Which are the most relevant disadvantages of today’s Lidar sensors?

Lidar sensors tend to be relatively expensive compared to other sensing technologies. The intricate design, the high-quality components, and the precision required for accurate measurements contribute to a higher price. Still, more and more automotive companies consider adopting Lidar sensors for their ADAS and Autonomous Driving platforms. A Lidar sensor can be bulky and heavy, especially the mechanical spinning or scanning Lidar types that require moving parts. This can be a limitation for applications where size and weight constraints are critical such as autonomous vehicles. Additonally, any mechanical systems is vulnerable to pyhsical srtress, like strong vibrations casued e.g., by bad road conditions. Although lidar sensors can provide highly accurate measurements, their effective range is often limited compared to other sensing technologies. For example, long-range Lidar sensors are available but tend to be significantly more expensive. In situations where long-distance sensing is required, such as highway monitoring or aerial mapping, this limited range can be a drawback. The vulnerability to weather conditions is a big drawback of Lidar systems. Adverse weather conditions such as rain, fog, or snow can interfere with lidar sensor performance. The laser beams can scatter or get absorbed by the particles in the air, leading to reduced accuracy or even complete failure in extreme cases. This vulnerability to weather limits the reliability of lidar in certain environments. Then. Lidar sensors can be sensitive to external light sources, particularly when operating in the visible spectrum. Bright sunlight or other intense light sources can interfere with the sensor readings and affect its performance and accuracy. Today’s Lidar sensors generate huge amounts of point cloud data that require significant computational power and processing time to convert into actionable information. Real-time processing of lidar data can be demanding, especially for applications that require quick decision-making or response times. Finally, the Lidar industry lacks standardization in terms of data formats and processing algorithms. Different lidar systems may generate data in various formats, making it challenging to integrate data from different sources or utilize off-the-shelf software tools. This lack of standardization impedes interoperability and increase engineering and development costs.

Steuerung der Ladeleistung einer Wallbox mit einem Raspberry Pi Zero W

Motivation

Mein lokaler Netzbetreiber hat mir den Anschluss einer 22kW Ladenstation (Wallbox) leider nicht genehmigt, da für meinen Standort lediglich ein maximaler Netzbezug von 11kW erlaubt sei.

Da ich bereits eine Photovoltaikanlage mit einer Spitzenleistung von 9.9 kW betreibe, möchte ich den maximalen Ladestrom der Wallbox dynamisch an die Energiegewinnung der PV-Anlage anpassen. Wenn die Photovoltaikanlage beispielsweise 5,6kW produziert, möchte ich der Wallbox elektronisch eine maximale Ladeleistung von 15.5kW zuweisen.

In diesem Beitrag möchte ich ein pragmatisches Lastmanagement vorstellen, das ich mit Hilfe eines Raspberry Pi Zero W Einplatinencomputer und etwas Peripherie umgesetzt habe.

 

Wechselrichter / PV Anlage

Mein Fronius Symo 10.0-3-M Hochleistungswechselrichter hat die Aufgabe, den von den Hanwha Q CELLS Q.Peak Solarmodulen produzierten Gleichstrom in Wechselstrom umzuwandeln und diesen ins Hausnetz einzuspeisen. Ein Fronius Smart Meter 63A
dient zum effektiven Energiemanagement.

 

Wallbox

Als Ladestation habe ich mir die EVC04-AC22-T2P von Vestel entschieden, das diese ein gutes Preis-/Leistungsverhältnis für eine 22kW Wallbox (400 V AC, 3-phasig) hatte. Die EVC-04-AC22-T2P verfügt über einen potentialfreien Schaltkontakt (Ladevorgang ein/aus) und eine Modbus (RS485) Schnittstelle zur dynamischen Leistungsoptimierung.

Hardware

  • Raspberry Pi Zero W
  • DINrPlate DPZ1 Hautschienenhalter für Raspberry Pi Zero, grau
  • Hutschienennetzteil, MeanWell HDR-15-5 5V/2,4A
  • USB – RS485 Konverter
  • LCD 0.98 Zoll Display Waveshare 0.96″ 160×80 IPS HD LCD Display Modul, SPI Interface, Waveshare

Can drones deliver packages more efficiently by hopping on a bus, truck or train?

Photo by Fahrul Azmi on Unsplash

I’m sure that a hybrid multimodal delivery chain can bridge long distance gaps current cargo drones have. Hybrid delivery has the potential to provide substantial cost & time savings, especially in suburban areas.

Intermodal cargo transportation can overcome the road traffic based uncertainty of the delivery process. And it helps reducing pollution and emissions, especially in urban and suburban areas.

A study by Shushman Choudhury, Kiril Solovey, Mykel J. Kochenderfer, Marco Pavone at the Cornell University shows that using transit networks may increase both range and efficiency of drone delivery.

We don’t need HD maps for Autonomous Driving

There are only a handful of experts who dare to say that we do not need HD maps to cope with autonomous driving. I count myself among this small group, and believe that high definition maps contradict the idea of fully automated driving.

HD maps contain many useful features modelling the real world, much better and more accurate than navigation maps do today. The road geometry, carriageways, road lanes, dividers, bridges, tunnels, traffic lights and signs, crosswalks, sidewalks and many other features are stored in a geospatial database on cm-level. However, the time an HD map database is shipped or streamed, it’s already outdated. I agree that HD maps are useful to look around the corner, ahead of the visual horizon, like an additional virtual sensor. Since there will be no error-free HD map database there will be no 100% confidence in the contained map features and attributed

One of the most significant reasons why I think that HD maps will disappear sooner or later is that autonomous driving must learn to deal with a constantly and frequently changing roadside elements, road users and traffic situations, as we human driver need to. Providing a real-time, high-accurate, high-detail, complete and error-free map that reflects the real-world is utopia. Instead of relying on data extracted from a geospatial database driving algorithms need to carefully observe and predict the vehicle and its environment, especially other road users.

Of course, this requires exceptional onboard computing power embedded into silicon. Neural networks are data hungry and require billions of kilometers of training data in order to reach error-free driving in all conceivable situations.

Yes, there was a time where there was no usable artificial intelligence, no deep learning, and not enough computational power and storage to train computers to drive autonomously.

Cars will be ruled by software

As cars become increasingly software-driven, non-automotive companies gradually start viable claims on the driver’s seat. Of course, automakers fear should they lose their customers to software giants cars might become somehow commodity devices defined (and ruled) by software. If the automotive industry doesn’t toughen up their vehicle platforms to serve social media, enable locations based services and adopt the Internet of Things, the big software and Internet players will conquer and eventually dominate the automotive ecosystem.

Location-aware mobile services allow vehicles and drivers to share detected events; incidents and location over social media channels in real-time. Each individual who shares location-based data contributes to a richer, more accurate and real-time digital map of the world. Vehicles must no longer be part of an isolated digital ecosystem (embedded era) and need to be fully integrated into the everyday-lives of consumers (mobility era). Cars are extremely powerful and helpful sensors when it comes to real-time capturing our mobility world.

The potential data the automotive industry neglects and ignores today is much more valuable than they thought. The value of fully connected vehicles will be defined by the amount of collected data and the number of software apps utilizing an open and standardized automotive platform. Over time the (still new) relationship between automakers and software providers will show interesting symptoms of an ongoing transformation process.