kaftoy

Sure, but there is a prioritization system involved where the highest payer gets pushed first. So the AI may detemine you like X, but if the buyer only showing Y, you'll get to see ads for Y and no X.

It is different. Rules and laws are supposed to make sense, but the one with 10 mph is not. There are limita to 250 kph in Europe and I dont see car dealers going down. Also, for years there are emissions regulators that make life hard for auto makers, but they obey and still sell cars.

Mercedes is trying with MBOS.

They are including Eth, not switching to it completely. They will keep the CAN buss there as long as it makes sense. Instrument clusters with graphical display output do use the Eth more and more because the amount of data beats the capacity of a CAN bus by far, but devices without big data transfer needs will stay on CAN. For example, what need is ther for Eth for an electronic gear lever? Not much data being exchanged.

Not sure what you mean by "not bridged across them", but devices on different communication busses (CAN, Flexray, Ethernet...) do communicate with each other through these devices called "Gateways".

SecOC is based on symmetric key cryptography. If an ECU is replaced and has a new key, this key will have to be taught to all other ECU's in the vehicle communicating with it.

Yes they do. First, they normally buy complete electronics (functional devices with or without software), not just chips. Second, they do have strong contracts, spreading for 3, 4, 5+ years, specifying the volumes for each contracted year and also the piece price (among other details, of course).

I still feel more connected to the world when I tune into some FM station than when I am listening to some Spotify playlist. Same with TV: even if I watch movies or series on streaming services, I still watch the news almost every day at 7PM and, during the day I do switch in and out some national news TV network. Both the TV and FM, even if flooded by ads, still make me feel connected to the world, while streaming services kind of put me in a bubble. Maybe it's worth also noting that in my country(EU member state) the ratio of ads to real program is limited and controlled by government. So stations cannot abuse it and take it to 50/50, the ads are limited to 20% duration (12 minutes every hour).

TV and FM ads are innocent children compared to the shameless promotions in youtube videos, for example, so I've learned to tolerate them, laugh at some of the worst ones, or just ignore/change station when I am not in the mood. TV is not dying in my house nor the radio in my car.

Dude, the notch on the phone on your website looks 20% larger, not smaller! /joke

It failed because, based on the evidence I have submitted to the national authority for data protection (the national entity enforcing the gdpr), they were not able to rule in my favor. In the e-mail exchange between me and Blizzard, they declared they store process data anonymized, but I don't believe it, since based on that data they decide to ban real game accounts (which are linked to real personal data). Going to trial just to try to prove a point wasn't worth it for me, but at least I have seen the national authority for data protection actualy reading the documents I have submitted, fundamenting their ruling with quotes from them.

Also pure anecdotal, I have had GDPR interactions with EPIC Games (asked them to delete my account) and Blizzard Entertainment (asked them to retrieve my data). Both went well. The interaction with EPIC was manual, I had to send an email and got back what it looked like a personalized e-mail. Account seemed to be deleted.

With Blizzard it went a bit different. They do have online automated tool to download your own data, but with a twist: they refused to provide what they consider security risk information. They did provide a lot of data (even years old chat logs) but did not provide the information I was looking for: list of processes running on my PC, which they scan periodically, as an anti-cheating mechanism. I went further and filed a GDPR infringement complaint to the national office but it failed. Last option was to sue, but I gave up.

Both Epic and Blizzard are US based.

Here(1) you have a tracker with (most) fines due to breaking GDPR. In my country there is a local office (all EU states must have one) and all citizens can file online complaints. In 2-3 weeks we get feedback. Real feedback. I have seen electricity companies being fined for sending the electricity bill to the wrong person by e-mail, thereby violating personal info security. It's all on this website.

(1) https://www.enforcementtracker.com/

Are your really sure this is how it works even for atutomotive electronics? I am involved in the automotive industry, more in tech aspects than in comercial ones, but what I know is:

- car makers don't make their electronics. I don't know of exceptions. What they normally do is to design the architecture, the requirements and buy from Tier 1 supppliers: Bosch, Continental, Vitesco, Valeo, Delphi, Magneti Marelli etc.

