BRN - Mercedes

[cosors]

Hehe, I read there the snippet "Übung 1" and "Übung 2". This is a simple input but also a teaching and thus simple machine learning.)

 

[Fact Finder]

Inside Mercedes’ plan to deliver hands-free driving to the masses​

Published by on April 9, 2022​

I’m sitting in the passenger seat of a special Mercedes Benz S-Class on a blindingly bright California spring day, casually watching an autonomous delivery robot roll through a crosswalk on its way to deliver someone’s takeout meal in Santa Monica. The test driver next to me chuckles as we’re about to merge onto the highway for a demonstration of Mercedes’ Drive Pilot system, a conditional Level 3 automated driving system that consumers may be able to order by the end of this year.
Mercedes is aiming to be the first automaker to bring legal Level 3 automated driving off the test track to the masses in its full-size, luxury S-Class vehicles. The question is whether it should, especially considering the Everest-sized challenges that lay ahead — even if the economic opportunities include cornering a piece of the estimated $220.4 billion autonomous driving market.
The stakes are high, too. The Mercedes Level 3 system has to handle multiple tasks all at once, including recording and exchanging vast amounts of data and giving ample time and warnings for the human driver to take back control when something goes sideways. There are the legal risks that Mercedes has pledged it will take on when the system is engaged, and there are even geopolitical ones: Mercedes uses the Russian GLONASS system for its global positioning information in Germany, for instance.

And yet, Mercedes is plowing ahead despite the risks, because the opportunity is just too vast to ignore. While other manufacturers like Tesla claim to have fully autonomous driving systems, Mercedes is the first to pass the required legal hurdles in the U.S. and in Germany to offer the conditional system to consumers. While the timeline is a bit fuzzy because Mercedes is still working through those legal requirements, the system could be in consumers’ hands and their driveways as soon as mid-2023.

The technology​

Image Credits: Abigail Bassett
In the trunk of one of the four development vehicles parked in the garage of the Proper Hotel in Santa Monica, sits a huge chassis of computer components. When we arrive, the trunk is open to let the components breathe, according to the test driver. There’s no room for your coveted golf bags or luggage here.
These components register, record, manage and upload as much as 2.87 GB of data per minute when the car is in regular operation. If an incident occurs while the vehicle is underway, say, for example, someone cuts off the development vehicle in traffic and forces a panic stop, the system takes in as much as 33.73 gigabytes of data so that engineers can take a closer look at what happened and improve the system.

Customers who own the S-Class vehicles equipped with the Drive Pilot system will not have to contend with computer components hogging up the trunk space. Instead, the vehicle will still b they will still be present in the cars so that the Level 3 system will work and be able to process and store large amounts of data. Some of that data will be kept on board, while much of it will be uploaded to a secure cloud system.
That data all comes from a variety of sensors around the vehicle, a few of which will be new to future S-Class vehicles that have been ordered with the new Drive Pilot system. While the company wouldn’t disclose specific costs of the system, representatives did say that it will cost as much as their top-of-the-line Burmester audio system. That audio system on the S-Class is a $6,700 option alone, yet requires the addition of a separate $3,800 package, bringing the rough total to around $10,500. That’s getting close to the cost of Tesla’s “Full-Self Driving” system, which currently is a $12,000 option.
The conditional Level 3 Drive Pilot system builds on the hardware and software used by Mercedes’ Level 2 ADAS system known as Distronic. It adds a handful of additional advanced sensors as well as software to support the features. Key hardware systems that will be added to future S-Class vehicles configured with the Drive Pilot upgrade include an advanced LiDAR system developed by Valeo SA, a wetness sensor in the wheel well to determine moisture on the road, rear-facing cameras and microphones to detect emergency vehicles, and a special antenna array located at the rear of the sunroof to help with precise GPS location.
The Valeo LiDAR system is more advanced than what is on the current generation of S-Class, in that it scans at a rate of 25 times per second at a range of 200 meters (approximately 650-plus feet). This is the second generation of the system, according to the Valeo spokesperson at the event. The system sends out lasers which then create points in space to help the AI classify the type of object in and around the path of the vehicle, whether its human, animal, vehicle, tree, or building. From there, the AI uses data from the other sensors around the car, to determine more than 400 different projected paths for both itself and the potential paths for the vehicles, pedestrians, and motorcyclists around it, and choose the safest route through.
The wetness sensor is a small round audio sensor positioned at the rear of the front driver wheel well and it determines how damp the road surface is. When the road is wet, droplets are thrown up against it creating an audible patter. When the system “hears” that patter, Drive Pilot will be disabled and the human in the driver seat will need to take over.
The antenna array on the roof of the S-Class uses a variety of different satellites to pinpoint the exact location of the vehicle within a few centimeters. It is precise enough to recognize which lane the vehicle is in on the highway. Mercedes says it relies on Galileo, and GPS in the U.S., and the Russian GLONASS system for this positioning information in Germany. These precise GPS points are integrated into an HD map which then helps the system navigate the real world.
These sensors are added to those already present in the Distronic system, which includes interior cameras to ensure that the driver is paying attention, as well as radar, ultrasonic, and 3D cameras outside. The added hardware is there to ensure that each system has redundancy and provides a more accurate view of both the interior and exterior of the vehicle as the system navigates the environment and, unlike the Tesla system, ensures that the driver is actually paying attention and not sleeping or watching a movie while operating the system.
There ‘s a reason for all of this precise and specialized equipment. Mercedes-Benz has taken on the responsibility, including the liability, for the safe operation of the system. The legal ramifications could be immense should something go wrong and a crash occur while the system is in use by a consumer.

New rules for Level 3 operation​

Mercedes has used vehicles just like this one to test its Drive Pilot on more than 50,000 miles of roads in California and Nevada, where the company currently has conditional licenses to run the system.
Once the legal hurdles are passed, which Mercedes says it expects to happen by the end of the year, the systems will be available on properly equipped S-Class vehicles, when driven in specific conditions. However, it will still be limited.
The system will only be available in states where it’s legal (California, Nevada, and Florida currently). Cross the border into say, Arizona or Utah with an S-Class equipped with Drive Pilot, and the system will not be available. It’s geo-fenced.
In addition to the state location, the system won’t engage unless the vehicle is on clearly marked, divided highways, freeways, or interstates driving in a traveling lane, not in an exit lane. While out on our drive, the test driver moved over to take an exit, and the system turned off and requested that he take over as soon as he indicated that he was changing lanes.
And even when all of these requirements are met, the system is only available up to speeds of 40 mph (60 kmh).

