大陸集團Georg Fässler是SAE COMVEC 2024（商用車工程年會）的執(zhí)行主席，他詳細介紹了大陸集團為打造未來汽車做出的各項工作。
駕駛員嚴重短缺、燃料和材料成本上升、貨運需求不斷攀升、可持續(xù)發(fā)展要求日趨嚴格——運輸業(yè)面臨的挑戰(zhàn)不可謂不嚴峻。商用車制造商和行業(yè)供應商正積極投入大量資源，開發(fā)、測試和向市場推出有助于緩解這些壓力的先進技術。
大陸汽車（Continental Automotive）商用車與特種車輛業(yè)務負責人Georg Fässler近期在接受SAE采訪時表示：“在我看來，實現(xiàn)商用車和全物流鏈的數(shù)字化是應對這些問題的必要手段，也是商用車行業(yè)最重要的發(fā)展趨勢之一。”
作為今年9月10~12日舉行的SAE COMVEC 2024的主辦方，大陸集團將大會主題定為“智能機器與機器數(shù)字化”并非巧合。作為大會執(zhí)行主席，F(xiàn)ässler將為期三天的COMVEC 2024稱為業(yè)界公開探討最新發(fā)展趨勢和挑戰(zhàn)“最重要的科學交流與溝通平臺”。鑒于出行領域的技術變革日新月異，屆時會上將不乏可供探討的話題。
Fässler表示：“商用車行業(yè)在過去十年中經(jīng)歷了前所未有的變革，未來十年可能還會出現(xiàn)更多變革。”Fässler預測未來商用車將“永久實現(xiàn)無縫連接”，通過在車輛內(nèi)外增加各種全新功能，為駕駛員提高駕駛安全性、效率和舒適性。”
在獲得電磁計算方法博士學位后，F(xiàn)ässler在手機領域開啟了職業(yè)生涯。他笑著說道：“以前我做的是小巧的手機，現(xiàn)在是巨大的卡車”。但他指出，兩者在軟件層面上并沒有太大差別。
與手機一樣，現(xiàn)代商用車也高度依賴集成軟件實現(xiàn)無縫連接功能。他表示：“集成數(shù)字解決方案和連接技術是打造未來商用車的關鍵。”
Fässler指出，軟件定義與自動駕駛商用車的研發(fā)是目前業(yè)界最令人期待的創(chuàng)新。如何有效實現(xiàn)“軟件定義的未來”將成為今年SAE COMVEC的核心議題。
他介紹稱：“和乘用車一樣，商用車也將依賴越來越多的軟件實現(xiàn)各種功能。軟件將與硬件逐漸解耦，以加快研發(fā)速度并實現(xiàn)OTA更新——尤其是在現(xiàn)代駕駛輔助系統(tǒng)出現(xiàn)后，向自動駕駛和完全自動駕駛轉(zhuǎn)型的過程中。”
大陸集團和其他行業(yè)參與者已在實現(xiàn)軟件定義商用車方面取得了重大進展。Fässler 稱：“我們已成功實現(xiàn)了軟硬件解耦，同時提供了可靠的中間件。”隨著這些車輛逐漸接入物聯(lián)網(wǎng)（IoT），軟件將負責處理、管理和分發(fā)與云端交換的大量實時數(shù)據(jù)。
這些技術進步也將改變汽車內(nèi)部結(jié)構(gòu)。Fässler強調(diào)：“自動駕駛技術尤其要求車輛具備呈指數(shù)級增長的算力，以便安全、穩(wěn)定、快速地處理海量的數(shù)據(jù)。這種趨勢將導致車輛結(jié)構(gòu)向整合電氣電子系統(tǒng)和軟件的集中架構(gòu)轉(zhuǎn)變，并利用更強大的計算單元處理數(shù)據(jù)。因此，網(wǎng)絡安全的重要性也與日俱增。
在車輛的軟件和連接增加的過程中，網(wǎng)絡安全日益成為業(yè)界關注的焦點，因為車輛與其環(huán)境之間的數(shù)據(jù)傳輸帶來了安全風險。為防范潛在的威脅，F(xiàn)ässler建議各公司開發(fā)貫穿產(chǎn)品研發(fā)初期乃至全生命周期的端到端網(wǎng)絡安全解決方案。
他介紹說：“大陸集團已根據(jù)商用車的特定需求，開發(fā)了一套符合ISO/SAE 21434標準的網(wǎng)絡安全管理系統(tǒng)（CSMS）。該系統(tǒng)具有較高的適應性，并確保以結(jié)構(gòu)化的方法實施網(wǎng)絡安全措施。”
大陸集團還“積極參與”了ISO/SAE 21434標準的制定和擴展工作，并參與了農(nóng)業(yè)和非公路行業(yè)相關標準（ISO 24882標準）的制定。
Fässler強調(diào)：“各汽車制造商必須重視保護關鍵資產(chǎn)和防范潛在事故，根據(jù)其特定的需求制定網(wǎng)絡安全策略，具體包括提供涵蓋產(chǎn)品全生命周期（從設計到報廢）的網(wǎng)絡安全維護合同。”
Fässler指出，除了實現(xiàn)遠程升級、漏洞修復和新功能外，OTA更新還可確保車輛在整個生命周期內(nèi)具備頂級的安全性能。
