Silicon Valley sits at the epicenter of the nation’s software industry. Detroit sits at the epicenter of the nation’s auto industry.
As the two industries merge, there’s a rivalry brewing.
As automakers like Ford and internet giants like Google all push for technology advances that power the driverless car, the economy of each region could hinge upon their comparative success.
“Everyone has a little piece of the puzzle right now,” said Ryan Eustice, a professor at the University of Michigan’s College of Engineering. “Google and others are on the West Coast trying to pull it there, but Michigan also has a good chance at being the center of gravity.”
Michigan is trying to take steps toward that goal – or at least staying on par with its California competition. State lawmakers have introduced a bill that would set the stage for more autonomous vehicle testing on Michigan roads.
The bill, Senate Bill 126, would widen the scope of Michigan’s laws to allow the operation of an automated vehicle for testing and research. It would also allow “upfitters,” such as Google, to test on public roads. Should the bill pass, Michigan would be the fourth state to pass legislation that governs the nascent autonomous-car industry, behind Nevada, California and Florida.
Already, a good deal of autonomous testing already takes place in the state. Toyota has centered its North American efforts in Ann Arbor, and the University of Michigan recently began testing 2,850 connected cars as part of a $14.9 million pilot program developed by the U.S. Department of Transportation.
Michgian Gov. Rick Snyder touted the legislation Monday during a short speech as part of Michigan Robotics Day, a forum sponsored by the National Center For Manufacturing Sciences and University of Michigan.
“This is critically important,” Snyder said. “The role of government is to support these projects. I’ve called for autonomous vehicle legislation. Hopefully, it will get done soon.”
New degree programs
The Republican governor also sketched a broad outline for getting the state’s universities and community colleges to collaborate more on research, student apprenticeships and degree programs. He wants them to offer degrees in mechatronics, a multidisciplinary engineering degree that combines industrial, mechanical and computer applications. The University of Michigan is also launching a PhD program in robotics.
Autonomous cars have driven hundreds of thousands of test miles already. A researcher from the University of Parma in Italy has logged more than 400,000 of flawless miles, many coming on a drive from Parma to Shanghai. Likewise, Google says its driverless cars have logged more than 300,000 accident-free miles.
Whlle the idea of autonomous driving may conjure images of driver-free vehicles – indeed, that’s what Google’s car precisely does – there will likely be intermediate technologies before true driverless cars reach the mass market. Some will reach consumers in as little as two years.
“We’ll start off on the lower level, where the driver can seize control when they want, and not the other way around,” said John Maddox, director of collaborative program strategies at the University of Michigan’s Transportation Research Institute.
In some cases, those technologies are already here. Adaptive cruise control, lane-keeping systems and active park assist are all early forms of autonomous cars. It’s a short leap, one researcher said, before active park assist will soon allow drivers to exit at their destination, and then the cars will drive a few blocks to park themselves.
One area where automakers hold an early advantage over software counterparts is they have some experience in dealing with false positives, said Jim McBride, a Ford researcher who concentrates on autonomous technologies.
“If a refrigerator falls off the back of a truck in front of you, you want your car to stop,” he said. “If it’s leaves blowing off the back of that truck, you don’t want to. These are problems that you have to deal with.”
He thinks it’s premature to evaluate the impact of Michigan’s pending legislation, but sees benefits beyond automotive in making Michigan a robotics-friendly corridor.
Eustice, on the other hand, sees the bill as a significant step that helps Michigan solidify its footing in the competitive landscape, along with its proximity to an extensive manufacturing base and a high-tech talent pool.
“This is on the radar of every single OEM,” he said. “There is a lot of momentum here.”
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Removed from a car parked nearby, a state-of-the-art engine sits unused next to a desk in a dusty corner of a classroom.
Students at Wayne State University in Detroit have installed an older engine model, and are tinkering with it to make it more fuel efficient. Their challenge: Reinvent the guts of an ordinary car, the 2013 Chevy Malibu, and transform it into a poster child for green driving.
Wayne State is one of 15 universities across the country participating in the Department of Energy’s EcoCar2 competition to see which school can build a car that reduces fuel consumption, greenhouse gas emissions and tailpipe emissions.
Car-building competitions often favor exotic vehicles: Students design stealth-shaped vehicles and solar-paneled cars that are futuristic, yet unrealistic.
In the EcoCar2 challenge, students must use cars that are ready-made for today’s roads. And they must build a car that regular, Walmart-loving mainstream Americans might actually want to buy.