The ride​

When DRIVE PILOT is activated, the controls in the steering wheel glow turquoise. Image: Mercedes-Benz
Inside, the vehicle looks almost identical to an S-Class with one key difference: On the steering wheel sits a pair of buttons that fall directly under the driver’s thumbs. These buttons, engraved with the image of the front of a car with the letter ‘A’ over the top, are used to initiate the Level 3 system when the external conditions are met. Lighting around the buttons and on the steering column turns white when the system is available, and green-blue when it is engaged.
Our short ride took us down the 10 freeway in Los Angeles towards downtown LA and back to Santa Monica. Traffic was heavy stop-and-go, and there were plenty of opportunities for the system to fail. Within the first few minutes on the freeway, we encountered various road obstacles like plastic bags, cardboard boxes and more than one oblivious Angeleno making panic stops and randomly cutting into our lane of travel.
In the short periods where the system was available when all conditions were met, its operating appeared to be seamless. The handover was smooth and almost unnoticeable. The driver engaged the system, took his hands and feet off the controls, and let the car drive itself, all while keeping his attention on the road ahead.
The system uses maximum following distance when it’s engaged, so the gap was quite large between the S-class and the car ahead. Surprisingly, and sadly, no one decided to jump into that gap while the system was engaged, so we didn’t get to experience what might happen if a human made a sudden lane change in front of the car while operating the conditional Level 3 system. When the system lost the needed information, say when the lane markers (known sometimes as oreos), became faint, an audible tone would sound, and a message would appear for the driver to take over. At that point, the test driver would take control of the vehicle.
All in, the system was only engaged for maybe 10 minutes in total over our 30-minute ride. Each engagement was relatively short as traffic sped up to over 40 mph, or the system lost the required information to manage the driving. The very short ride along didn’t give us enough time to evaluate the system, but it did offer a glimpse of just how Level 3 autonomy may work in the very near future. The real question, however, is how the system will behave in customers’ hands, and whether or not, even the very well-off, will purchase the technology.

 

[Diogenese]

Inside Mercedes’ plan to deliver hands-free driving to the masses​

Published by on April 9, 2022​

I’m sitting in the passenger seat of a special Mercedes Benz S-Class on a blindingly bright California spring day, casually watching an autonomous delivery robot roll through a crosswalk on its way to deliver someone’s takeout meal in Santa Monica. The test driver next to me chuckles as we’re about to merge onto the highway for a demonstration of Mercedes’ Drive Pilot system, a conditional Level 3 automated driving system that consumers may be able to order by the end of this year.
Mercedes is aiming to be the first automaker to bring legal Level 3 automated driving off the test track to the masses in its full-size, luxury S-Class vehicles. The question is whether it should, especially considering the Everest-sized challenges that lay ahead — even if the economic opportunities include cornering a piece of the estimated $220.4 billion autonomous driving market.
The stakes are high, too. The Mercedes Level 3 system has to handle multiple tasks all at once, including recording and exchanging vast amounts of data and giving ample time and warnings for the human driver to take back control when something goes sideways. There are the legal risks that Mercedes has pledged it will take on when the system is engaged, and there are even geopolitical ones: Mercedes uses the Russian GLONASS system for its global positioning information in Germany, for instance.

And yet, Mercedes is plowing ahead despite the risks, because the opportunity is just too vast to ignore. While other manufacturers like Tesla claim to have fully autonomous driving systems, Mercedes is the first to pass the required legal hurdles in the U.S. and in Germany to offer the conditional system to consumers. While the timeline is a bit fuzzy because Mercedes is still working through those legal requirements, the system could be in consumers’ hands and their driveways as soon as mid-2023.

The technology​

Image Credits: Abigail Bassett
In the trunk of one of the four development vehicles parked in the garage of the Proper Hotel in Santa Monica, sits a huge chassis of computer components. When we arrive, the trunk is open to let the components breathe, according to the test driver. There’s no room for your coveted golf bags or luggage here.
These components register, record, manage and upload as much as 2.87 GB of data per minute when the car is in regular operation. If an incident occurs while the vehicle is underway, say, for example, someone cuts off the development vehicle in traffic and forces a panic stop, the system takes in as much as 33.73 gigabytes of data so that engineers can take a closer look at what happened and improve the system.

Customers who own the S-Class vehicles equipped with the Drive Pilot system will not have to contend with computer components hogging up the trunk space. Instead, the vehicle will still b they will still be present in the cars so that the Level 3 system will work and be able to process and store large amounts of data. Some of that data will be kept on board, while much of it will be uploaded to a secure cloud system.
That data all comes from a variety of sensors around the vehicle, a few of which will be new to future S-Class vehicles that have been ordered with the new Drive Pilot system. While the company wouldn’t disclose specific costs of the system, representatives did say that it will cost as much as their top-of-the-line Burmester audio system. That audio system on the S-Class is a $6,700 option alone, yet requires the addition of a separate $3,800 package, bringing the rough total to around $10,500. That’s getting close to the cost of Tesla’s “Full-Self Driving” system, which currently is a $12,000 option.
The conditional Level 3 Drive Pilot system builds on the hardware and software used by Mercedes’ Level 2 ADAS system known as Distronic. It adds a handful of additional advanced sensors as well as software to support the features. Key hardware systems that will be added to future S-Class vehicles configured with the Drive Pilot upgrade include an advanced LiDAR system developed by Valeo SA, a wetness sensor in the wheel well to determine moisture on the road, rear-facing cameras and microphones to detect emergency vehicles, and a special antenna array located at the rear of the sunroof to help with precise GPS location.
The Valeo LiDAR system is more advanced than what is on the current generation of S-Class, in that it scans at a rate of 25 times per second at a range of 200 meters (approximately 650-plus feet). This is the second generation of the system, according to the Valeo spokesperson at the event. The system sends out lasers which then create points in space to help the AI classify the type of object in and around the path of the vehicle, whether its human, animal, vehicle, tree, or building. From there, the AI uses data from the other sensors around the car, to determine more than 400 different projected paths for both itself and the potential paths for the vehicles, pedestrians, and motorcyclists around it, and choose the safest route through.
The wetness sensor is a small round audio sensor positioned at the rear of the front driver wheel well and it determines how damp the road surface is. When the road is wet, droplets are thrown up against it creating an audible patter. When the system “hears” that patter, Drive Pilot will be disabled and the human in the driver seat will need to take over.
The antenna array on the roof of the S-Class uses a variety of different satellites to pinpoint the exact location of the vehicle within a few centimeters. It is precise enough to recognize which lane the vehicle is in on the highway. Mercedes says it relies on Galileo, and GPS in the U.S., and the Russian GLONASS system for this positioning information in Germany. These precise GPS points are integrated into an HD map which then helps the system navigate the real world.
These sensors are added to those already present in the Distronic system, which includes interior cameras to ensure that the driver is paying attention, as well as radar, ultrasonic, and 3D cameras outside. The added hardware is there to ensure that each system has redundancy and provides a more accurate view of both the interior and exterior of the vehicle as the system navigates the environment and, unlike the Tesla system, ensures that the driver is actually paying attention and not sleeping or watching a movie while operating the system.
There ‘s a reason for all of this precise and specialized equipment. Mercedes-Benz has taken on the responsibility, including the liability, for the safe operation of the system. The legal ramifications could be immense should something go wrong and a crash occur while the system is in use by a consumer.

New rules for Level 3 operation​

Mercedes has used vehicles just like this one to test its Drive Pilot on more than 50,000 miles of roads in California and Nevada, where the company currently has conditional licenses to run the system.
Once the legal hurdles are passed, which Mercedes says it expects to happen by the end of the year, the systems will be available on properly equipped S-Class vehicles, when driven in specific conditions. However, it will still be limited.
The system will only be available in states where it’s legal (California, Nevada, and Florida currently). Cross the border into say, Arizona or Utah with an S-Class equipped with Drive Pilot, and the system will not be available. It’s geo-fenced.
In addition to the state location, the system won’t engage unless the vehicle is on clearly marked, divided highways, freeways, or interstates driving in a traveling lane, not in an exit lane. While out on our drive, the test driver moved over to take an exit, and the system turned off and requested that he take over as soon as he indicated that he was changing lanes.
And even when all of these requirements are met, the system is only available up to speeds of 40 mph (60 kmh).