大陸集團從多個角度解決了網(wǎng)絡安全問題，包括在組件層面上將每個電子組件用作履行特定職責的“迷你計算機”，以及在系統(tǒng)層面上確保整個車輛系統(tǒng)內(nèi)的安全通信。此外，大陸十分重視保護車輛與外界進行交互的各種外部接口，對于在車輛外部（包括云和后端系統(tǒng)）傳輸和處理的數(shù)據(jù)也給予了同等保護。
Fässler表示，大陸集團的最終目標是實現(xiàn)商用車的全自動駕駛。但眾所周知，公眾對這項技術心存顧慮。Fässler認為，直接解決自動駕駛帶來的不確定性可幫助減少公眾的擔憂并建立信心。
他表示：“公眾對完全無人駕駛的商用車仍普遍存在遲疑。但COMVEC年會等活動提供了展示技術進步的機會，充分展現(xiàn)了自動駕駛系統(tǒng)的穩(wěn)定性和安全性，并向公眾介紹這些技術在安全性方面勝過人類駕駛員的優(yōu)勢。”
大陸集團和Aurora Innovation在拉斯維加斯舉行的國際消費電子展（CES 2024）上宣布，雙方已合作完成了可擴展的SAE L4級自動駕駛系統(tǒng)Aurora Driver的設計。預計該系統(tǒng)將于2027年開始量產(chǎn)。
Fässler表示：“這是一項已具備實現(xiàn)商業(yè)化條件的開創(chuàng)性技術，如此復雜的系統(tǒng)解決方案自然也會在法律和研發(fā)層面上面臨各種挑戰(zhàn)。毫無疑問，市場上沒有任何一方能夠獨立應對這些問題。”
Fässler表示，針對量產(chǎn)乘用車市場開發(fā)的零部件和基礎技術，可顯著降低其他市場（包括商用車和非公路車輛市場）客戶的成本，并縮短研發(fā)時間。但自動駕駛是重型卡車可以反過來惠及乘用車的一個領域，包括其中積累的經(jīng)驗和開發(fā)的技術。
他表示：“在這方面，大陸的L4級自動駕駛解決方案及與Aurora的合作成果是開創(chuàng)性的。”
緩解公眾對自動駕駛技術的焦慮并非目前的唯一任務，應對氣候變化問題更是迫在眉睫。面對不斷增加的減排壓力，交通運輸行業(yè)必須迅速提升其可持續(xù)發(fā)展能力。
Fässler表示：“環(huán)境問題和政府法規(guī)正推動電動商用車快速發(fā)展，社會大眾也積極支持減排。”
為此，必須同時完善乘用車和商用車的充電基礎設施。Fässler稱，這意味著必須在主要路線和關鍵樞紐沿線戰(zhàn)略性部署更多大功率的快充站，同時推進充電基礎設施標準化和電網(wǎng)升級。
他表示：“實現(xiàn)充電系統(tǒng)標準化是確保不同汽車品牌和型號兼容的必要之舉。”
車輛續(xù)航里程和車隊電動化轉(zhuǎn)型的高昂成本也是必須解決的重大挑戰(zhàn)。Fässler表示，政府和行業(yè)能夠也應該共同合作，滿足改善環(huán)境的要求。
他表示：“政府通過對購車及充電基礎設施建設實行補貼、稅收減免和撥款等激勵措施，在加快推廣電動商用車方面發(fā)揮了重大作用。此外，出臺排放標準和無排放區(qū)等法規(guī)，也可激勵車隊運營商向電動車轉(zhuǎn)型。”
美國國家環(huán)保局（EPA）近期發(fā)布的關于重型卡車溫室氣體排放標準的最終版法規(guī)正是其中之一。這些“三階段”指南為2032車型年及以后的重型車輛設定了全新碳排放標準，其中部分車輛類別最早將于2027車型年開始實施這些標準。例如，與二階段的法規(guī)相比，介于輕型車和重型車之間的商用車必須在2027車型年前減少17%的碳排放，這一要求將在2032車型年飆升至60%。
Fässler表示：“隨著氣候危機加劇，政府將出臺更多限制商用車排放的法規(guī)，各行各業(yè)均不例外。”
本專題報道由SAE官方會員專享雜志《Update》編輯Gretchen Uhrinek撰寫。
Severe driver shortages, rising fuel and material costs, escalating demand for freight transport, higher sustainability requirements – there is no shortage of challenges facing the transport sector. Commercial vehicle manufacturers and industry suppliers are devoting significant resources to develop, test and bring to market the technological advances that will help alleviate these pressure points.