- the contracts, when awarded, are multi anual and usualy specifiy the units per year during project lifetime production and in serial life (after the product is not produced, the supplier MUST GUARANTEE to be able to provide the part)

- these contracts usualy go in numbers like N million parts (ECUs) for 4-5 year total (SoP date to EoP date) + serial life for X years. Then they get detailed, even the plants where the parts are made ar negotiated. Slips on both sides come with penalty. I don't know all the details.

- lots of electronics are safety relevant (iso 26262) especially in this case, once HW design is frozen, is frozen. You cannot change silicon components easy as this will make the product undergo a long series of product and design validation which take many months => the Tier 1 supplier MUST SECURE it's own supply from chip makers.

- usual "suspects" to supply the Tier 1 are chip makers like Infineon, Renesas, NXP, STM. Probably at some point, maybe TSMC comes into the picture. There are many providers of small electronic parts.

And more importantly above all, in my opinion, is the profit. A portion of the revenue generate by an employee becomes profit. Lower the revenue (since lower hours) means lower net profit. Giving up net profit is not somthing a business owner thinks about lightly.

For your example's sake, if the work for one job is just a tenth, then it means that for a 5 men job, a manager would need to hire 50 people. The manager would be overwhelmed and add cost to the company by asking for a colleague. It's not easy to manage 50 people. But maybe the manager wants to diversify himself, so instead of 2 manager for 50 people, you'll have... 20 managers for 50 people. You need a managers' manager. Where does it end? :)

Maybe your child will be a part of a generation who can have a realm impact over the climate, in a positive way, or maybe just a path to it. And creating more humans is not only a purpose, it is also the means of existence.

In the original article they are talking about Ultrawide single monitor setup. In practice, all ultrawides don't have the same aspect ratio as normal wide minitors (16/9 or 16/10). I have seen ultrawides from 21/9 to even 32/9 (just search for ultrawide, I'll not provide links). So it's not as easy as to divide 48" by 4 to get to 24".

Also, only very expensive setups give good resolution, to not waste all the metric space.

Cars kill people in accidents[1]. Guns are used for this on purpose. By your logic, we should also ban food because it feeds the people using the cars and the guns. Guns can still be used in the military, nobody ever argued that (vis-a-vis to you comment about Hitler & the russians). And btw, about those russians, they found new ways (tools invented by the americans) to screw with the world, didn't they? How are guns defending us now?

[1] in recent years, terrorists have been using cars to kill people too, but not the same extent.

I really don't want to change this discussion into a "which is the best music streaming service" debate, but I am really curious, why haven't your considered Google Play Music? Interface? Songs count? Price?

I am subbed to GPM for a few years now. I did it first because Spotify was and still isn't available in my country, but I don't think I would switch if they become available tomorrow.

Agree.

Intel has as much of a problem as VW had after diesel-gate: none. Same will be valid for Apple's throttling scandal.

Big corps like this may experience some little storms here and there, but there is no iceberg big enough for them.

Articles like this exist just for the sake of writing something and making some money.

Just a remark on the topic. Been working in vehicle software business for 12+ years now and renaming variables is almost never done. In fact I don't remember someone ever renaming a system (global) variable. There tens of thousands such variables in a system, plus about the same number of calibratable constants. We have renamed our drivers variables only when we switched to a newer architecture (multicore ready, AUTOSAR compliant).

The entire code base running a modern car goes well within millions of code lines. Our IDE changed in time from Blue River X32 v5 to internally modified Eclipse plugin. The only major use for us are X32 type contractions. [1]

[1]http://tinypic.com/r/20qhq4y/9

> [Toyota] don't make battery electric cars. (They're fixing that, but won't be shipping until 2022.)

2022 is a good year if they come up with good tech. At the moment the market for EV's is small, tech is new and only Tesla really shows of something (they have to, because EV's are their only business). All big car makers are researching, from new diesels (double injector SCR's) to EV's & autonomus driving. And if they don't (or go too slow for some), then 1st tier suppliers like Bosch & Continental are doing it.

