Uncrewed Systems Technology 043 l Auve Tech Iseauto taxi l Charging focus l Advanced Navigation Hydrus l UGVs insight l MVVS 116 l Windracers ULTRA l CES 2022 show report l ECUs focus I Distant Imagery

37 Auve Tech Iseauto | Dossier the Ubuntu 16.04 OS, while ROS Kinetic serves as the middleware; most of the software development was performed through Autoware 1.9.0. Around 40% of development used integrable modules from Autoware’s open source ecosystem, but considerable work went into simulating and iterating them to ensure their safety, reliability and seamless interfacing across the vehicle. CAN bus is used extensively for comms and control throughout the Iseauto, with separation of CAN lines for the sake of safety and security. Automotive-grade connectors and cable harnesses are used for availability as well as safety to ensure there is no electrostatic discharge (ESD) or leaking of EMI across the HV and LV networks. “Cabling quality is critical, because we have very high power spikes in some systems,” Mossov comments. “I think the steering motor has the highest amperage, so that poses maybe the highest ESD risk. Meanwhile, Ethernet cables and comms are used for the Lidars and cameras, with high-fidelity data streams being safety-critical for everyone in the Iseauto’s vicinity.” Connected mobility Over the development period, considerable input from trial customers and safety operators (sitting inside the Iseauto, as per SAE Level 3 and below) has informed the arrangement of the comfort and infotainment systems inside the vehicle. Even at Level 4, safety operators might sit in the vehicle for 8 hours at a time, so their comments were vital. “These are balanced against energy usage of course – most people won’t be in the taxi for more than 3 minutes – but of course we put in heating systems, a wheelchair lift and infotainment screens where people can access information on where their Iseauto is, where it’s going, its ETA, and possibly information on connecting transport services if we integrate with bus, coach or shuttle services in the future,” Mossov adds. “And of course, the data feed from the cameras and ECUs should also be accessible to any onboard safety operator as well as the teleoperator.” The GNSS and 4G antennas atop the vehicle ensure this information is available to the appropriate parties, with low latencies having been key to their selection. Most of the time, the Iseauto does not have a huge bandwidth of data that needs to be sent or received, and doesn’t have to be constantly linked with anything in the outside world, but on the rare occasion that responses and feedback are needed, they must be fast. Three areas of ongoing focus are key to the cybersecurity of these systems. First, Auve’s engineers look closely at where any external software has been developed and how much access its firmware updates need into the main control systems. It must always be assumed that malware is a risk from any third-party updates. Second is the level of physical access needed into the vehicle. As mentioned, some connectors going to ECUs or sensors can act as points of physical or even remote access for hostile agents. Lastly, the interfaces and gateways for teleoperation pose a potential security risk; fortunately though, this system is constantly under development by Auve Tech’s software engineers, who make certain to ringfence it with different VPNs, closed IPs and persistent security scans. Future plans As mentioned, the expected final version of the Iseauto is due to enter testing shortly, and will be unveiled later this year. Future changes may be made for convenience and cost-saving, such as swapping out Lidars for cameras, or installing automated charging systems such as wireless or robotic arms. That said, most of the work Mossov anticipates over the next year will be focused on certification – a necessary hurdle for any serious commercial engineering endeavour. “It might sound strange, but we really do see this vehicle and its architecture as a platform for all sorts of applications, not just shared, zero-emissions passenger transport,” Mossov says. “The autonomy, e-mobility and efficiency are all key inputs that could produce other outputs. In the future, we want to develop other viable last-mile applications, with similar architectures and parts to those we’ve made thus far for minimising the burden on maintenance and r&d. “These could be Iseauto grocery vans, Iseauto freight vehicles – we know that industry is producing lots of different kinds of solutions – but we’ll take our time and see what the market wants most, and bring it forward in a way that favours low emissions and low congestion.” Unmanned Systems Technology | April/May 2022 Auve Tech Iseauto Dimensions: 3500 x 1500 x 2400 mm Net weight: 1200 kg Max passengers: 8 seats Charging time: 6 hours Minimum turning radius: 9 m Maximum endurance, hydrogen-electric: 10 hours Maximum endurance, all-electric: 8 hours Energy, hydrogen-electric: 5 kW PEMFC with 3 kWh lithium-ion battery Energy, all-electric: 16 kWh Connections: 4G, GSM, wi-fi Climate control: Air conditioning and heating Recommended operating environment: -20 C to +35 C Some key suppliers Lidar: Velodyne Lidar: Hesai Cameras: FLIR Radar: Smartmicro Electric motor: Meidensha Specifications