“The digitalization of commercial vehicles and the whole logistics chain is a necessary response and one of the most important developments in the CV industry in my view,” said Continental Automotive’s head of commercial and special vehicles, Georg Fässler, in a recent interview with SAE International.
It’s no coincidence that Continental, as the executive host for SAE’s 2024 COMVEC event from September 10-12, set a theme centered around “Smart Machines. The Digitalization of Machines.” Fässler, in his role as COMVEC executive chair, described the three-day conference as “the most important scientific exchange place, communication place,” where industry can openly discuss its latest trends and challenges. With mobility’s rapidly shifting technological landscape, there will be plenty to talk about.
“There were never [as] many changes in the commercial vehicle industry than in the last ten years,” Fässler said. “And probably even more coming in the next ten years.” Future commercial vehicles will be “permanently and seamlessly connected,” he predicted, which will enable new functions both within and outside of the vehicle, increasing safety, efficiency and comfort for the driver.
A software-defined future
Fässler, who holds a Ph.D. in electromagnetic computation methods, launched his career by working on cell phones – “pretty small devices, opposite to trucks,” he said with a chuckle. But actually, he pointed out, the software isn’t all that different.
Much like cell phones, modern commercial vehicles heavily rely on integrated software for seamless functionality. “Integrating digital solutions and connectivity technologies is key to making commercial vehicles future-proof,” he said.
Fässler pointed to the development of software-defined and autonomous commercial vehicles as the industry’s most exciting innovation today. How to effectively achieve a “software-defined future” will be core to the SAE COMVEC agenda.
“Just as passenger cars, commercial vehicles will increasingly rely on software-enabled functions, with software being decoupled from hardware for rapid development and over-the-air (OTA) updates – particularly with the emergence of modern driver-assistance systems and the eventual transition to automated and fully autonomous driving,” he said.
Continental and other industry players already have made significant strides toward realizing software-defined commercial vehicles. “We’ve succeeded in decoupling hardware from software while offering reliable middleware,” Fässler asserted. As these vehicles increasingly become part of the Internet of Things (IoT), software will be tasked with processing, managing and distributing the influx of real-time data to and from the cloud.
These advances also will reshape the vehicle’s internal structure. “Automated driving, in particular, will require an exponential increase in a vehicle’s computing power, demanding to process the data flood securely, reliably and quickly,” Fässler said. “This results in a shift towards a centralized vehicle architecture (E/E and software) with more powerful computing units and consequently ever-growing significance of cybersecurity.”
Cybersecurity strategies
Cybersecurity becomes a greater concern as software and connectivity increase. Data transfer between the vehicle and its environment introduces risks. To protect against potential threats, companies need to develop end-to-end solutions that incorporate cybersecurity from initial development through the entire product lifecycle, Fässler advised.
“At Continental, we have developed a Cybersecurity Management System (CSMS) compliant with ISO/SAE 21434, tailored to the needs of commercial vehicles,” he said. “This system is adaptable and ensures a structured approach to cybersecurity.”
Continental also “actively participates” in the ongoing development and extension of ISO/SAE 21434, as well as efforts related to the development of standards for the agriculture and off-highway sectors (ISO 24882).
“By focusing on protecting critical assets and preparing for potential incidents, cybersecurity strategies need to be tailored to the specific needs of vehicle manufacturers,” he said. “This approach includes offering cybersecurity maintenance contracts that cover the entire product lifecycle, from design to end-of-life.”
In addition to enabling remote upgrades, bug fixes and the implementation of new features, OTA updates also can ensure top-tier security throughout the vehicle lifecycle, Fässler noted.
