That’s in contrast with Tesla where the car has to use its “drive with spy put call ratio 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.

For AV, one self-driving systemalone isn’t safe enough,

The MobilEye approach was described by Shashua as “an OR gate” meaning that if either system detects an obstacle, then one is viewed as present. This reduces your false negatives (blindness that can make you hit things) which is good, but also increases your false positives (ghosts you brake for.) Generally false positives and negatives are a trade-off. You can’t have blindness, but if your vehicle constantly reacts to ghosts it’s not a usable system. Because MobilEye will sell its products to carmakers, it doesn’t have to worry about the hard on-the-ground work of scaling a fleet. 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.

  • 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.
  • This is a very impressive list, and I wrote about many elements of it a year ago.
  • Reducing collisions with Mobileye can save money on repairs and subsequent insurance premiums.
  • Simple fusion approaches have each sensor produce a list of objects and then it tries to combine then.

Almost all started using very expensive LIDARs that clearly cost too much for a production vehicle. They made the correct bet that the cost of the extra gear would drop greatly by the time things were ready to deploy. When your only goal is to get to market first by being safe first, cost is not that much of an issue. 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. That said, access to data about MobilEye’s real world performance is currently modest compared to what we know about some other companies.

millionth EyeQ® chip shipped

MobilEye is also creating a “VIDAR” — a virtual LIDAR that attempts to make LIDAR like point clouds from 2D camera images using machine learning. Many, including Tesla are working on this, and it shows promising results but is not yet at “bet your life” reliability. That remains to be seen (but makes sense as a strategy for them) but I remain skeptical of the claim the errors are independent enough to truly take the product of the error rates. However, that doesn’t mean that two systems can’t be better than one — just not that much better. And with over-the-air updates, the advanced capabilities of Mobileye’s already-deployed technology can be upgraded as development progresses.

millionth EyeQ® shipped

Tesla uses external chip IP and contracts with external fabs to make their chips, though they do a good job for a non-chip company. Recently, MobilEye released a video of their car driving an hour around Munich. The video was nice enough but what was really impressive about it was not revealed before this press conference.

Way Better AI Names Than NVDA Stock (and It’s Not Even Close!)

But most experts believe that such vehicles are years — and perhaps decades — away from widespread use. 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.

Sterling Anderson of Aurora, who previously was a leader on Tesla Autopilot, calls it “trying to build a ladder to the moon.” However, Tesla and others are betting on this evolutionary approach. MobilEye is smarter than they are because it’s also building LIDAR — because it knows the problem is hard, too hard to solve today with just a camera. In the REM system, cars with the chips are using them to locate important road elements, including objects in 3-space, signs, lane boundaries, traffic signals and more. In addition, the cars report their driving tracks (which can be accurately placed on the map.) These tracks reveal not just what is painted on the road, but what large numbers of cars have actually driven. Natural human driving often involves not being centered in the lane or taking an exit as drawn. 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.


Using the REM data, cars can know just where they need to get in order to see what they need to see, resulting in a more human-like driving pattern with less uncertainty. This also collects what might be called the unwritten rules of the road, the rules that human intelligence figures out, and makes them part of the map. Buzz was one of several autonomous vehicles driven by Mobileye on display at IAA this year. It was joined there by driverless shuttles from HOLON and Schaeffler – both of which are also enabled by Mobileye Drive, the self-driving solution that’s leading the industry towards the future of autonomous mobility. Shashua expects a world of “co-opetition” where suppliers are competing with their own partners. Certainly many of MobilEye’s customers plan their own robotaxi operations, either with MobilEye chips, or in cases like Ford, through the different system made by Argo.AI.

After gaining unanimous approval from the board of directors, Intel is eyeing mid-2022 for the initial public offering (IPO). Intel stock has seen a fortuitous jump on the news, currently trending close to 5% up on the day. As per the announcement, Intel will continue to operate as the majority owner of the anticipated tech company. Integrating technology into your fleet doesn’t have to be overwhelming.

At the same time, it is helping Geely’s Zeekr produce its own Robotaxi with multiple EyeQ5 chips, and supplying delivery robot company Udelv with systems to drive their unmanned vehicles, with deployment not yet announced. Mobileye’s business still centers on supplying camera-based systems for automatic braking, lane-keeping and other technologies that aid drivers. In May 2023, Porsche and Mobileye[48] launched a collaboration to provide Mobileye’s SuperVision™ premium advanced driver assistance systems in future Porsche production models. One thing still missing from the MobilEye story is real data about its robotaxi efforts. Only a few, though, are backing up their claims by letting the public see an unvarnished picture of their performance, with real statistics, and allowing unvetted and unscheduled rides by members of the public who can publish videos. MobilEye has released nice videos of their vehicles driving various routes, as have many firms.

Radar’s ability to see through most weather is a big plus in places where that’s crucial. Radar’s other big edge — knowing the speed of all returns thanks to Doppler — is also found in FMCW LIDAR. One of Tesla’s biggest assets is their fleet, which gathers data to help them train their machine learning. how to buy theta 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.

As part of Intel, they have top-tier ability to produce custom processors. They are also using Intel’s silicon photonics and other resources to generate a new high performance LIDAR and imaging radar. They combine this with several unusual approaches and a system of safety constraints on their motion planner in hope of leading the field. The news comes only a few months after Mobileye agreed to partner with car rental giant Sixt to launch a robotaxi service in Germany next year. It also plans to produce 35,000 purpose-built driverless delivery vehicles with Udelv by 2028 and has secured multiple deals for mobility-as-a-service programs in 2023.

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