The ride​

When DRIVE PILOT is activated, the controls in the steering wheel glow turquoise. Image: Mercedes-Benz
Inside, the vehicle looks almost identical to an S-Class with one key difference: On the steering wheel sits a pair of buttons that fall directly under the driver’s thumbs. These buttons, engraved with the image of the front of a car with the letter ‘A’ over the top, are used to initiate the Level 3 system when the external conditions are met. Lighting around the buttons and on the steering column turns white when the system is available, and green-blue when it is engaged.
Our short ride took us down the 10 freeway in Los Angeles towards downtown LA and back to Santa Monica. Traffic was heavy stop-and-go, and there were plenty of opportunities for the system to fail. Within the first few minutes on the freeway, we encountered various road obstacles like plastic bags, cardboard boxes and more than one oblivious Angeleno making panic stops and randomly cutting into our lane of travel.
In the short periods where the system was available when all conditions were met, its operating appeared to be seamless. The handover was smooth and almost unnoticeable. The driver engaged the system, took his hands and feet off the controls, and let the car drive itself, all while keeping his attention on the road ahead.
The system uses maximum following distance when it’s engaged, so the gap was quite large between the S-class and the car ahead. Surprisingly, and sadly, no one decided to jump into that gap while the system was engaged, so we didn’t get to experience what might happen if a human made a sudden lane change in front of the car while operating the conditional Level 3 system. When the system lost the needed information, say when the lane markers (known sometimes as oreos), became faint, an audible tone would sound, and a message would appear for the driver to take over. At that point, the test driver would take control of the vehicle.
All in, the system was only engaged for maybe 10 minutes in total over our 30-minute ride. Each engagement was relatively short as traffic sped up to over 40 mph, or the system lost the required information to manage the driving. The very short ride along didn’t give us enough time to evaluate the system, but it did offer a glimpse of just how Level 3 autonomy may work in the very near future. The real question, however, is how the system will behave in customers’ hands, and whether or not, even the very well-off, will purchase the technology.

Thanks FF,

an advanced LiDAR system developed by Valeo SA, a wetness sensor in the wheel well to determine moisture on the road, rear-facing cameras and microphones to detect emergency vehicles, and a special antenna array located at the rear of the sunroof to help with precise GPS location.
The Valeo LiDAR system is more advanced than what is on the current generation of S-Class, in that it scans at a rate of 25 times per second at a range of 200 meters (approximately 650-plus feet). This is the second generation of the system, according to the Valeo spokesperson at the event. The system sends out lasers which then create points in space to help the AI classify the type of object in and around the path of the vehicle, whether its human, animal, vehicle, tree, or building. From there, the AI uses data from the other sensors around the car, to determine more than 400 different projected paths for both itself and the potential paths for the vehicles, pedestrians, and motorcyclists around it, and choose the safest route through.

So we know Akida is used in "Hey Mercedes", and we have strong circumstantial evidence that it could be used in Valeo's 2nd generation Lidar.

I think I recall Mercedes also saying that they were trying to reduce the number of different types of electronic components, so that makes for the possibility that Akida is used with at least some of the other sensors around the car. We know that Akida is versatile enough to be used with any type of sensor ...

So there is one definite use, one highly likely use, and one or more possible other uses of Akida.

 

[Fact Finder]

Thanks FF,

an advanced LiDAR system developed by Valeo SA, a wetness sensor in the wheel well to determine moisture on the road, rear-facing cameras and microphones to detect emergency vehicles, and a special antenna array located at the rear of the sunroof to help with precise GPS location.
The Valeo LiDAR system is more advanced than what is on the current generation of S-Class, in that it scans at a rate of 25 times per second at a range of 200 meters (approximately 650-plus feet). This is the second generation of the system, according to the Valeo spokesperson at the event. The system sends out lasers which then create points in space to help the AI classify the type of object in and around the path of the vehicle, whether its human, animal, vehicle, tree, or building. From there, the AI uses data from the other sensors around the car, to determine more than 400 different projected paths for both itself and the potential paths for the vehicles, pedestrians, and motorcyclists around it, and choose the safest route through.

So we know Akida is used in "Hey Mercedes", and we have strong circumstantial evidence that it could be used in Valeo's 2nd generation Lidar.

I think I recall Mercedes also saying that they were trying to reduce the number of different types of electronic components, so that makes for the possibility that Akida is used with at least some of the other sensors around the car. We know that Akida is versatile enough to be used with any type of sensor ...

So there is one definite use, one highly likely use, and one or more possible other uses of Akida.

I thought for the benefit of those who have not been in the Brainchip bus for as long as some I would resurrect this Valeo research paper from 2019 confirming that Valeo recognised that the future involved embracing SNN technology and as we know the following year 2020 they were announced as a fee paying Brainchip EAP:

https://www.researchgate.net/profile/Senthil-Yogamani-3/publication/331561836_Exploring_Deep_Spiking_Neural_Networks_for_Automated_Driving_Applications/links/5d18a8c492851cf440578606/Exploring-Deep-Spiking-Neural-Networks-for-Automated-Driving-Applications.pdf

My opinion only DYOR
FF

AKIDA BALLISTA

 

[Pmel]

Here's How Mercedes-Benz Are Heading Towards an Electric Future

For Mercedes-Benz, the innovation and technology that has come with its origins remains with the automaker today - and cements itself in the form of the EQ brand: the cutting-edge Electric Intelligence (EQ) offering, encompassing a whole ecosystem of electric mobility products, services...

www.menshealth.com.au

 

[Fact Finder]

Here's How Mercedes-Benz Are Heading Towards an Electric Future

For Mercedes-Benz, the innovation and technology that has come with its origins remains with the automaker today - and cements itself in the form of the EQ brand: the cutting-edge Electric Intelligence (EQ) offering, encompassing a whole ecosystem of electric mobility products, services...

www.menshealth.com.au

Just an interesting extract:

“MBUX stands for Mercedes-Benz User Experience and simply means: your EQA is intelligent and intuitively controllable via the large high-resolution screens whose content you determine yourself. Control is by hand gesture, touch or speech. With the words "Hey Mercedes" you activate MBUX and express your wishes. Interfaces for smartphone and digital media also ensure unique infotainment.*”

My opinion only DYOR
FF

AKIDA BALLISTA

 

[stuart888]

Inside Mercedes’ plan to deliver hands-free driving to the masses​

Published by on April 9, 2022​

I’m sitting in the passenger seat of a special Mercedes Benz S-Class on a blindingly bright California spring day, casually watching an autonomous delivery robot roll through a crosswalk on its way to deliver someone’s takeout meal in Santa Monica. The test driver next to me chuckles as we’re about to merge onto the highway for a demonstration of Mercedes’ Drive Pilot system, a conditional Level 3 automated driving system that consumers may be able to order by the end of this year.
Mercedes is aiming to be the first automaker to bring legal Level 3 automated driving off the test track to the masses in its full-size, luxury S-Class vehicles. The question is whether it should, especially considering the Everest-sized challenges that lay ahead — even if the economic opportunities include cornering a piece of the estimated $220.4 billion autonomous driving market.
The stakes are high, too. The Mercedes Level 3 system has to handle multiple tasks all at once, including recording and exchanging vast amounts of data and giving ample time and warnings for the human driver to take back control when something goes sideways. There are the legal risks that Mercedes has pledged it will take on when the system is engaged, and there are even geopolitical ones: Mercedes uses the Russian GLONASS system for its global positioning information in Germany, for instance.