My bet is not on the Chinese neither on the Americans. It's on the Germans (and other EU car makers in general).

I hope that day never comes.

China is just China even for what car making is. They copy and they have troubles doing that too. They are struggling to implement new emission regulations. They tried to copy something from both US and EU regulations and ended up with an endless "draft" state of the future "CN6" emissions standards. But they are supposed to start having effect in 2019-2020 and all manufacturers are puzzled about what to do (because cars destined to market in 2019-2020 are in development since last year already). So can China drive any type of development, especially EV, this way? Hell, no!

As far as the article's references to Porsche and Maserati sales go... What does it have to do with anything? 1+ billion people, of course they have some rich people spending money on sports cars. They do not necessarly drive new technologies, like EV, to advance, but maybe some rare animal leather to end up on more dashboards.

For fuck's sake, the new XXX (can't say brand name) light commercial vehicle for 2020 in China has 2010 tech in it (except the SCR system, which will probably be required if the Chinese decide once and for all to freeze the regulations)! Shit old 10 years tech because, to quote a XXX manager "this is what they want", and by they, he means the actual Chinese masses, not the rich guys buying sports cars.

Honda threatened before to move it's Swindon plant to the continent. They also buy many assambley parts from EU countries. Let's see what happens next. It is convenint for them to have a plant in UK while UK is part of EU (because they sell UK made cars to EU countries with the current trade agreement) but if agreements change and imported goods from UK to EU get higher price:

- Will Honda keep UK plant to sell higher priced cars to UK (due to higher priced of imported parts from EU)?

- Will Honda move the plant to an EU country to have better prices to a larget market?

How how does this work in the UK advantage, again?

Transportation and smaller market will keep import prices from these oversease sources pretty high. EU only has to sell a little under (but more than what it's selling now, with the internal trade agreements) to keep it's upper hand. Of course, EU would be ratarded to have some silly new agreements to throw the trade prices over the roof. But this is a situation which can be exploited in EU advantage and in no way in UK advantage.

"Do you know how many German cars are sold in the UK each year?"

So what you are saying is that brits will stop buying German/EU cars? Where are they going to buy their cars from? It's not like UK has some meaningfull car making industry, they moved all factories away. Not everyone can buy an Aston Martin.

I think that as long as the price for an EU car will be just below the price for importing an equivalent car from US or Asia, brits will have no other choice but to buy from Germans, even with new taxes added.

Yeah, so what? UK will keep importing after brexit even if trade agreements change... UK will import at higher prices maybe. Else, where will they get the merchendise from?

On the other hand, EU could import less from UK, since (probable) taxes will increase the price => EU will consume more from it's own production and have less imports from UK. So to me, if it's about jobs, UK jobs are at risk, not EU.

> Currently, the standard practice is to build out the electronics for a vehicle as a single system.

What do you mean by this? The car itself is a single unit so you can assume the electronics inside communicate at some level (CAN networks usually), but the electronics are separated. You have a control unit for the engine, another one for the ABS, another for the gearbox and many others for various body control functions. Some of them communicate with each other over the CAN, but only transmit/receive messages of particular interest. For example, the ABS unit in some cases tells the engine control unit the vehicle speed. The engine control unit transmits the engine RPM to the body control unit for obvious reasons. The same for the anti-theft mechanism.

To the subject: Having outdated drivers in production level software is common practice. During final validation of the SW, before start of production, if some drivers are found outdated (even declared invalid by the driver/package owner), people do not jump to upgrade immediately. It undergoes a process of analysis: is there any critical bug which the new version fixes? Does it impact the current project configuration? If not, why upgrade? You run the risk of introducing a regression => requires extra validations which can take weeks or months. Nobody will approve that just to fix some bug without functional impact in that particular system. So when you claim that a certain package has to be updated to the latest version, you have to come up with arguments. "Newest is always better" does not count. There are countless examples when newer versions of some piece of SW fixed some bug but broke something that was working. SW updates after the majority of the validation process is finished happens only on a NEED TO HAVE basis.