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Aptiv takes its self-driving car ambitions (and tech) to China – TechCrunch

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Aptiv, the U.S. auto supplier and self-driving software company, is opening an autonomous mobility center in Shanghai to focus on the development and eventual deployment of its technology on public roads.

The expansion marks the fifth market where Aptiv has set up R&D, testing or operational facilities. Aptiv has autonomous driving operations in Boston, Las Vegas, Pittsburgh and Singapore. But China is perhaps its most ambitious endeavor yet.

Aptiv has never had any AV operations in China, but it does have a long history in the country including manufacturing and engineering facilities. The company, in its earlier forms as Delphi and Delco has been in China since 1993 — experience that will be invaluable as it tries to bring its autonomous vehicle efforts into a new market, Aptiv Autonomous Mobility President Karl Iagnemma told TechCrunch in a recent interview.

“The long-term opportunity in China is off the charts,” Iagnemma said, noting a recent McKinsey study that claims the country will host two-thirds of the world’s autonomous driven miles by 2040 and be trillion-dollar mobility service opportunity.

“For Aptiv, it’s always been a question of not ‘if’, but when we’re going to enter the Chinese market,” he added.

Aptiv will have self-driving cars testing on public roads by the second half of 2019.

“Our experience in other markets has shown that in this industry, you learn by doing,” Iagnemma explained.

And it’s remark that Iagnemma can stand by. Iagnemma is the co-founder of self-driving car startup nuTonomy, one of the first to launch a robotaxi service in 2016 in Singapore that the public—along with human safety drivers — could use.

NuTonomy was acquired by Delphi in 2017 for $450 million. NuTonomy became part of Aptiv after its spinoff from Delphi was complete.

Aptiv is also in discussions with potential partners for mapping and commercial deployment of Aptiv’s vehicles in China.

Some of those partnerships will likely mimic the types of relationships Aptiv has created here in the U.S., notably with Lyft . Aptiv’s self-driving vehicles operate on Lyft’s ride-hailing platform in Las Vegas and have provided more than 40,000 paid autonomous rides in Las Vegas via the Lyft app.

Aptiv will also have to create new kinds of partnerships unlike those it has in the U.S. due to restrictions and rules in China around data collection, intellectual property and creating high resolution map data.

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Apple May Bring Major Design Changes To Entry-Level iPad

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The changes aren’t skin deep, of course, and the next base iPad is expected to sport changes that may make it more appealing to the casual consumer. At the top of that list is the anticipated switch from the Lightning connector to USB-C, something that all other iPad models have already received. This would not only open up the entry-level iPad to more use cases like hooking up external displays but would also break compatibility with plenty of accessories, particularly the first-gen Apple Pencil.

The first Apple Pencil charges using a Lightning port, but with this connector gone from the upcoming iPad, what would no longer be possible. Given its expected switch to flat edges, it’s likely that the iPad 10 will support the second-gen Apple Pencil. That, in turn, means the days of the original Apple Pencil are numbered, and it wouldn’t be surprising if Apple immediately halts its production.

With the changes to the design and Lightning port would also come a change to the one other legacy connector that has been present since the first iPad: the 3.5mm headphone jack, which will supposedly be making its exit from the iPad this year. If that rumor proves true, Apple’s transition away from wired headphones — at least as far as a direct connection goes — will be complete. These changes also mean that accessory makers will have to alter their designs, as well, especially case manufacturers. The magnetic Smart Cover’s design, for example, no longer has a place in this flat-edged world.

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BMW Is Testing Electric Cars With Four Motors For Its Fiercest M EVs

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The company’s M xDrive four-wheel drive system is currently in the testing phase, but has already produced some very promising results. The system gives each wheel its own electric motor and runs through a “highly integrated control unit” that takes action based on the driving conditions and the driver’s choices. Along with the driving surface, several other factors are taken into consideration, including accelerator pedal position, steering angle, longitudinal and lateral acceleration, and wheel speeds. All of this is continually monitored and the optimal amount of power and torque is given to each wheel. The decisions the control unit makes are put into action within milliseconds.

BMW has already tested this technology and claims it delivered a number of benefits, including “significantly higher cornering speeds” even in tough conditions, like rain-soaked or snow-covered roads. A specific example the company gave involved the control unit eliminating understeer by temporarily giving more power to the rear outside wheel. The motors also recoup energy when braking. This has been a common feature on many EVs and hybrids for several years, but BMW’s experimental drive train may be the first to optimize energy recovery on all four wheels.

The concept is being tested out on a modified BMW i4 M50 with the front end based around an adapted body strut concept taken from an M3/M4 chassis, and a radiator unit configuration modeled on current high-performance sports cars. The test car is designed to have high torsional rigidity during dynamic driving situations.

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The Truth About Porsche’s Complicated Model Number System

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Why did it start with the number seven? According to the book “Porsche, Excellence Was Expected” by Karl Ludvigsen, the designers didn’t want Wanderer to “think they were a bunch of novices.” And if you want to get really technical, the very first car Ferdinand built was the Egger-Lohner C2 Phaeton (designated P1) in 1898. Remember, literally every project the company worked on received a successively higher number, from axles to suspensions, gearboxes, and even tractors. Yes, Porsche designed an even slower vehicle than the Volkswagen Thing.

In 1932 came type 22, its first Grand Prix car, the 16-cylinder Auto Union race car. For Porsche, the race was indeed on as figuratively as it was literally. Dr. Ing. h.c. F. Porsche GmbH worked on all sorts of things, from steering components for Citroën and Fiat to axels, plane and motorcycle engines, and yes… the type 60 KdF-Wagen for Volkswagen (and Hitler), which would go on to fame as the VW Bug. However, the system got a little wonky during World War II, when many numbers in the 200 range were simply skipped over (via Ingenieurbüro Kukuk).

By 1948, its internal numbering system had gotten up into the mid-300s. In June of that year, the first vehicle that displayed the official Porsche name rolled into existence with the now iconic Porsche 356, according to the automaker. But it came with a new wrinkle: as the 356 evolved with the latest technological advances, each subsequent model was designated with letters (A, B, C). Alphabet soup with your zip codes, anyone?

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