And yet, Mercedes is plowing ahead despite the risks, because the opportunity is just too vast to ignore. While other manufacturers like Tesla claim to have fully autonomous driving systems, Mercedes is the first to pass the required legal hurdles in the U.S. and in Germany to offer the conditional system to consumers. While the timeline is a bit fuzzy because Mercedes is still working through those legal requirements, the system could be in consumers’ hands and their driveways as soon as mid-2023.

The technology​

Image Credits: Abigail Bassett
In the trunk of one of the four development vehicles parked in the garage of the Proper Hotel in Santa Monica, sits a huge chassis of computer components. When we arrive, the trunk is open to let the components breathe, according to the test driver. There’s no room for your coveted golf bags or luggage here.
These components register, record, manage and upload as much as 2.87 GB of data per minute when the car is in regular operation. If an incident occurs while the vehicle is underway, say, for example, someone cuts off the development vehicle in traffic and forces a panic stop, the system takes in as much as 33.73 gigabytes of data so that engineers can take a closer look at what happened and improve the system.

Customers who own the S-Class vehicles equipped with the Drive Pilot system will not have to contend with computer components hogging up the trunk space. Instead, the vehicle will still b they will still be present in the cars so that the Level 3 system will work and be able to process and store large amounts of data. Some of that data will be kept on board, while much of it will be uploaded to a secure cloud system.
That data all comes from a variety of sensors around the vehicle, a few of which will be new to future S-Class vehicles that have been ordered with the new Drive Pilot system. While the company wouldn’t disclose specific costs of the system, representatives did say that it will cost as much as their top-of-the-line Burmester audio system. That audio system on the S-Class is a $6,700 option alone, yet requires the addition of a separate $3,800 package, bringing the rough total to around $10,500. That’s getting close to the cost of Tesla’s “Full-Self Driving” system, which currently is a $12,000 option.
The conditional Level 3 Drive Pilot system builds on the hardware and software used by Mercedes’ Level 2 ADAS system known as Distronic. It adds a handful of additional advanced sensors as well as software to support the features. Key hardware systems that will be added to future S-Class vehicles configured with the Drive Pilot upgrade include an advanced LiDAR system developed by Valeo SA, a wetness sensor in the wheel well to determine moisture on the road, rear-facing cameras and microphones to detect emergency vehicles, and a special antenna array located at the rear of the sunroof to help with precise GPS location.
The Valeo LiDAR system is more advanced than what is on the current generation of S-Class, in that it scans at a rate of 25 times per second at a range of 200 meters (approximately 650-plus feet). This is the second generation of the system, according to the Valeo spokesperson at the event. The system sends out lasers which then create points in space to help the AI classify the type of object in and around the path of the vehicle, whether its human, animal, vehicle, tree, or building. From there, the AI uses data from the other sensors around the car, to determine more than 400 different projected paths for both itself and the potential paths for the vehicles, pedestrians, and motorcyclists around it, and choose the safest route through.
The wetness sensor is a small round audio sensor positioned at the rear of the front driver wheel well and it determines how damp the road surface is. When the road is wet, droplets are thrown up against it creating an audible patter. When the system “hears” that patter, Drive Pilot will be disabled and the human in the driver seat will need to take over.
The antenna array on the roof of the S-Class uses a variety of different satellites to pinpoint the exact location of the vehicle within a few centimeters. It is precise enough to recognize which lane the vehicle is in on the highway. Mercedes says it relies on Galileo, and GPS in the U.S., and the Russian GLONASS system for this positioning information in Germany. These precise GPS points are integrated into an HD map which then helps the system navigate the real world.
These sensors are added to those already present in the Distronic system, which includes interior cameras to ensure that the driver is paying attention, as well as radar, ultrasonic, and 3D cameras outside. The added hardware is there to ensure that each system has redundancy and provides a more accurate view of both the interior and exterior of the vehicle as the system navigates the environment and, unlike the Tesla system, ensures that the driver is actually paying attention and not sleeping or watching a movie while operating the system.
There ‘s a reason for all of this precise and specialized equipment. Mercedes-Benz has taken on the responsibility, including the liability, for the safe operation of the system. The legal ramifications could be immense should something go wrong and a crash occur while the system is in use by a consumer.

New rules for Level 3 operation​

Mercedes has used vehicles just like this one to test its Drive Pilot on more than 50,000 miles of roads in California and Nevada, where the company currently has conditional licenses to run the system.
Once the legal hurdles are passed, which Mercedes says it expects to happen by the end of the year, the systems will be available on properly equipped S-Class vehicles, when driven in specific conditions. However, it will still be limited.
The system will only be available in states where it’s legal (California, Nevada, and Florida currently). Cross the border into say, Arizona or Utah with an S-Class equipped with Drive Pilot, and the system will not be available. It’s geo-fenced.
In addition to the state location, the system won’t engage unless the vehicle is on clearly marked, divided highways, freeways, or interstates driving in a traveling lane, not in an exit lane. While out on our drive, the test driver moved over to take an exit, and the system turned off and requested that he take over as soon as he indicated that he was changing lanes.
And even when all of these requirements are met, the system is only available up to speeds of 40 mph (60 kmh).

The ride​

When DRIVE PILOT is activated, the controls in the steering wheel glow turquoise. Image: Mercedes-Benz
Inside, the vehicle looks almost identical to an S-Class with one key difference: On the steering wheel sits a pair of buttons that fall directly under the driver’s thumbs. These buttons, engraved with the image of the front of a car with the letter ‘A’ over the top, are used to initiate the Level 3 system when the external conditions are met. Lighting around the buttons and on the steering column turns white when the system is available, and green-blue when it is engaged.
Our short ride took us down the 10 freeway in Los Angeles towards downtown LA and back to Santa Monica. Traffic was heavy stop-and-go, and there were plenty of opportunities for the system to fail. Within the first few minutes on the freeway, we encountered various road obstacles like plastic bags, cardboard boxes and more than one oblivious Angeleno making panic stops and randomly cutting into our lane of travel.
In the short periods where the system was available when all conditions were met, its operating appeared to be seamless. The handover was smooth and almost unnoticeable. The driver engaged the system, took his hands and feet off the controls, and let the car drive itself, all while keeping his attention on the road ahead.
The system uses maximum following distance when it’s engaged, so the gap was quite large between the S-class and the car ahead. Surprisingly, and sadly, no one decided to jump into that gap while the system was engaged, so we didn’t get to experience what might happen if a human made a sudden lane change in front of the car while operating the conditional Level 3 system. When the system lost the needed information, say when the lane markers (known sometimes as oreos), became faint, an audible tone would sound, and a message would appear for the driver to take over. At that point, the test driver would take control of the vehicle.
All in, the system was only engaged for maybe 10 minutes in total over our 30-minute ride. Each engagement was relatively short as traffic sped up to over 40 mph, or the system lost the required information to manage the driving. The very short ride along didn’t give us enough time to evaluate the system, but it did offer a glimpse of just how Level 3 autonomy may work in the very near future. The real question, however, is how the system will behave in customers’ hands, and whether or not, even the very well-off, will purchase the technology.