Continental’s approach addresses cybersecurity from multiple angles. This includes at the component level, with each electronic component functioning as a “mini-computer” with specific responsibilities, and at the system level, ensuring secure communication within the vehicle’s entire system. Securing the various external interfaces between the vehicle and the outside world also is critical, as is protecting data during transfer and processing outside the vehicle, including cloud and backend systems.
Autonomous endgame
The ultimate goal is achieving full autonomy in commercial vehicles, Fässler said. However, the public’s unease towards this technology is no secret. Fässler believes in directly addressing uncertainty regarding automation to help mitigate concerns and build confidence.
“Public hesitation about completely driverless commercial vehicles is still common,” he said. “Events like COMVEC offer opportunities to showcase advancements, demonstrate the reliability and safety of autonomous systems, and communicate how these technologies can outperform human drivers in terms of safety.”
Continental and Aurora Innovation announced at CES 2024 in Las Vegas that they had finalized their design of a scalable SAE Level 4 automated driving system, the Aurora Driver. Start of production is expected in 2027.
“This is groundbreaking technology that is scaled up to a commercial-attractive level, which naturally entails challenges – on the legal side as well as in development of such a complex system solution,” Fässler said. “Fully clear is that no player in the market can overcome these challenges [on] its own.”
Fässler said that components and base technologies developed for the high-volume passenger vehicle market can significantly reduce costs and development time for its customers in other markets, including commercial vehicle and off-highway. However, autonomy is one area in which lessons learned and technologies developed specifically for heavy-duty vehicles can be transferred to benefit passenger cars.
“Here, particularly our L4 autonomous driving solutions and cooperation with Aurora serve as pioneers,” he said.
Slashing CO2
Alleviating autonomous anxiety isn’t the only task at hand. As climate change becomes harder to ignore, the transportation sector is under mounting pressure to improve its sustainability, and fast.
“There’s a significant shift toward electric commercial vehicles driven by environmental concerns and government regulations,” Fässler said. “And society is supporting the move towards slashing CO2 emissions.”
To get there, charging infrastructure needs to improve – both for passenger and commercial vehicles. According to Fässler, this means more high-powered fast charging stations strategically placed along major routes and at key hubs, further standardization, and grid upgrades.
“Standardizing the charging system is essential to ensure compatibility across different vehicle makes and models,” he said.
Vehicle range and the high costs of transitioning to a fully electric fleet are also considerable challenges that need to be addressed. Fässler indicated that governments and industry can, and should, work together to meet the public’s demand for positive change.
“Governments can play a significant role in accelerating the adoption of electric commercial vehicles through incentives such as subsidies, tax breaks, and grants for vehicle purchases and charging infrastructure installation,” he said. “Additionally, regulations such as emissions standards and zero-emission zones can incentivize fleet operators to switch to electric vehicles.”
One such regulation is the U.S. EPA’s recent final rule on greenhouse gas (GHG) emissions standards for heavy-duty vehicles. These “Phase 3” guidelines establish new CO2 emissions for model year 2032 and later heavy-duty vehicles, beginning as early as MY 2027 for certain vehicle categories. For example, MY 2027 light-heavy vocational vehicles must cut CO2 emissions by 17% compared to the Phase 2 regulations; by MY 2032, that figure swells to 60%.
“As the climate crisis intensifies, regulations that affect commercial vehicles will continue to increase, as they will in all sectors,” Fässler said.
Gretchen Uhrinek, the editor for SAE’s official member magazine, Update, contributed to this feature story.
數(shù)據(jù)處理和無縫連接技術將在未來商用車的發(fā)展中占據(jù)核心地位，這就需要使用軟件來管理車輛與云端之間頻繁的數(shù)據(jù)交換。（大陸集團）
大陸集團商用車與特種車輛業(yè)務負責人Georg F?ssler是SAE COMVEC 2024（商用車工程年會）的執(zhí)行主席。（大陸集團）
自動駕駛要求車輛的計算能力呈指數(shù)級增長。（大陸集團）
車輛與其環(huán)境之間的數(shù)據(jù)傳輸會帶來風險，這就要求公司開發(fā)出從最初開發(fā)到整個產(chǎn)品生命周期都包含網(wǎng)絡安全的解決方案。（大陸集團）
與Aurora合作開發(fā)即將推出的SAE L4自動駕駛系統(tǒng)的經(jīng)驗和技術也將使大陸集團的乘用車客戶受益。（大陸集團）
完全透明的數(shù)據(jù)是建筑和采礦等非公路行業(yè)提高生產(chǎn)率的關鍵。（大陸集團）