How it fits with President Obama’s energy goals:
President Obama visited Argonne National Laboratory outside Chicago recently to announce his latest efforts at curbing the country’s reliance on traditional gasoline. There, he proposed a $2 billion energy trust fund to pay for research into alternatives.
“The only way to really break this cycle of spiking gas prices, the only way to break that cycle for good, is to shift our cars entirely – our cars and trucks – off oil,” he said.
Argonne was perhaps an ideal location for such an announcement. Among its many forays into advanced vehicle technologies, the lab also runs the EcoCar2 program in conjunction with the DOE.
When Argonne first started running similar competitions a quarter-century ago, they favored biofuels and other technologies that weren’t being used in production vehicles.
Over the years, some of that technology has been added to production vehicles. But Argonne’s competitions have more recently moved toward being more relevant to today’s auto industry. Argonne wants evolutionary changes, not necessarily revolutionary ones.
“The result is you are seeing teams using off-the-shelf parts in new-and-unique ways,” said Kristen De La Rosa, EcoCar2’s director. “Things that don’t normally go together are being used to build custom control systems.”
From start to finish, it takes three years for EcoCar2 teams to devise a plan and then turn it into a tangible result. The schools are roughly two-thirds of the way finished.
Most teams will finish installing engines and components in their cars in April in anticipation of a test that marks the end of the second year. In May, they’ll bring their car to GM’s Proving Grounds in Yuma, Ariz., where they’ll undergo tests and evaluations.
Between now and then, the Wayne State team needs to install its battery, build the rear-wheel drive system, and add an electric motor, radiator, pumps and suspension. And then make sure it all works.
“We spent a lot of the first semester this year waiting on pieces,” said Idan Regev, the project’s chief engineer. “By the end of March, we’ll get some numbers, and April is hopefully about driving and trying to fix stuff. At Yuma, we don’t want anything to break down there.”
Replace the engine.
That was the first decision Regev and his chief engineer, Kevin Snyder, reached when beginning EcoCar2 at Wayne State. The LUK engine, which was the engine the team removed from the car, may be more advanced than the one they replaced it with. But the LE9 engine they opted for gave them a flex-fuel option that would allow them to run the car on E85, a fuel blend made primarily of corn-based ethanol.
Although they sacrificed some fuel efficiency with the choice, using E85 still helped the team achieve their goal of lowering use of traditional gasoline by approximately 85 percent and decreasing tailpipe emissions– two of the benchmarks in the competition.
Alternatives included using an engine that could run B20 diesel fuel and a hydrogen fuel cell that converted chemical energy from fuel into electricity. Most of the other EcoCar2 schools made the same ethanol choice. Four are using B20 diesel and one, Regev and Snyder heard through the grapevine, is attempting to build its own fuel cell.
“That would have been exotic,” Regev said, smiling.
Given the time constraints, ethanol made the most sense. Coupled with a hybrid system they’ll soon install, the pair think they’ll have the Malibu achieving 60 mpg by the time the competition ends next year.
The empty trunk space pictured to the left is where they’re going to put the battery. It’s lithium-ion hybrid from A123, and it weighs over 600 pounds.
At first glance, they are perhaps unlikely candidates to become the face of the auto industry’s next generation of alt-fuel engineers.
Regev, 33, is an Israeli citizen, who studied aerospace engineering there before following his wife to the Detroit area three-and-a-half years ago. Snyder, 37, spent his childhood abroad and attended the University of Tennessee. He’s pursuing his master’s degree in electric-drive vehicle engineering at Wayne State, one of a handful of universities that offer such a graduate degree.
As participants in EcoCar2, they’re undoubtedly the next generation.
General Motors and many of the program’s other 30 or so sponsors are hiring EcoCar participants so quickly into their ranks, that many land jobs before finishing the competition. It’s one of the reasons EcoCar2 mandates teams bring undergraduates to Yuma– to ensure smooth succession as students leave their schools.
“You’ve seen so much growth in the auto industry, and keeping pace with electrification is such a challenge,” De La Rosa said. EcoCar2 students “have been through the fundamental learning process, and now they’re ready do to the next stop of ingenuity.”
She said participants in EcoCar2 and similar Argonne programs can over the years have patented technologies at a higher rate than other engineers and that 75 percent of the students land jobs in the auto industry. Students at each university collectively put about 10,000 man hours into each vehicle.
“From the vision on a computer through the prototype phase, and seeing the end result run an emissions lap, there’s so much invested in seeing this come to life,” she said. “We challenge them with the impossible, and when they do go through this, they become people who want to stay involved.”
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