Lots of money can be made by Brainchip in the effort of Pre-Collision Braking. The fact that Akida is being tested with brake/computer-vision focused auto manufactures is very promising. Here is a quick overview of Pre-Collision Braking, or Autonomous Emergency Braking.

 

[Bravo]

Thanks FF,

an advanced LiDAR system developed by Valeo SA, a wetness sensor in the wheel well to determine moisture on the road, rear-facing cameras and microphones to detect emergency vehicles, and a special antenna array located at the rear of the sunroof to help with precise GPS location.
The Valeo LiDAR system is more advanced than what is on the current generation of S-Class, in that it scans at a rate of 25 times per second at a range of 200 meters (approximately 650-plus feet). This is the second generation of the system, according to the Valeo spokesperson at the event. The system sends out lasers which then create points in space to help the AI classify the type of object in and around the path of the vehicle, whether its human, animal, vehicle, tree, or building. From there, the AI uses data from the other sensors around the car, to determine more than 400 different projected paths for both itself and the potential paths for the vehicles, pedestrians, and motorcyclists around it, and choose the safest route through.

So we know Akida is used in "Hey Mercedes", and we have strong circumstantial evidence that it could be used in Valeo's 2nd generation Lidar.

I think I recall Mercedes also saying that they were trying to reduce the number of different types of electronic components, so that makes for the possibility that Akida is used with at least some of the other sensors around the car. We know that Akida is versatile enough to be used with any type of sensor ...

So there is one definite use, one highly likely use, and one or more possible other uses of Akida.

I couldn't agree more Dio!

Here's something I prepared earlier on this very subject #3,163

In an interview on the 8th January, Markus Schäfer said Mercedes plans to “make sure we have custom, standardized chips in the car", rather than using a thousand different chips.

 

[skutza]

I wonder if this will also be a defining date for Brainchip? Maybe too early for the EQS? It is saying Redifined SUV luxury. Can only dreM right?

 

[Reuben]

I wonder if this will also be a defining date for Brainchip? Maybe too early for the EQS? It is saying Redifined SUV luxury. Can only dreM right?

have a strange feeling it will be there for “Hey Mercedes” hot-word detection..... well you just cant stop dreaming...

 

[Fact Finder]

Wonder if Daimler as a larger company is using our tech.
Mercedes’ Benz also is a bank!

Did you not get the memo Daimler has rebadged itself and is now Mercedes Benz. The whole box and dice is now called Mercedes Benz.

Mercedes Benz is using AKIDA in EQXX and future EV models but has also hinted that it will be also used across the whole corporation stating:

“Mercedes acknowledges that while neuromorphic computing is still in its infancy, it says similar systems will be available in a variety of consumer products within a few years”

My opinion only DYOR
FF

AKIDA BALLISTA

 

[Perhaps]

Just some fun facts about a small world:
The MBUX module is made by Harman Kardon - Harman Kardon belongs to Samsung - Samsung partners with SiFive - SiFive partners with Brainchip - Brainchip .....?

 

[Diogenese]

Just some fun facts about a small world:
The MBUX module is made by Harman Kardon - Harman Kardon belongs to Samsung - Samsung partners with SiFive - SiFive partners with Brainchip - Brainchip .....?

That's within the 6 degrees ...

 

[TheFunkMachine]

I think Akida will be key component in more than the just voice recognition.

All my Opinion

 

[Whispering Bob]

2022 Mercedes-Benz EQS SUV leaked

Mercedes-Benz's upcoming EQS SUV has been leaked, showcasing the brand's slippery EV styling mated with more upright SUV proportions.

www.carexpert.com.au

LEAKED: This Is The Mercedes EQS SUV Before You're Supposed To See It​

17 HOURS AGOBY MICHAEL BUTLER LEAKED / 12 COMMENTS
Merc's rival to the BMW iX7 and Tesla Model X has been leaked early.

Mercedes-Benz's transformation into an EV company is moving at lightning speed, and its electric lineup already includes impressive offerings such as the EQA SUV, and EQS Sedan, with many others, including the EQG and EQS SUV getting ready for launch. Mercedes-Benz is betting big on electric SUVs, and the EQS SUV is set to be the brand's flagship model. Back in March, we got a glimpse of this premium SUV's interior and last week Mercedes-Benz finally teased the new car before an imminent reveal. The shadowy teaser didn't give a lot away, but fear not, the internet has delivered leaked images of the new flagship.
View attachment 4098
View attachment 4099
View attachment 4100
View attachment 4101

According to the CarWow review of the EQE on YouTube the release date is April 19.



There is a short segment on a “secret” car a few minutes in

 

[Dhm]

Are you sure this bloke isn't a Wiggle? Blue shirt a dead giveaway

 

[Fact Finder]

Mercedes-Benz VISION EQXX demonstrates its world-beating efficiency in real world driving – over 1,000 km on one battery charge and average consumption of 8.7 kWh/100 km​

Press Contact​

• Mona Moll
• Communications Transformation and Innovation - Future Vehicles, Future Technologies & Futurology
• mona.moll@mercedes-benz.com

• René Olma
• Communications Drivetrain and Infrastructure - Drivetrain Technologies
• rene.olma@mercedes-benz.com

• Simonette Illi-Haußmann
• Manager Communications Transformation and Innovation
• simonette.illi@mercedes-benz.com

• Tobias Müller
• Head of Technology Communications Mercedes-Benz Cars
• tobias.mueller@mercedes-benz.com

All Press Contact

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Apr 14, 2022
Stuttgart/Cassis
Successful first road trip takes electric vehicle efficiency to a new level
Stuttgart/Cassis. The VISION EQXX from Mercedes-Benz has now taken to the roads of Europe and has demonstrated its outstanding range and efficiency. Travelling from Sindelfingen across the Swiss Alps and Northern Italy, to its destination of Cassis on the Côte d'Azur, it effortlessly covered more than 1,000 km in everyday traffic, on a single battery charge. The journey started in cold and rainy conditions, and was undertaken at regular road speeds, including prolonged fast-lane cruising at up to 140 km/h on the German autobahn and near the speed limit elsewhere. The battery's state of charge on arrival was around 15 percent, amounting to a remaining range of around 140 kilometres, and the average consumption was a record-breaking low of 8.7 kWh per 100 kilometres.
The VISION EQXX has thus taken electric vehicle efficiency to a whole new level – in real-life conditions and with independent proof. The long-distance drive was completed with the charging socket sealed and accompanied by an independent expert from certification body TÜV Süd. This officially confirms the effectiveness of the new Mercedes-Benz development approach – thinking holistically about efficiency from the drivetrain to aerodynamics and beyond, down to the tiniest detail, as well as working with even greater interfunctional collaboration and with external partners. This new blueprint for automotive engineering has delivered a new benchmark for electric vehicle efficiency and range, and the technology in the VISION EQXX will be deployed in upcoming series-production Mercedes vehicles.
“We did it! Powering through more than 1,000 kilometres with ease on a single battery charge and a consumption of only 8.7 kWh/100 km in real-world traffic conditions. The VISION EQXX is the most efficient Mercedes ever built. The technology programme behind it marks a milestone in the development of electric vehicles. It underpins our strategic aim to ‘Lead in Electric’,” says Ola Källenius, Chairman of the Board of Management of Mercedes-Benz Group AG.
Ready for the longest road trip since the invention of electric mobility
There’s a reason why road trips have been a cultural touchstone for decades, telling stories from the highway in books, movies and music. The road trip defines freedom, individuality, the very spirit of the automobile and the passing world. Stick a pin in the map – and drive.
The journey to electric mobility is also a road trip; as exhilarating as it is challenging, as unknown as it is certain. For Mercedes-Benz, it is a journey with a clear goal – maximum efficiency through innovation. The VISION EQXX is the product of a holistic approach with innovations in all technical areas that have an impact on energy consumption. “With our successful road trip to the South of France, we’ve shown that efficiency is the new currency. And this success also clearly speaks for our new collaborative development process, incorporating many learnings from the Mercedes-AMG F1 team and its cutting-edge expertise in electric powertrains. The VISION EQXX is the result of a comprehensive programme that provides a blueprint for the future of automotive engineering. Many of the innovative developments are already being integrated into production, some of them in the next generation of modular architecture for compact and midsize Mercedes‑Benz vehicles. And the journey continues. With the VISION EQXX, we will keep testing the limits of what’s possible,” says Markus Schäfer, Member of the Board of Management of Mercedes-Benz Group AG, Chief Technology Officer responsible for Development and Purchasing.
Challenging route profile and varying weather conditions
The VISION EQXX is packed with innovations. This software-defined research prototype is part of a far-reaching technology programme that combines the latest digital technology with Mercedes’ pioneering spirit, the agility of a start-up and the speed of Formula 1. The mission in developing the VISION EQXX was to break through technological barriers across the board. To show what is electrically “feasible”, the research vehicle completed a one-day road trip across several European borders: from Germany to Switzerland, on to Italy, past Milan and finally to its destination, the port town of Cassis near Marseille in the South of France.
The route profile – from motorway to mountain passes, including roadworks – and the weather conditions presented the VISION EQXX with a wide variety of challenges. Departing from the Sindelfingen R&D centre near Stuttgart in cold conditions, temperatures from start to finish ranged from 3 to 18 degrees Celsius. North of the Alps there was light rain and further south a gentle headwind blew in the sunshine. The various sections of the route helped document the effect of the many efficiency measures.
An excerpt from the trip log:
Up to 140 km/h on the motorway – low drag and rolling resistance pay off
The first leg from Sindelfingen to the north-eastern border of Switzerland runs along Autobahn 81. At times, the VISION EQXX sliced through the wind at speeds of up to 140 km/h. With its low cd value of 0.17, it gives the wind virtually nothing to grab hold of. This world-beating figure for a road-legal vehicle results from the intelligent interaction of many individual measures. It starts with the basic shape of the body, cradling the smooth-surfaced dome of the greenhouse as it flows elegantly like a water droplet towards the rear. Equally beneficial to the aerodynamics are the small frontal area of 2.12 m² and the reduced rear track. Because this is 50 mm narrower than at the front, the rear wheels roll in the slipstream of the front wheels. The active rear diffuser, which automatically deploys at 60 km/h, provides better airflow and thus contributes significantly to the reduced drag.
The technology vehicle gains further efficiency benefits from its tyres, with their extremely low rolling-resistance rating of 4.7. Bridgestone developed these specifically for the VISION EQXX in partnership with Mercedes-Benz. By way of comparison, the current EU tyre label requires a figure of 6.5 for the top rating in Class A. The EQS uses tyres with a rolling resistance of 5.9, which is significantly lower. With the VISION EQXX, Mercedes-Benz is now going one step further. A striking feature is the size of the new tyres. The dimensions 185/65 R 20 97 T mean they have a large diameter and a narrow tread. The specialist Turanza Eco tyres combine two innovative Bridgestone technologies that enable a higher range: ENLITEN technology reduces both rolling resistance and weight by up to 20 percent. The ologic technology reduces tyre deformation while driving, in part through a more tensioned belt section. In addition, the transition from the tyre to the wheel rim was optimised in cooperation with the Mercedes-Benz aerodynamics team.
Over the mountains – the lightweight dividend
The VISION EQXX's special features also include its carefully thought-through lightweight construction, which has a particularly positive effect on uphill climbs. Any keen cyclist knows why it’s always the same kind of rider out in front on mountain stages. The heavier, more muscular sprinters are always staring at the taillights of the wiry featherweights on the uphill slogs. The decisive factor is the power-to-weight ratio. It’s not about sheer performance in the sense of “faster; higher; further” but about endurance and lower energy consumption.
This is exactly what the VISION EQXX demonstrates impressively on the approach to the Gotthard Tunnel heading for Italy. On the section between Amsteg and Göschenen, there’s a 14-kilometre uphill stretch with a gradient of up to five percent. It is here, where every gram of extra weight eats up energy, that the VISION EQXX scores sustainable points with its unladen weight of only 1,755 kilograms.
The lightweight design concept of the VISION EQXX is comprehensive – from the materials used to innovative bionic structures that deliver a favourable power-to-weight ratio. Examples of this are the sustainable carbon-fibre-sugar composite material used for the upper part of the battery, which is also used in Formula 1, and the BIONEQXXTM rear floor, manufactured using an aluminium casting process. The light metal structural component replaces a much heavier assembly of several interconnected parts. It has gaps in places where structural strength is not required, thus saving material. This innovative design approach results in a weight saving of up to 20 percent compared to a conventionally manufactured component.
A large part of the weight efficiency is also due to the dedicated electric chassis with lightweight F1 subframe and aluminium brake discs. Another is the battery. At 100 kWh, the power storage unit developed specifically for the VISION EQXX has almost the same amount of energy as the battery of the EQS, which is already a global benchmark among electric cars currently on the market. However, it has 50 percent less volume and is 30 percent lighter. The outcome is that the compact battery, measuring just 200 x 126 x 11 cm, is also comparatively light at 495 kilograms and fits in a compact car. The electric drive was developed in cooperation with the experts from Mercedes-AMG Petronas F1 Team.
Back down the hill – recuperation is the name of the game
After the Gotthard Tunnel, the road goes downhill for a very long way. This is where the VISION EQXX makes the most of the situation in its own way. While the golden rule of the professional cyclist is to go full throttle downhill to make up time, the VISION EQXX does the unthinkable and regenerates its energy reserves. In electric cars, this is called recuperation, the recovery of braking energy. In this discipline, too, the VISION EQXX sets new standards thanks to its highly efficient electric powertrain.
The VISION EQXX can use the recuperation effect on any type of gradient and during every braking manoeuvre, thus extending its range. A positive side effect of this electric braking is that the mechanical brakes are barely used. This makes it possible for the first time to use new types of aluminium brake discs that weigh significantly less than their steel counterparts.
Solar roof – energy snack in sunny Italy
The VISION EQXX gets a hearty energy snack around midday in the Po Valley near Milan – not at the charging station, but via its fixed solar roof. The 117 solar cells feed the 12-volt battery, which supplies power to auxiliary consumers such as the navigation system. The added value is measurable through the load this removes from the high-voltage battery, displayed by the onboard computer. Overall, the solar booster increases the range by more than two percent – which adds up to a good 25 kilometres on a journey of over 1,000 kilometres.
Innovative eATS – powerful, frugal, enduring
The electric drive unit in the VISION EQXX – consisting of the electric motor, transmission and power electronics – was developed together with the F1 specialists at HPP, and has a peak output of 180 kW. Thanks to the torque available from the first rev of the motor and the very low aerodynamic and rolling resistance of the VISION EQXX, its full potential is barely tapped during the entire trip. Much more important than top performance are other factors. Just like the battery, the electric drive unit is compact, lightweight and highly efficient. Its average efficiency in this application is 95%. That means 95% of the energy from the battery ends up at the wheels.
This goes hand-in-hand with further efficiency benefits such as the reduction of losses in the drivetrain. The engineers at Mercedes-Benz have succeeded in reducing the total losses in the drivetrain (motor, inverter and transmission) by 44% compared to an e-drive that is not based on this project. This makes a big different to the bottom line, with one percent more efficiency bringing two percent more range. This effect is further amplified by the battery of the VISION EQXX, thanks to its remarkable energy density of almost 400 Wh/l and particularly high operating voltage of more than 900 volts. And on the topic of high voltage: The VISION EQXX marks the first use of this technology, which proves itself throughout the entire journey. With not a single problem such as line overheating, everything is well under control. There are further efficiency from the active cell balancing. It ensures that energy is drawn evenly from the cells during the journey, which increases the usable energy and thus the range even more.
Efficient thermal management system – passive powertrain cooling is all it takes
Since the electric drivetrain generates little waste heat thanks to its high efficiency, passive cooling is sufficient throughout the journey. The cooling plate in the underbody uses the airflow to ensure even cooling. This aerodynamically highly efficient solution increases the range by 20 kilometres, while the cd value remains unchanged at a low 0.17.
Even on the ascent to the Gotthard Tunnel, the air shutters remain closed. The air control system would only open an additional airpath if there was an increased demand for cooling the electric drive or for climate control inside the cabin on hot days or if the heat pump was running on cold days. The airpath then connects the high-pressure zone at the front of the vehicle with the low-pressure zones along the top of the bonnet. This enables highly efficient thermal management with minimal air resistance. With the shutters open, the cd value would increase by only seven points (0.007).
Efficiency assistant – actively helping to save energy
Whether e-drive or combustion engine, the amount of energy a motor consumes in practice ultimately depends a great deal on driving style. In Switzerland, Italy and France, “pedal to the metal” is not an option anyway, thanks to speed limits and attentive law-enforcement officers. However, the VISION EQXX also proves to be an intelligent sidekick, assisting the driver like a co-pilot with tips on the best possible driving style. The efficiency assistant provides information on energy flow, battery status, topography and even the direction and intensity of wind and sun.
The UI/UX features an all-new, one-piece display that spans the entire width of the interior. Elements of the user interface support seamless interaction between the driver and the vehicle. These include Artificial Intelligence (AI) that mimics the way the human brain works. In the VISION EQXX, Mercedes-Benz takes a radically new UI/UX approach. A game engine takes UI graphics to a whole new level. The UI shows how real-time graphics open up new digital possibilities by reacting instantly to the driver’s needs and bringing the real world into the vehicle.
Finale in France – crossing the finish line with around 140 kilometres of remaining range
Shortly before crossing the finish line in Cassis, the VISION EQXX gathered energy once more through recuperation. After 11 hours and 32 minutes of driving time, it ended its 1,008-kilometre road trip with a remaining range of around 140 kilometres. This means it could have set off again for a jaunt along the Mediterranean coastline without recharging.
The VISION EQXX has unequivocally proven the real-world potential of outstanding efficiency for electric vehicles. This first road trip to Cassis is a watershed moment on a much bigger journey that is far from over. There’s a lot more to come.
VISION EQXX: the trip log in figures

Start	Sindelfingen, April 5th, 2022, 7:00 a.m.
Arrival	Cassis, April 5th, 2022, 7:02 p.m.
Travel route	Sindelfingen, Gotthard Tunnel, Milan, Cassis
Driving distance	1,008 kilometres
Total travel time/movement	12 hours and 2 minutes/11 hours and 32 minutes
Average speed	87.4 km/h
Maximum speed on motorway	140 km/h
Average consumption	8.7 kWh per 100 km
Battery charge level on arrival (SoC)	around 15%
Remaining range on arrival	around 140 km

VISION EQXX: the most important facts at a glance
#MissionAccomplished: more than 1,000 km with a single battery charge in real everyday traffic allows for relaxed long-distance journeys.
#EnergyWizard: efficiency-enhancing measures lead to an outstandingly low consumption of 8.7 kWh per 100 km.
#AeroChamp: outstanding work in aerodynamics and exterior design enables a benchmark drag coefficient of 0.17, which has a particularly positive effect on fuel consumption at high speeds on the motorway.
#RollingEfficiency: tyres with a significantly lower rolling resistance than the class A required by the EU tyre label and improved aerodynamic geometry, combined with lightweight magnesium wheels, provide more range.
#ElectricDrive: the radically new drive concept developed by Mercedes-Benz achieves a benchmark efficiency of 95% from battery to wheels.
#PassiveCooling: innovative passive drivetrain cooling via a cooling plate in the underbody.
#BionicEngineering: advanced digital tools enable innovative lightweight designs that increase efficiency and range.
#SolarPower: ultra-thin roof panels feed the battery system and provide up to 25 km of additional range.
#SoftwareDriven: software-driven approach is the key to success in achieving efficiency targets and a fast development process, including a sophisticated battery management system.
#GlobalResponsibleLeadership: with the VISION EQXX, Mercedes-Benz is stepping up the pace to “Lead in Electric” and “Lead in Car Software” and to set standards for sustainable mobility.
VISION EQXX: the most important technical data at a glance

Energy content of the battery	kWh	< 100
Rated voltage	volts	> 900
Energy consumption	kWh/100 km (miles/kWh)	8.7 (7.1)
Cd value		0.17
Front face	m²	2.12
Power	kW	180
Wheelbase	mm	2,800
Length/width/height	mm	4,977/1,870/1,350
Unladen vehicle weight	kg	1,755

 

[Fact Finder]

"Efficiency assistant – actively helping to save energy
Whether e-drive or combustion engine, the amount of energy a motor consumes in practice ultimately depends a great deal on driving style. In Switzerland, Italy and France, “pedal to the metal” is not an option anyway, thanks to speed limits and attentive law-enforcement officers. However, the VISION EQXX also proves to be an intelligent sidekick, assisting the driver like a co-pilot with tips on the best possible driving style. The efficiency assistant provides information on energy flow, battery status, topography and even the direction and intensity of wind and sun.
The UI/UX features an all-new, one-piece display that spans the entire width of the interior. Elements of the user interface support seamless interaction between the driver and the vehicle. These include Artificial Intelligence (AI) that mimics the way the human brain works. In the VISION EQXX, Mercedes-Benz takes a radically new UI/UX approach. A game engine takes UI graphics to a whole new level. The UI shows how real-time graphics open up new digital possibilities by reacting instantly to the driver’s needs and bringing the real world into the vehicle."

At every turn of the Mercedes Benz EQXX wheel AKIDA keeps popping up.

My opinion only DYOR
FF

AKIDA BALLISTA

 

[Fact Finder]

A moment more attention: Mercedes-Benz presents "Awake"​

Apr 14, 2022
Stuttgart/Munich

Press Contact (2)​

Stuttgart/Munich. Today Mercedes-Benz is launching the new short film "Awake" in a campaign that was created in collaboration with the “Hochschule Fernsehen und Film München” (University of television and film Munich). The spot shows the danger of microsleep by the example of "Microsleep Detection", the microsleep warning system in the EQS, to present how innovative driving assistance systems and safety features can make a valuable contribution to the vision of accident-free driving. The "Awake" campaign and the spot can be seen on the Mercedes-Benz social media channels.
"Awake" goes beyond classic advertising films and tells a story from real life. Oliver Bernotat, long-time creative and director of the campaign short film, got the idea from his own experience on a road trip. It prompted him to draw attention to the issue of "microsleep". At the HochschuleFernsehen und Film München”, Bernotat, together with the producers Paul Scholten and Johannes Bergmann, found a young team for the filmic realisation. Mercedes-Benz supported the project from the outset in terms of content and concept, as safety and innovations have been anchored in the brand's core since the invention of the automobile in 1886.
"It was a great challenge to realise the idea at the highest level. This required a lot of fine-tuning in conception and production. Thanks to the very motivated team and the full confidence of Mercedes-Benz, we were able to realise this short film with an important message together. The end result with the campaign is really unique," say the two producers Paul Scholten and Alexander Bergmann.
“The concept and message of Awake convinced us immediately as we saw the opportunity to integrate an exciting impulse into the Mercedes-Benz brand communication. Through the collaboration with the Hochschule Fernsehen und Film München (University of Television and Film Munich), we are specifically promoting young talent in the creative industry. We are delighted about the emotionally gripping visual language, with which we address all target groups on the relevant topic of traffic safety", states Natanael Sijanta, Director Creative Communications and Marketing Mercedes‑Benz AG.
"Microsleep Detection"
ATTENTION ASSIST, fitted as standard, can detect typical signs of fatigue or increasing inattention during long monotonous journeys and prompts a break with a warning message. The supplementary microsleep detection is available for the first time in the EQS. It analyses the driver's eyelid movements through a camera on the driver's display (only in connection with MBUX Hyperscreen) and warns visually as well as acoustically with an additional message. "Microsleep Detection" is already active from a speed of 20 km/h. More information on the driving assistance systems in the EQS can be found here.
Safety first: Mercedes-Benz Real Life Safety
"Real Life Safety" is the safety philosophy of Mercedes-Benz. Here, everyday driving situations in real life are analysed. The comprehensive driving assistance and safety systems from Mercedes-Benz already enable, for example, partially automated driving on numerous types of roads as well as further reducing the risk of collisions. With these intelligent systems, Mercedes-Benz is not only setting standards for innovations in automotive engineering, but is also taking an important step further on the road to accident-free and fully automated driving.
Campaign
The Social Media campaign starts with a teaser phase on 13. April and presents the short film as the main campaign asset on 15. April.
Credits
Production: ScholtenBergmann Film, University of Television and Film Munich
Producers: Paul Scholten, Alexander Bergmann
Director: Oliver Bernotat, Alexander Bergmann (Co-Director)
Music: amp sound branding
Project Manager: Prof. Henning Patzner, HFF Munich

 

[Fact Finder]

A moment more attention: Mercedes-Benz presents "Awake"​

Apr 14, 2022
Stuttgart/Munich

Press Contact (2)​

Stuttgart/Munich. Today Mercedes-Benz is launching the new short film "Awake" in a campaign that was created in collaboration with the “Hochschule Fernsehen und Film München” (University of television and film Munich). The spot shows the danger of microsleep by the example of "Microsleep Detection", the microsleep warning system in the EQS, to present how innovative driving assistance systems and safety features can make a valuable contribution to the vision of accident-free driving. The "Awake" campaign and the spot can be seen on the Mercedes-Benz social media channels.
"Awake" goes beyond classic advertising films and tells a story from real life. Oliver Bernotat, long-time creative and director of the campaign short film, got the idea from his own experience on a road trip. It prompted him to draw attention to the issue of "microsleep". At the HochschuleFernsehen und Film München”, Bernotat, together with the producers Paul Scholten and Johannes Bergmann, found a young team for the filmic realisation. Mercedes-Benz supported the project from the outset in terms of content and concept, as safety and innovations have been anchored in the brand's core since the invention of the automobile in 1886.
"It was a great challenge to realise the idea at the highest level. This required a lot of fine-tuning in conception and production. Thanks to the very motivated team and the full confidence of Mercedes-Benz, we were able to realise this short film with an important message together. The end result with the campaign is really unique," say the two producers Paul Scholten and Alexander Bergmann.
“The concept and message of Awake convinced us immediately as we saw the opportunity to integrate an exciting impulse into the Mercedes-Benz brand communication. Through the collaboration with the Hochschule Fernsehen und Film München (University of Television and Film Munich), we are specifically promoting young talent in the creative industry. We are delighted about the emotionally gripping visual language, with which we address all target groups on the relevant topic of traffic safety", states Natanael Sijanta, Director Creative Communications and Marketing Mercedes‑Benz AG.
"Microsleep Detection"
ATTENTION ASSIST, fitted as standard, can detect typical signs of fatigue or increasing inattention during long monotonous journeys and prompts a break with a warning message. The supplementary microsleep detection is available for the first time in the EQS. It analyses the driver's eyelid movements through a camera on the driver's display (only in connection with MBUX Hyperscreen) and warns visually as well as acoustically with an additional message. "Microsleep Detection" is already active from a speed of 20 km/h. More information on the driving assistance systems in the EQS can be found here.
Safety first: Mercedes-Benz Real Life Safety
"Real Life Safety" is the safety philosophy of Mercedes-Benz. Here, everyday driving situations in real life are analysed. The comprehensive driving assistance and safety systems from Mercedes-Benz already enable, for example, partially automated driving on numerous types of roads as well as further reducing the risk of collisions. With these intelligent systems, Mercedes-Benz is not only setting standards for innovations in automotive engineering, but is also taking an important step further on the road to accident-free and fully automated driving.
Campaign
The Social Media campaign starts with a teaser phase on 13. April and presents the short film as the main campaign asset on 15. April.
Credits
Production: ScholtenBergmann Film, University of Television and Film Munich
Producers: Paul Scholten, Alexander Bergmann
Director: Oliver Bernotat, Alexander Bergmann (Co-Director)
Music: amp sound branding
Project Manager: Prof. Henning Patzner, HFF Munich

A must watch: