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Extended transcript: #SpaceX CEO Mr. Elon Musk. WITH CORRECTIONS

In this extended transcript of Time magazine editor-at-large Jeffrey Kluger’s interview with #ElonMusk for “CBS Sunday Morning,” the founder and CEO of #SpaceX discusses the aerospace company’s ambitions for flying humans to the moon and Mars, the importance of re-usability in rockets, the advantage of being a privately-owned company shooting for the stars, and the inspiration of Douglas Adams. WITH: corrections


JEFFREY KLUGER: History is usually most viscerally felt by people who lived it. If you lived World War II, you understand World War II. You came along two years after Apollo 11. And yet space seems to be in your marrow. How did you come to that passion? And did Apollo 11 particularly play a role in that?

MR. ELON MUSK:

“The Apollo 11 landing on the moon was probably the most inspiring event in history. And one of the most universally good things in history, at that time. People can debate it but I think, just the level of inspiration it provided to the people of Earth is incredible. Apollo 11 certainly inspired me. And perhaps everyone at SpaceX and it may not exist if not for Apollo 11.”

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SpaceX CEO Elon Musk with “Sunday Morning” contributor Jeffrey Kluger.  CBS NEWS

KLUGER: Seriously?

MR. ELON MUSK:

“Yes. I kept expecting that people of Earth would continue beyond Apollo 11, and by this date would have a base on the moon.  Sending people to Mars and the moons of Jupiter. I think actually if you ask most people in 1969, they would have expected that.

We are in 2019, and The United States of America does not yet have the ability to send people even to low Earth orbit.  And has been without this ability to send people to low Earth orbit since 2011, when the shuttle retired. SpaceX and I hope to help solve this issue with the Dragon. We will have a crewed flight in about six months or so. 

Year after year, I kept expecting the people of Earth to exceed Apollo and we did not. It made me sad at the time about the future. I thought, at least for me, and probably for a lot of people, we wanted to have a sense that the future is going to be better than the past. I felt, those feeling may lead to cynicism and pessimism. Just not very excited about life or the future. I though to my self, when people of Earth get up in the morning, what fires them up? Like, what gets people excited about being alive? There’s just not that many things for me. But for sure people of Earth may want to believe, that we’re going be out there, as a space bearing civilization, and out there among the stars.  That is one of the things I get really excited about, seeing that kind of future for the people of Earth.

Perhaps most people feel this way as well. Anyone who has an adventurous spirit should feel this way. This applies to all those who have an adventurous spirit anywhere in the world, arguably particularly, in United States, which is a nation of explorers. This is in my view a distillation of the human spirit of exploration.

KLUGER: Certainly lots of other people who love space felt that same despair, felt that same disappointment. I certainly did and yet I didn’t build a space company and you did. So, what was it that made you think, “Yeah this has to be done, and I’m the guy who can do it, or at least one of the guys who can do it”?

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The SpaceX Starship test rocket, its design heavily influenced by the sleek contours of 1950s science fiction illustrations.  SPACEX

MR. ELON MUSK:

I did not think that I was one of the guys who could do it. I thought of starting SpaceX with a likely hood of it failing by 90%. It all started when with a philanthropic mission called “Mars Oasis” The mission was to land a small greenhouse on the surface of Mars with seeds in dehydrated nutrient gel that would hydrate upon landing. We would create an incredible shot of green plants against a red background.

We envisioned to inspire the public while educating them with the need to advance space beyond what it was at the time. We needed to send people to Mars and just expand our horizons. Actually my goal was simply to get the public excited and they in-turn would get Congress excited. We needed to increase NASA’s budget.  So, my immediate goal was to take half the money that I made from PayPal and essentially and try to match and to increase NASA’s budget and then we could go to Mars.

I took a trip to Russia a few times, to buy rockets because I could not afford the American made rockets. They were too expensive. Russia was decommissioning their ICBMs. In 2001 and in early 2002, I went to Russia trying to buy some decommissioned ICBMs. At the time, it sounded crazy (LAUGHS) but, you know, they were going to throw them away anyway. Buying a scrap rocket was the only kind of rocket that I could afford at the time. It seemed like the way to go. But they kept raising the price on me. I don’t think they took me too serious.

I had come to realize that, if we demonstrated that this mission could be successful, the cost of access to space would still be too high. Perhaps, even if we doubled NASA’s budget.  Unless NASA had figured out better options for rocket contractors, they would still not make progress.  More expendable rockets were in need and we were still at risk, to become the mission of “flags and footprints”.  It was still better than not going there at all, but not as good as having a base on Mars like I had visioned.  A base on the Moon and ultimately a self-sustaining city on Mars.

I was going to try and build a rocket company.  My thought “certain to fail.” In fact, I would not let anyone invest in to the company,  because I felt, I can’t take people’s money. If I feel that this is gonna fail.  I actually just funded the whole company, in the beginning myself. Not because I thought it would turn out well, but because I thought it would fail.

KLUGER: Now one of the sweetest spots in all the world for people who love space is pad 39A.

MR. ELON MUSK:

It is the best pad for SpaceX.

KLUGER: Most historic. How could you not love it?

MR. ELON MUSK:

Absolutely, (LAUGHS) right?

KLUGER: Apollo 11 left from there. Virtually all of the lunar landing and orbital missions left from there.

MR. ELON MUSK:

It is an honor.

KLUGER: And that’s my question. What does that feel like? That is SpaceX’s leased pad now.

MR. ELON MUSK:

Again, It is with great honor that we are allowed to launch historic missions for this pad.

KLUGER: I mean, do you ever wake up in the morning and think, “I got pad 39A”?

MR. ELON MUSK:

LAUGHS) Again, It’s really great that NASA’s allows us use this pad, yes.

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SpaceX’s STP-2 Mission launches June 25, 2019.  SPACEX

KLUGER: Do you talk to many of the people who are there, the controllers, the astronauts, [NASA Flight Director] Gene Kranz, Buzz [Aldrin], Neil [Armstrong], Mike Collins, Jim Lovell? Have you connected with these folks?

MR. ELON MUSK:

Yes, I have spoken to most of them over the past years.  I have communicated with Buzz on may occasions. I think he is quite a big supporter of what we are doing. And he has a very good technical understanding. And so he is also quite pro-Mars I believe, yes.

KLUGER: I’m glad you said that ’cause that brings something else up for me. You speak a great deal about the need for humanity to become a multi-world species. Not just because it appeals to human ego but because it’s an existential question. The sun’s gonna burn out at some point, even if we don’t in some way annihilate ourselves. So we need other places to live. My two questions are, how do the moon and Mars figure into this idea? And second of all, how in the world do you focus enthusiastic followers who sometimes can’t focus on the next fiscal quarter for a disaster that’s gonna happen three billion years from now?

MR. ELON MUSK:

We chose to keep SpaceX private. For example: If earth or humanity was faced with a  disaster situation we can make private choices. SpaceX will never have to be faced with results from “a launch in a quarter or out of a quarter”? We will do what is right. It never even enters our minds what’s this quarter is going to look like, whereas a publicly traded company, you just get beaten up with a stick. For example: If things move slightly from one week to the next and one quarter to the next. We felt this is insane. Warren Buffet said, “being a publicly traded company is like having someone stand at the edge of your property of your house and yell prices at you all day long.” (LAUGHS And you are, like, what is this person doing? They are manic depressive (LAUGHS) who do not bring their medication. Or giving you negative feedback, or they may be overly exuberant. Every day [they] just keep yelling prices at you. “It is just nutty.” We don’t have the short seller phenomenon, which in my view shorting should be illegal. It is a crazy anachronism that is legal?

SpaceX and myself, focuses on advancing space technology, and getting our launches right. I can be heads down and focus without distraction. That is very helpful at SpaceX when we are focusing on how we can advance the fundamentals of a space technology? The holy grail and crux of “access to space” is a fully reusable orbital rocket. We at SpaceX have made significant progress towards reusing rockets with the reuse of the Falcon 9 boost aid. And that is somewhere around two-thirds (2/3) of the cost of a launch and perhaps, 70% of the cost of launch is just the boost aid stage.

We at SpaceX have just recently been successful in catching the nose cone of the rocket with a boat that is basically a giant catcher’s mitt. (LAUGHS) The actual complexity of recovering the fairing [the nose cone apparatus which holds rocket payloads being jettisoned into orbit]  I was not sure if we could do it. We have done it. Each fairing half is like a tiny spacecraft with little thrusters on it. So when it’s coming in from space it’s in vacuum, little thrusters control the fairing.

The nose cone of the rocket comes down “round side-down” because of the weight distribution and it is where the heat shield is. It has a thermal protection or heat shield on the outer surface but not on the inner surface. It’s gotta come down with the rounded surface coming down. It’s gotta maintain its attitude as it plummets to the Earth through space. It comes in hot. If you look at the fairing entry video, you will see super-heated plasma, sparks and stuff flying off of it. Moreover, it is coming in at basically five times faster than a bullet from an assault rifle. It’s intense. Then it hits the atmosphere, it becomes subsonic and we deploy the parachutes. The parachute itself is a steerable parachute with actuators. So it’s steering itself down and coming down on glide path. And then the boat closes a data link with each fairing half. And the boat adjusts course automatically. And then the two just maneuver to touch each other. And we only just solved that in the last launch.

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The SpaceX Dragon reenters the atmosphere after delivering a payload to the International Space Station, May 4, 2019.  SPACEX

KLUGER: It’s like an aerial puppet show with marionettes coming down and the stage moving to catch it.

MR. ELON MUSK:

It is incredible!

KLUGER: All of this of course is with an eye towards, again, this multi-planet species idea. So, Mars is a rather sterile planet right now.

MR, ELON MUSK:

Mars is like a fixer-upper house. All the elements are there, it just needs TLC (LAUGH) 

KLUGER: It’s a fixer-upper. And it does have some potential for fertility. The moon, well not so much. On the other hand the moon is in the backyard. So you can practice there. So do you see these two worlds as being some sort of tandem? Would what our unmanned probes, un-crewed probes are getting us now on Mars and what you’re doing, how do you see all this working together as our first big step toward this idea of multi-planet species?

MR. ELON MUSK:

I feel, in order for the human race to be a multi-planet species, we must solve the issue and create fully reusable rockets. In the absence of that, it may only be possible for flags and footprints.  It would just be far too expensive to inhabit. Picture this:  What if,  in the old days ships were not reusable. The cost of an ocean voyage would be tremendous. And you’d need to have a second ship towed behind you just for the return journey. So you can perhaps, imagine if air flights was not reusable, if airplanes were not reusable. Nobody would fly because [each] airliner costs a couple hundred million dollars. People do not wanna pay for a single journey. So this is why full and rapid reusable rockets are the key and the holy grail of access to space. It is a fundamental step towards it and without it humans cannot become a multi-planet species. We cannot have a base on the moon. We cannot have a city on Mars without full and rapid reusability. This is why we’ve been working so hard towards reusability at SpaceX and have put a tremendous amount of engineering into achieving reusability of the boost stage and now of the fairing. There is only one piece that’s missing from this goal and it is the upper stage of Falcon 9. That is not currently reusable. And we have no plans to make it reusable.

KLUGER: Interesting, how come?

MR. ELON MUSK:

Starship is the solution. We could technically make the upper stage of Falcon 9 reusable, but it is just not the right architecture for reusability. Starship is constructed with the right architecture. We essentially need a more efficient engine than Merlin. We need a more efficient propellant mix combination. Liquid methane and liquid oxygen is just more efficient than rocket propellant grade kerosene which is basically a highly refined jet fuel.

There are all these fundamental architectural working part that need to change, if we tried full reusability, including, but not limited to: the upper stage with Falcon 9. We would not quite achieve full and rapid reusability, like a modern day aircraft. An aircraft lands, you only expect to refuel it and maybe replenish it with water and food.

KLUGER: Clean out the seatbacks.

MR. ELON MUSK:

Exactly. It is minor. You are not expecting to change the engines or repaint the aircraft. It is just refuel, food, water and clean it out. Perhaps, there is a few things that occasionally break and need repair, but the normal expectation is that you can re-fly the plane very rapidly. You can turn around in an hour and fly somewhere else. This is what needs to happen with rockets.

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After helping launch the Falcon Heavy, its twin side booster rockets detach and then land upright near Cape Canaveral, April 11, 2019.  SPACEX

KLUGER: If the Elon Musk of 2019 could talk to Warner Von Braun and Chris Craft and all of the heroes of the 1960s. And apart from reusability if you had one piece of advice to give them whether it was technological, spiritual, salesmanship, long-term vision, what would you tell these guys?

MR. ELON MUSK:

I can think of Mr. Warner Von Braun and he really knew what he was doing. I mean, his plans were for reusability. But those plans were stymied. It’s so insane the way rockets work today with the exception of Falcon 9. It would be like if you got a plane and the way you get to your destination is you bail out with a parachute (LAUGHS) right over the city in question and your plane crash lands somewhere.

That is how rockets work today with the exception of Falcon 9. This is completely not acceptable and bonkers. A complete waste of money.  Maybe rockets are a little harder in some ways to construct, but not that much harder as an advance airplane. It’s just that we live deep in gravity a well. The technical difficulty of a fully reusable rocket is higher than the technical difficulty of a fully reusable plane. If Earth’s gravity was just 10% lower fully reusable rockets would be easy. And if it was 10% higher I think it might arguably be impossible. It’s very finely balanced. So for example on Mars which has about 37% of Earth’s gravity, you can go single stage, basically a single ship from the surface of Mars all the way to the surface of Earth. No booster required. But on Earth, you need a giant booster. Even though it’s basically four tenths of the gravity. It’s night and day.

KLUGER: Your largest goal is, not to put too fine a point on it, but to help save humanity. And I know you don’t put it that way. But …

MR. ELON MUSK:

I do not desire appreciation or gratitude or anything like that. SpaceX and I don’t want to be morally onerous in this situation but really, I think we must be a space bearing civilization. Humans will be a multi-planet species and the light of consciousness will be preserved. It’s far more likely or at least for a longer period of time that the light of consciousness which would continue to shine. If we’re a single-planet species, well, we’re just sitting around waiting for either the self-annihilation or some external event and that’ll be it.

KLUGER: But there’s some people who would argue that our existential crisis at the moment is a climate crisis.

MR. ELON MUSK:

Sure, and I’m trying to help with that, too.

KLUGER: Right, I know you are. And that’s actually what I was thinking about because obviously your solar city, your solar panel cars …

MR. ELON MUSK:

Yes, with SolarCity and Tesla’s electric cars, to name a few.

KLUGER: And all that’s very important. But there are people who argue that the same monomaniacal (and I mean that in a good way, in the best meaning of the term) focus, the ferocious commitment and the extraordinary creativity that SpaceX brings to the work it does, if that same kind of energy, caliber, and quality of energy were brought toward developing a truly renewable, truly clean power grid, the knock-off effects in terms of the saving of the species would be more immediate and eas – well, no, it wouldn’t be easy. But it would be easier to see what the endgame is in relatively short term. Do you ever think about that in those 3 a.m. hours? Maybe I could just save the planet’s environment instead?

MR. ELON MUSK:

I think Tesla actually makes great progress towards a sustainable energy economy in terms of its solar to storage capabilities and its electric vehicles. Electrification of transport, Tesla arguably advanced the cores of sustainable in transport by ten years, maybe 20. Probably at least ten. Fundamentally, Tesla should be viewed and measured by to what degree has it accelerated the advent of sustainable energy. I think it’s about a decade perhaps, two decades. These are small steps. in the grand scheme of things, but they matter from a total sort of CO2 capacity of the oceans and atmosphere.

I wish there was some other way to produce rockets without burning things, but there is not. Newton’s third law and there is no way around it.  Balancing what is the best for humanity vs. Newtons third law. No other way to do it except with rockets, whereas there is another ways  to do terrestrial transport, including aircraft and everything else. Everything except rockets I want to see using clean energy. It can be done with batteries and it will be done with batteries. It is important to note, that the world would move towards sustainable energy without Tesla as a catalyst. I am sure it would just get there; it would just take longer.

I have pondered, what is the marginal value of effort and how much more could Tesla make it happen if, let’s say, if I consider my own time. If I were to fully allocate myself to Tesla, how much faster could we grow versus, if I do not fully allocate and just put my time between SpaceX and Tesla?  I think the marginal value is relatively limited. I could maybe make it happen a couple years faster. And then I feel like I could say like the Keeling Curve of CO2 parts per million in the atmosphere, like how much of [a] dent would that make? I’d rather have a Tesla take a couple years longer and still have SpaceX because I think this is the right balance for the greater good.

KLUGER: 1960s, we had a very bipolar, very binary competition. U.S./Soviet, it was very bracing. We don’t have that now. But we do have a somewhat distributed one. There’s the U.S. There’s maybe China. There’s Blue Origin. There’s Virgin. There’s SpaceX. Is it too unfocused? Or do you think this is helping to energize our return to the moon?

MR. ELON MUSK:

I do not see a lot of progress on reusable orbital vehicles to be totally frank with you. There is certainly talk of such things. The only reusable orbital vehicle right now is the Falcon 9.  I hope there will be others. Getting to orbit from an aircraft is actually counterproductive, I would say. Seems like it would be helpful but it is really not that helpful. The aircraft maybe helps 2% and then all the negatives of an aircraft are minus 20%. It is like a 10x difference. For sub orbital flight aircraft are fine. But not for orbit. Mr. Von Braun really knew what he was doing, like I mentioned, he was not in favor of, trying to carry the Saturn 5 under some gargantuan aircraft.

KLUGER: Yeah, would’ve been a bad idea.

MR. ELON MUSK:

Yes, a very bad idea. I think it’s good what, Jeff Bezos is doing with Blue Origin. I will occasionally rib him a little bit. But, I think it’s good what he’s doing.

KLUGER: Do you rib him? Do you ever talk back and forth the two of you?

MR. ELON MUSK: 

Yes, yeah occasionally make some fun.

KLUGER: Can I sit in the room for one of those calls (LAUGHS) one day?

MR. ELON MUSK:

I think he’s done a great thing with Amazon and obviously nobody’s perfect. It is a good that he’s allocating a lot of resources to Blue Origin.

KLUGER: Right, right. Yeah, they’re doing some good work. Very good work as you guys are.

MUSK: 16:43:30

The right general goal.

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An artist’s rendering of the SpaceX Starship riding the Super Heavy booster rocket, designed as a reusable launch vehicle to travel into Earth orbit, and to the moon and Mars.  SPACEX

MR. ELON MUSK:

We are basically taking everything we’ve learned from Falcon 9 and putting it into Starship. Starship is super next level.

KLUGER: It seems to be, and that a question that I would like to ask you.

MR. ELON MUSK:

Yes, Starship is mind-blowing. I am not sure, but I think, there has never been any like it or that has ever been proposed on the caliber of Starship that I am currently aware of.

KLUGER: You don’t have to be a space geek like I am to know that you folks are building some beautiful machines. The original Falcon was sleek and lean and beautiful. The 9 is terrific. The Heavy, it’s the biggest machine flying today.

MR. ELON MUSK:

Yes.

KLUGER: You could get to the moon with maybe two Heavies, it would take, or maybe just one Heavy?

MR. ELON MUSK:

I think you would probably go with two Falcon Heavy’s but you could absolutely go with three.

KLUGER: And in that case, I guess my question is instead of going with what you’ve got and saying, “Let’s get ourselves to the moon in three years,” you’re going an even more ambitious step further with Super-Heavy, the BFR and Starship.

MR. ELON MUSK:

I think we could repeat Apollo 11 and go with a few small missions and send people back to the moon. It would be a repeat of Apollo though. The remake is never as good as the original. (LAUGHS) I really want to have a vehicle that is capable of sending enough payload to the moon or Mars. We could have a full lunar base and a permanently occupied lunar base. It can be incredible. We do have a permanently occupied base in Antarctica. It will be absolutely much cooler to have a science base on the moon.

KLUGER: I would agree on that, yeah.

MR. ELON MUSK:

Yes. It would be super great. If you have a base, on the moon, you would need cargo. If you look at the lunar lander it was pretty small.

KLUGER: It was tiny. And it was made out aluminum foil origami, basically!

MR. ELON MUSK:

Yes, exactly and at the time, it was incredible engineering. But just very tiny. So we need something bigger in order to have a self-sustaining city on Mars. We need to calculate and figure out how are we going to get a million tons of cargo to Mars? That’s why we’re trying to build it as fast as possible. I think it is generally a good idea for a company that is building technology to try to make its own products redundant as quickly as possible.

KLUGER: That’s a nice idea.

MR. ELON MUSK:

Yes it is and slightly discomforting because we have put so much work into SpaceX’s Falcon 9, the Falcon Heavy and Dragon, but actually the thing we should aspire to do is to render them redundant as quickly as possible. And we’ll put them in the museum!

KLUGER: When will we start seeing regular runs to the International Space Station on a crewed Dragon? I know that the idea is when you’re ready to fly safely. But do you have a target date you’re shooting for now?

MR. ELON MUSK:

To launch a crew to the Space Station? This is SpaceX and a NASA’s goal. It will be determined upon readiness. So from a SpaceX readiness standpoint, my guess would be about six months away.

KLUGER: Lovely.

MR. ELON MUSK:

The schedule currently looks like it’s a bit like Zeno’s paradox. You sort of halfway there at any given point in time. And then somehow you get there. So if our schedule currently says about four months, which it currently says about four months, then probably about eight months is correct.

KLUGER: That’s a good way of inverse math. But that’s how these things work.

MR. ELON MUSK:

It often works out that way. I can not assume eight months, otherwise it will be 16 months. It’s bizarre.

KLUGER: Larger goals, if you had to bet your house on when the next boot prints would be on the moon and when those would be SpaceX? So those may be two different questions. This is just spit-balling. What kind of timeframe do you see?

MR. ELON MUSK:

I think we could land on the moon in less than two years. Certainly with an un-crewed vehicle. I believe we could land on the moon in two years. So then maybe within a year or two of that we could be sending crew. I would say four years at the outside.

KLUGER: And when you say, “We,” do you mean the United States or you mean SpaceX?

MR. ELON MUSK:

Well I’m not sure, I mean, if we’ve got two choices, which, if it were to take longer to convince NASA and the authorities that we can do it versus just doing it, then we might just do it. I think we wanna aim to do it and then enable our capability, but it may literally be easier to just land Starship on the moon than try to convince NASA that we can. It might actually be easier to just do it. I don’t know. NASA is obviously the deciding authority and that is out of my hands. But the sheer amount of effort required to convince a large number of skeptical engineers at NASA that we can do it is very high. And not unreasonably so,  but still saying “Uh, come on. How could could this possibly work?” But the skepticism, they have is for good reasons. I think the sure way to end the skepticism is to just do it.

KLUGER: Just do it, yeah–

MR. ELON MUSK: 

“Hey, look. Here’s a picture of landing there right now!” (LAUGHS) That might be the better way to do it. We’ll see. But I think sending crews to Mars in four years, I think that sounds pretty doable. Like, internally we would aim for two years and then reality might be four.

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An artist’s rendition of a colony on Mars.  SPACEX

KLUGER: Lastly, there are gonna be feet on the moon. There are gonna be feet on Mars. Could they be yours one day?

MR. ELON MUSK:

I would like to go to the moon and Mars. I think that would be quite fun. But I need to make sure, the overarching goal here is help make life multi-planetary. This is not some sort of personal quest to go to the moon or go to Mars. My sort of philosophical foundation is in line with Douglas Adams, “The Hitchhiker’s Guide to the Galaxy.” Everyone has their sort of favorite philosopher, but my favorite philosopher is Douglas Adams.

KLUGER: That’s a good one to have.

MR. ELON MUSK:

Well, he is dead now, but he’s got a (LAUGHS) great attitude, and he is a fun guy with a good sense of humor. What he was essentially saying is, “The universe is the answer; what are the questions?

KLUGER: Lovely.

MR ELON MUSK:

If we expand the scope and scale of consciousness, then we are better able to understand what questions to ask. We will learn more and we will become more enlightened. We should try to do the things that expand the scope and scale of our consciousness. Becoming a multi-planet species and ensuring that we have a sustainable climate on Earth is very important to that overarching philosophy. So that is the philosophy I buy into.

KLUGER: It’s a good one. And it holds a lotta potential for the future of the species.

MR. ELON MUSK:

Right.

 

SPACEX | UPDATE: IN-FLIGHT ABORT STATIC FIRE TEST ANOMALY INVESTIGATION

UPDATE: IN-FLIGHT ABORT STATIC FIRE TEST ANOMALY INVESTIGATION

On Saturday, April 20, 2019 at 18:13 UTC, #SpaceX conducted a series of static fire engine tests of the Crew Dragon In-Flight Abort test vehicle on a test stand at SpaceX Landing Zone 1, Cape Canaveral Air Force Station in Florida.

Crew Dragon’s design includes two distinct propulsion systems – a low-pressure bipropellant propulsion system with sixteen Draco thrusters for on-orbit maneuvering, and a high-pressure bi-propellant propulsion system with eight SuperDraco thrusters for use only in the event of a launch escape. After the vehicle’s successful demonstration mission to and from the International Space Station in March 2019, SpaceX performed additional tests of the vehicle’s propulsion systems to ensure functionality and detect any system-level issues prior to a planned In-Flight Abort test.

The initial tests of twelve Draco thrusters on the vehicle completed successfully, but the initiation of the final test of eight SuperDraco thrusters resulted in destruction of the vehicle. In accordance with pre-established safety protocols, the test area was clear and the team monitored winds and other factors to ensure public health and safety.

Following the anomaly, SpaceX convened an Accident Investigation Team that included officials from the National Aeronautics and Space Administration (NASA), and observers from the Federal Aviation Administration (FAA) and the National Transportation Safety Board (NTSB), and began the systematic work on a comprehensive fault tree to determine probable cause. SpaceX also worked closely with the U.S. Air Force (USAF) to secure the test site, and collect and clean debris as part of the investigation. The site was operational prior to SpaceX’s Falcon Heavy launch of STP-2 and landing of two first stage side boosters at Landing Zones 1 and 2 on June 25, 2019.

Initial data reviews indicated that the anomaly occurred approximately 100 milliseconds prior to ignition of Crew Dragon’s eight SuperDraco thrusters and during pressurization of the vehicle’s propulsion systems. Evidence shows that a leaking component allowed liquid oxidizer – nitrogen tetroxide (NTO) – to enter high-pressure helium tubes during ground processing. A slug of this NTO was driven through a helium check valve at high speed during rapid initialization of the launch escape system, resulting in structural failure within the check valve. The failure of the titanium component in a high-pressure NTO environment was sufficient to cause ignition of the check valve and led to an explosion.

In order to understand the exact scenario, and characterize the flammability of the check valve’s titanium internal components and NTO, as well as other material used within the system, the accident investigation team performed a series of tests at SpaceX’s rocket development facility in McGregor, Texas. Debris collected from the test site in Florida, which identified burning within the check valve, informed the tests in Texas. Additionally, the SuperDraco thrusters recovered from the test site remained intact, underscoring their reliability.

It is worth noting that the reaction between titanium and NTO at high pressure was not expected. Titanium has been used safely over many decades and on many spacecraft from all around the world. Even so, the static fire test and anomaly provided a wealth of data. Lessons learned from the test – and others in our comprehensive test campaign – will lead to further improvements in the safety and reliability of SpaceX’s flight vehicles.

SpaceX has already initiated several actions, such as eliminating any flow path within the launch escape system for liquid propellant to enter the gaseous pressurization system. Instead of check valves, which typically allow liquid to flow in only one direction, burst disks, which seal completely until opened by high pressure, will mitigate the risk entirely. Thorough testing and analysis of these mitigations has already begun in close coordination with NASA, and will be completed well in advance of future flights.

With multiple Crew Dragon vehicles in various stages of production and testing, SpaceX has shifted the spacecraft assignments forward to stay on track for Commercial Crew Program flights. The Crew Dragon spacecraft originally assigned to SpaceX’s second demonstration mission to the International Space Station (Demo-2) will carry out the company’s In-Flight Abort test, and the spacecraft originally assigned to the first operational mission (Crew-1) will launch as part of Demo-2.

elon hee

Neoen is proud to receive the “APAC Energy Storage Deal of the Year” award from IJGlobal for our Bulgana Green Power Hub in Australia! Great teamwork with hashtagtesla hashtagsiemensgamesa hashtagsocietegenerale hashtagkfw, WhiteCase, Elgar Middleton hashtagkdb

XPRIZE | Love reaching nearly 3,000 + children in 170 villages across #Tanzania

HOW IT ALL BEGAN: Total Funding Amount by ElonMusk $15 million plus

XPRIZE designs and manages public competitions intended to encourage technological development that could benefit mankind.

Education

Innovation

Management

NonProfit

Founded Date 1995 XPRIZE Foundation, Inc.

The companies, KitKit School out of South Korea and the U.S., and onebillion, operating in Kenya  and the U.K., were announced at an awards ceremony hosted at the Google  Spruce Goose Hangar in Playa Vista, Calif.

www.xprize.org  XPRIZE is a non-profit organization that designs and manages public competitions intended to encourage technological development that could benefit mankind. The most high-profile XPRIZE to date was the Ansari X Prize relating to spacecraft development awarded in 2004. 

Love reaching nearly 3,000 children in 170 villages across Tanzania

https://www.crunchbase.com/organization/x-prize-foundation#section-recent-news-activity

#TWITTER |Twitter Keyboard Hero’s

Keyboard shortcuts

The following are a list of keyboard shortcuts to use on twitter.com.

Actions

  • n  =  new Tweet
  • l  =  like
  • r  =  reply
  • t  =  Retweet
  • m  =  Direct Message
  • u  =  mute account
  • b  =  block account
  • enter  =  open Tweet details
  • o   =  expand photo
  • /  =  search
  • cmd-enter | ctrl-enter  =  send Tweet

Navigation

  • ?  =  full keyboard menu
  • j  =  next Tweet
  • k  =  previous Tweet
  • space  =  page down
  • .  =  load new Tweets

Timelines

  • g and h  =  Home timeline
  • g and o  =  Moments
  • g and n  =  Notifications tab
  • g and r  =  Mentions
  • g and p  =  profile
  • g and l  =  likes tab
  • g and i  =  lists tab
  • g and m  =  Direct Messages
  • g and s  =  Settings and privacy
  • g and u  =  go to someone’s profile

MARS | “This is not some sort of personal quest to go to the moon or to Mars.”

“I would like to go to the moon and Mars. I think that’d be quite fun. But I need to make sure…the overarching goal here is to help make life multi-planetary. This is not some sort of personal quest to go to the moon or to Mars.

TIME AND ELON

My sort of philosophical foundation is in line with Douglas Adams, the Hitchhiker’s Guide to the Galaxy. What he was essentially saying was, “The universe is the answer, what are the questions?” And if we expand the scope and scale of consciousness, then we are better able to understand what questions to ask.

spacex-elon-musk-with-jeffrey-kluger-promo-top.jpg

SpaceX CEO Elon Musk with “Sunday Morning” contributor Jeffrey Kluger. CBS NEWS

We’ll learn more, we’ll become more enlightened. And so we should try to do the things that expand the scope and scale of consciousness. And becoming a multi-planet species and ensuring that we have a sustainable climate on earth, these are very important to that overarching philosophy. And that’s the philosophy I buy into.”

uni

SOURCE BELOW FOR FULL TIME ARTICLE

Elon Musk Told Us Why He Thinks We Can Land on the Moon in ‘Less Than 2 Years’ https://bit.ly/32ykiGdutm_source=twitter.com&utm_medium=social&utm_campaign=social-share-article

Image

 

WIRE-TAP | SEW ELECTRODES DIRECTLY INTO THE BRAIN #Neuralink JULY 16, 2019– #Neuralink.com, is another brainchild company of the world famous Mr. Elon Musk. The company works in the field of  a neuroscience.  Mr. Musk has invested his time and at least $100 million dollars and officially unveiled their big product. : a device that one day could connect your brain directly to the internet.

VISIT: neuralink.com DIRECT FROM THIS LINK

Wire up your brain with little to no pain?

JULY 16, 2019– Neuralink, is another brainchild company of the world famous Mr. Elon Musk. The company works in the field of  a neuroscience.  Mr. Musk has invested his time and at least $100 million dollars and officially unveiled their big product. : a device that one day could connect your brain directly to the internet

  1. Neuralink is described by Mr. Elon Musk as a sewing-machine/robot that can implant micro thin threads deep into the human brain.
  2. Neuralink  has connected its technology successfully to laboratory rats. Neuralink allows 1,500 electrodes or more to connect to the brain.
  3. Neuralink will begin working with human subjects as soon as the second quarter of next year.
  4. Neuralink will help humans with an array of ailments, like amputees regain mobility and helping people hear, speak and see.

Can Neuralink’s  and its team live up to Mr. Musk’s grand vision? We think so.

Mr. Elon Musk is an engineer and entrepreneur who builds and operates companies to solve environmental, social and economic challenges.”

https://www.biorxiv.org/content/10.1101/703801v1

Abstract

Brain-machine interfaces (BMIs) hold promise for the restoration of sensory and motor function and the treatment of neurological disorders, but clinical BMIs have not yet been widely adopted, in part because modest channel counts have limited their potential. In this white paper, we describe Neuralink’s first steps toward a scalable high-bandwidth BMI system. We have built arrays of small and flexible electrode “threads”, with as many as 3,072 electrodes per array distributed across 96 threads. We have also built a neurosurgical robot capable of inserting six threads (192 electrodes) per minute. Each thread can be individually inserted into the brain with micron precision for avoidance of surface vasculature and targeting specific brain regions.

The electrode array is packaged into a small implantable device that contains custom chips for low-power on-board amplification and digitization: the package for 3,072 channels occupies less than (23 x 18.5 x 2) mm3. A single USB-C cable provides full-bandwidth data streaming from the device, recording from all channels simultaneously. This system has achieved a spiking yield of up to 85.5% in chronically implanted electrodes. Neuralink’s approach to BMI has unprecedented packaging density and scalability in a clinically relevant package.

Fullscreen capture 7172019 122240 AM

ARTICLE INFORMATION

History
  • July 17, 2019.

MUSIC | Copyright Office Issues Final Rule Designating Mechanical Licensing Collective and Digital Licensee Coordinator Under the Music Modernization Act

Copyright logo_new

NewsNet Issue 773
July 5, 2019

Copyright Office Issues Final Rule Designating Mechanical Licensing Collective and Digital Licensee Coordinator Under the Music Modernization Act

The U.S. Copyright Office has designated entities to serve as the mechanical licensing collective (MLC) and the digital licensee coordinator (DLC) under the Orrin G. Hatch–Bob Goodlatte Music Modernization Act (MMA).

The MMA directs the Register of Copyrights to designate a nonprofit entity operated by copyright owners as the MLC, which will administer the statute’s new blanket compulsory licensing system for digital music providers beginning on January 1, 2021. Among other duties, the MLC will be responsible for receiving usage reports from digital music providers, collecting and distributing royalties, and administering a process by which copyright owners can claim ownership of musical works (and shares of such works). The MMA also authorizes the Register to designate an entity as the DLC, which will represent digital music services in the administration of the license.

To make these selections, the Office conducted an extensive public inquiry in which it solicited proposals from entities seeking to be designated as the MLC or DLC, as well as comments from interested members of the public. In response, the Office received over 600 comments from stakeholders throughout the music industry, including numerous copyright owners who provided endorsements for one or more of the entities seeking designation.

Based on this record and the statutory selection criteria, the Register has designated Mechanical Licensing Collective, Inc. as the MLC, and Digital Licensee Coordinator, Inc. as the DLC. The Office looks forward to working with these entities and other stakeholders as the MMA implementation process continues.

Additional information about the designation proceeding is available here.

CLE | FLORIDA BAR

MOTOR TREND INTERVIEW |ELON MUSK REFLECTS ON SIGNIFICANCE OF TESLA MODEL S : MotorTrend’s 70th Anniversary, the editorial staff put together an “Ultimate” Car of the Year story to determine the most significant vehicle of the past 70 years.

INTERVIEW: ELON MUSK REFLECTS ON SIGNIFICANCE OF TESLA MODEL S
Also talks Easter eggs and the future of the automobile
TESLA MODEL S FEATURES SHARE:  by Words: Edward Loh Photos: William Walker July 16, 2019 To celebrate MotorTrend’s 70th Anniversary, the editorial staff put together an “Ultimate” Car of the Year story to determine the most significant vehicle of the past 70 years. The following are excerpts from a video interview of Tesla co-founder and CEO Elon Musk at Tesla’s design studio, in Hawthorne, California.

EMMT
We are celebrating 70 years of MotorTrend this year. And our editorial team decided of all the Cars of the Year we’ve awarded—

Elon Musk: We came second?

No, you didn’t come second.

EM: Ultimate Car the Second.

We wouldn’t be here if that was the case. We’re here to celebrate the Model S as our Ultimate Car of the Year, so congratulations.

EM: Thank you. Great honor. We have massive respect for MotorTrend, and you guys have great judgment, obviously I think that, but best car publication I think.

We appreciate that, and we also appreciate you guys bringing out a couple of your vehicles, including the original concept Model S.

Franz von Holzhausen: Yeah, we started planning it in 2008 and just revealed it March of 2009. So early 2009 and actually, right behind that wall, right in this room is …

EM: Yeah, that corner of the rocket factory, that big building, that’s the main SpaceX production facility, and the Falcon rockets are made right behind that wall. And we didn’t have a design studio or anything, so we just made one in a tent in that corner of the factory right there.

Image

Amazing. So when was the last time you saw this concept in person?

EM: Actually, several years. It’s been ages. I can’t believe it’s been 10 years since we unveiled this. That’s crazy.

FvH: 10 years brought back a lot of emotions seeing it.

https://t.co/pDwSrBDsW2  SPECIAL INTERVIEW HERE

EM: Yeah, absolutely.

What does it bring back? When you see this, what comes through?

EM: Heartache. We gave our heart to this car for sure. Everything, just like all in.

Any particular feature you look at and you’re like, “Man, I remember how we really sweated over the … “?

FvH: Door handles.

EM: Door handles for sure, the nose, every curve, every crease, angle—we went over every tiny piece all the time. And it’s a hard thing to make a sedan look good. To make a sports car look good is relatively easy. It’s sort of like a runway model. The proportions are all … they’re set up to look good. But sedan proportions are not set up to look good. Most sedans don’t look good.

FvH: And the overall challenge was to make sure we could fit seven people in this car. When you think about a sedan that fits seven people, it fits like oil on water. It doesn’t really mix.

EM: I was just trying to get my kids in the car. So I was like … we needed to have a rear facing … two seats to the rear so I could get my kids in the car. But also be like, who has a sedan that can seat seven and that has a trunk in the front? So to be able to seat seven people and still carry luggage is crazy. So we wanted a car that had just crazy specs, that sounded impossible, and a lot of people said it was impossible. I don’t know if you remember Dan Neil, who I actually have a lot of respect for—he wrote an article saying we’re all BS it’s not going to happen, the Model S is a fraud or whatever. He’s talked to everyone in the industry, and they’ve all said it’s impossible, so if we’re claiming it’s possible, that’s not true. And I called Dan and was like, “Dan, I’ll bet you it is.” So we had like a bet. And he said, “Fine, I’ll bet you you’re wrong.” “OK, I’ll bet I’m right.” And he was a good sportsman, paid up on the bet.

So back then, can you describe what were the nights like? What were the days like?

FvH: Yes, it kind of felt like we jumped out of the airplane and then decided we need to figure out how to get a team of people to design the parachute. So we were trying to find the people and design and create the product all kind of mid-flight, which is somewhat perilous. We put everything into it.

EM: We definitely put everything into it, and I want to give a lot of credit also to the engineering team. Because you can design something that looks good but doesn’t work. So it needs to look good and work well, and in order to have a lot of interior room in the car, we had to make the drive unit light and tight. So we put maximum amount of effort into just compressing the package for the motor, gearbox, and inverter, getting the pack in there, in the floor.

FvH: And that’s something we talked about on a daily basis. How do we get one more millimeter outside of the pack, one more, one more. Just relentlessly driving down to—

EM: Yeah, particularly the height, we were just down to fractions of a millimeter. So everything’s like point how many millimeters high in order to get everything … ’cause you’ve got a battery pack there, then you’ve got a floor pan, and you’ve got seat rails, and you’ve got carpet, and there’s quite a strong protective base plate on the bottom. And that all adds up, and then we want to have still good headroom in the car. But if you make the car too tall, you lose the beauty. It starts looking weird if the sedan is too tall. The length to height matters enormously in the feeling of aesthetics.

Well you nailed it. It really has one of the best sedan stances on the road. We were talking earlier, though, about the display you put in there. How did that come about? Where did that come from?

EM: We wanted to have a nice, big screen that … like a 17-inch screen is what you get on a big laptop, so I was like, let’s just go to the laptop supply chain and get a 17-inch screen. The hardest thing was getting the touch to work. So we were really pushing the envelope. We were doing, at the time, the largest high-precision touch interface of anything, car or otherwise, so we had a lot of trouble with the components to get the touchscreen to work because nobody had done it of that size anywhere. It’s just a screen you can reprogram, you can update, you can keep it fresh. So even if somebody has a car from 2012, they can get the latest interface; they get more features and functionality. So we’re still improving the features and functionality of cars that were made seven years ago.

So you had that idea that you could over the years update, you could add Easter eggs, you could add games even? This was an idea that you had way back when from the inception of adding this touchscreen?

EM: The basic principle was it’s a computer on wheels. So if you had a laptop on wheels you want to have a big screen, you want to have a touch interface, and you want to have over-the-air [updating] capability. Then that gives you a lot of freedom to keep improving the car with software. The over-the-air stuff, we started doing that even on Roadster. It’s just kind of like being normal in that, what is normal for a consumer trying to buy this would be that you can get an over-the-air update. PCs have been doing over-the-air or connected software updates for 30 years or whatever. So if you are going to make a computer on wheels, then you should obviously be able to connect to the internet, you should be able to update it, it needs to have at least the computer capability of an advanced laptop, and then you’ve got your laptop on wheels.

FvH: And then it improves with age. Not many cars do that.

EM: I think it’s something much more obvious. At least it’s very obvious if are like a technologist and just sort of—if you live in Silicon Valley, you definitely want a software-upgradable, always-connected [car]. Seems crazy not to.

The original Model S came out in 2012 for the 2013 model year. How come nobody has surpassed Tesla in terms of range and performance? The Model S is still the quickest production sedan MotorTrend has ever tested.

EM: Well I don’t know. It’s surprising to us. I thought the industry would have had cars that are competitive to the Model S well before now because as we were talking about—the Model S debuted in 2009, and even if people thought, “Well, that’s an impossible car to build,” which conventional wisdom said that the Model S was an impossible car to build, and there were many articles written to that effect. But once we started delivering them to customers and they were approved by the regulators and met all of the safety requirements, it’s like the Model S has got the best safety rating that NHTSA had ever tested of any car. I really expected that there would be within maybe three years or something, we’d have something that was better than the original Model S. But I guess the car industry is just fairly slow to evolve, and it didn’t take electric vehicles really seriously until 2015, maybe 2014 you could say.

But when we debuted the Model S in 2012, we were in production hell—seems we were in production hell a lot. But as you move through orders of magnitude of production rate, each factor of 10 is for sure gonna be hell if you’re making giant step changes. You’re going from the original Roadster—we went from 600 cars a year to an initial production rate of 20,000 a year with Model S, and Model S is a far more complicated car. And Lotus was building the non-powertrain portion of the car for us for Roadster, then we did final integration at that old Ford dealership in Menlo Park. But it was like a giant leap, so we had tremendous difficulties reaching volume production for the Model S. We just sort of barely got to a run rate of 20,000 a year by the end of 2012. But our 2012 year was financially terrible. Even 2013 was still pretty bad. I think we did over 20,000 cars in 2013, but financially it was still a rough year.

I would say probably for the car industry, it was probably 2014 at the earliest, maybe 2015 before they started taking market share. A lot of the senior execs at the other car companies still didn’t believe it, and we’re like, “Well, you could just drive it and see if it’s real.”

Prior to driving it, a lot of the car magazines and business publications were pretty critical of Tesla, and then we saw the light during our Car of the Year testing. I think MotorTrend Car of the Year was the first major award you had received.

EM: That made a big difference. Getting MotorTrend Car of the Year was amazing, and it really helped validate Tesla and electric vehicles. So, very appreciative of that.

And the business publications? I know a lot of them have changed their tune, but it seemed to lag a little bit from the car journalists—maybe because these guys are from New York, they don’t drive.

It for sure made a difference, yeah, absolutely. I think there’s a fundamental disconnect to the business publications and for a lot of people from New York that are in the financial sector. They’re just out of touch, and they don’t know it. Whereas if you’re in Silicon Valley or you’re in L.A. and you see Teslas everywhere and people are driving them and then you have lots of friends if you’re in this neck of the woods who are driving a Tesla and love it, then it’s obvious what the situation is. But if you’re in Manhattan and just getting driven around in a limousine, you’re maybe not in touch.

So we’re here now, in the era you’ve successfully launched a Model 3, you’ve shown off the SUV based on that [Model Y], we talked a little bit about the coming truck, but this Model S is still the fixture. You’re still upgrading it. You’re still updating it. A couple of days ago you added a new video game—Beach Buggy—and I understand the game Cuphead is coming. Where does this come from? Where did the Easter eggs idea come from?

EM: The overall goal is, how do you make a car a fun as possible? And we’re not developing these games or anything. It’s just they’re existing games, and we said, “Hey, we think it would be fun to put a bunch of games in the car,” and if you’re in the car for any reason, you can just play a game in the car. We only have like a couple of engineers on this. It’s not like a massive investment. But if you’re waiting for somebody while they’re shopping or you’re charging up or something, you can play a video game. And especially if you can make it interactive, like interactive video games between various Tesla cars could be cool. Like some sort of interactive scavenger hunt with augmented reality could be pretty fun. I think there are a lot of fun things you could do in a car.

EM: And the overarching goal is, what can we do to make you fall in love with this car? And I think the biggest thing about Tesla and the cars that we make is that this is not designed by a soulless corporation. There’s not like some finance spreadsheet or something like that with some market analysis. There’s none of that. Obviously we need to bring in more money than we spend, but at the end of the day we want to make a car that we love, that hits us in the heart, that makes you feel. And how many of these cars, they have no soul. They make all these cars that have no soul or no heart, and they wonder why nobody feels anything for them. Why should they?

That’s a very bold statement because I think a lot of people feel like EVs, because they lack some of the sounds, some of the noise, some of the more manual controls, actually have less soul. Maybe that’s nostalgia or is it something else? I mean you prior to Tesla, you owned one of the, some would say the best sports car—

EM: The E-Type?

The McLaren.

EM: Oh, the McLaren F1.

How do you juxtapose that? That was the supercar of the day.

EM: It was. Now the Model 3 performance can beat it. I do think that the McLaren F1 was an incredible design, and for a gasoline car it’s amazing. It’s a piece of art, that car, for sure. I mean, it’s aesthetically stunning, using state-of-the-art carbon fiber technology; the architecture is brilliant for F1. But when you go to electric, it’s just a fundamentally superior technology. You’ve got physics on your side. You’ve got Isaac Newton as your co-pilot; he’s helpful. So the Performance Model S, the McLaren the F1 is 50 percent slower 0-60 than the Performance Model S. Fifty percent. That’s insane. And it’s a four-door sedan that can seat up to seven. So you could probably put seven people and full luggage and still beat a McLaren F1.

We’ll try and validate that.

EM: Yeah, should work. A equals F over M. Yeah, F’s big.

What’s the next—I don’t want to say the next 70 because I already asked you that. And as we try to stay relevant in our space, how is Tesla going to keep being relevant, being the leader in EVs? What do you have to do? What do you guys have to do?

EM: Well, I think we’ve got to scale up our production, get to making millions of cars per year. And keep improving the price of the car, offering version of the car that cost less so that people can afford them while still having a car that people love and is great in every way. That’s sort of our challenge overall. But I feel like we’re on a good path to that. We’ve got a really exciting product lineup, just when we’re talking about Tesla specifically, and we can talk more about the future, but we’ve got the Tesla Semi, the new Roadster, later this year hopefully we’ll be unveiling the Tesla pickup truck, and Model Y will be going into production. I think in general, though, from a societal benefits standpoint, we need to just improve the cost of an electric powertrain—the battery pack and powertrain overall—to make the car more affordable, and we need self-autonomy. Those are the two things at a very high level that matter the most. But doing it along the way with heart and soul.

I think the autonomy is really going to transform automotive. … I mean since the major innovations in production that Henry Ford and others can up with, the next two massive disruptions for cars are electrification and autonomy, and electrification and autonomy are happening at the same time very basically. So the future will be all electric, all autonomous. I don’t mean some electric, some autonomous, I mean all electric, all autonomous. And in fact, I would really caution someone against buying a gasoline or diesel car or truck because it will have poor resale value in the future.

It will be like—I’ve made this comment before—but it will be like, let’s say it is 100 years ago, 1919, and a lot of people were still buying horses, and there was like this new radical thing called cars. Essentially you have this Model T or whatever, and people are like, “That’s weird automobile technology that will never catch on,” and they bought a horse, so that was a mistake. So trust me when I say the future is electric autonomy. So you want to buy a car that is electric, and you want to buy a car that is capable of autonomy, which a Tesla is. This will, I think, become very obvious within a few years.

It will change things quite a lot. If things were autonomous and cars are in use a lot, the fundamental utility of a car is right now is maybe 10 or 12 hours a week. Let’s estimate an hour and a half, two hours a day. With a shared autonomous fleet, that goes up to like 50 or 60 hours on average, maybe more. So then the cars will be used a lot more. You’ll want probably dynamic personalization, so it’s like you step into the car, it knows who you are, it knows everything you want, and the car reconfigures itself automatically to all your preferences. So you could step into any car, and that’s how it would be. There won’t be a steering wheel in most cars, no pedals. I mean there will still be a small number of cars made for people who still want to drive cars, but it will literally become like horses. People have horses, but it’s just not that many people who have horses, and they don’t usually go to work with them. They’re recreational. So it will be recreational, and cars that you drive manually or by yourself will be 1 percent of all cars, maybe 2.

Whether you like it or not, this is what’s going to happen. But certainly for those that love driving, I don’t think they will be prevented from driving, just like those who want to ride a horse, they are not prevented from riding a horse. But it will just be very few people that choose to do that.

FvH: I also think Model S proved that an electric vehicle can be beautiful and fun to drive and something you desire to own. And I think Tesla will do that with autonomy, as well. So it’s not going to be a scary, ugly, dystopian future. It’s going to be a fun, beautiful experience. And I think all of our products will have that. And this showed that’s possible.

SOURCE

 

Tesla Network

Tesla example of a ride-share app presented by Elon Musk

Tesla example of a ride-share app presented by Elon Musk

TESLA PRESENTATION

Elon Musk presented about the future Tesla network, which I will write about in more detail tomorrow. You will be able to specify times and rules about how your car can be used by others. Some initial points:

  • Tesla projects current cars will last one million miles. 2018 battery packs last 300K to 500K miles. By 2020 they will also last 1M miles by getting to 4,000 cycles.
  • Tesla predicts the operating cost of a Model 3 robotaxi at just 18 cents.
  • “Snake” charger will allow recharge with no human.
  • 25%-30% cut for Tesla, 65 cents/mile profit per mile (including 50% empty miles, which seems high.)
  • 90,000 miles of taxi service per year (NY Taxis do about 62K miles per year.) 11 Year life, $30K profit per year. Total present value of $200,000 estimated by Musk.
  • Tesla’s contract forbids the use of Tesla cars in any other ride-hail network.
  • Eventually, after steering wheel is removed and capped, car cost drops to $25K per year.

Tesla has promised that eventually, they will create a ride-hail service (similar to Uber in appearance) where the private cars of Tesla owners provide the rides in autonomous modes, making money for that owner. Ie. you would declare that you don’t need your car for the next 5 hours, and it would join the network, and scoot off to give rides, then return to you. They have predicted this may be available in just 3 years, and it will cause each Tesla to become much more valuable because of its ability to make money.

It is uncertain how many people would want to do this, or how many will keep their car in the state where it could be dispatched on short notice to serve somebody. (Many people keep things in their cars and don’t want the battery suddenly depleted.) For those who do, the car will, of course, incur costs and depreciation which estimates and calculations suggest is around 37 cents/mile but which Tesla predicts could be 18 cents/mile with their car. They are predicting a network cost of $1/mile (half of Uber) but have not come to final conclusions.

Tesla is extremely dedicated to this idea. In fact, Musk declared that they will now be pushing customers to buy the lower-end “Standard Plus” Model 3 rather than the long-range Model 3, because they are limited in how many cars they can sell by how many batteries they can make. If they sell smaller batteries, they sell more cars, and that means more cars in the future to go into their robotaxi service. Musk was asked how much Tesla was spending on Autonomy and he replied “It’s basically our entire expense structure.”  This suggests they are really betting the farm on this plan.

More to come

Coming soon, discussion of:

  • The Tesla Network and Robotaxi Economics
  • The use of simulation in training and testing
  • The incremental approach to full self-driving
  • Transitions between autonomy and manual driving
  • Tesla’s timelines
  • Tesla’s safety record

AN OPERA | Ladies, gentlemen, servants, musicians, shepherdess, peasants, Citizens, soldiers and heros! Enjoy.

In Italy,  as the 19th century ended, opera was being born. Verismo was ideals of theatrical truth and realism, ideas which echoed that a lyrical stage should be set as life as it actually is. This would depict the day to day struggling of ordinary people doing ordinary things.

Umberto Giordanio’s Andrea Chenièr, first produced in 1886, Leoncavallo’s Pagliacci and Mascagni’s Cavalleria rusticana set the stage for this era verism. Umberto Giordanio’s Andrea Chenièr  can be cited is a great veristic opera. He was able to play with and keep this opera within the laws of music. The French Revolution, an era of history which was grim, bloody and tumultuous, was the subject matter of his opera.  He choose to pick a moment of history and to people that opera will experience music, as no other art form can paint. Passion burns with co/or, so it vibrates and glows and stings.

Andrè Marie de Chènier was a poet and visionary whose life was ended on the guillotine in 1794.  Through his eyes and voice, Giordanio recreated the turmoil and tragedy that saddened the world.

 

https://metopera.org/season/on-demand/opera/?upc=811357013267

Here is a look at Jonas Kaufmann in the title role alongside Anja Harteros.

#HumanRights |#Tesla is committed to ensuring that its suppliers do not use slave or child labor or engage in human trafficking. Tesla does not, and will not, tolerate the use of #slave or #childlabor in the manufacture of its products and does not, and will not, accept products or services from #suppliers that engage in #humantrafficking in any form. Human trafficking, child labor and slavery are crimes under state, federal and #internationallaw. These crimes exist in countries throughout the world.

The entire automotive industry revises their prices on a monthly basis. It is just hidden in car manufacturers leaving the MSRP unchanged, but offering both direct to Consumer and indirect Dealer incentives that consumers never hear about. These can be cash incentives or interest rate buy-down’s and lease specials that manipulate lease terms and change per region. This is before the price changes from dealerships even come into play.

Edmunds explains this very well in their “New Car Incentives and Rebates” page, and then go on to list page after page of different car maker incentives.

“New-car incentives and rebates are used by automakers to either spur
sales of slow-selling models or motivate a customer to stay loyal to the
brand. They often take the form of cash discounts off the vehicle or
low APR interest rates for financing. Incentives and rebates can vary by region and often change from one month to the next.”

As far as the price changes themselves go, the only reason why you can count the number of Tesla same-trim price changes so easily is because Tesla doesn’t hide the price changes behind bogus MSRP numbers that are meaningless, and hide the real price in endlessly changing incentives. But understanding that requires a minimum amount of consumer savoy and understanding of automotive industry practices, while anybody can see it when Tesla transparently announces their prices changes right upfront on their website.  ZEN

Electric Vehicle Incentives

Incentives shown are available for cars delivered in . Learn more about additional state and utility provider incentives in your area.

Gasoline Savings

Electric vehicles are less expensive to fuel than gasoline powered vehicles. The average person drives between 10,000 and 15,000 miles and spends between $1,300 and $1,900 on gasoline per year. In comparison, the cost of electricity to power Model S over the same distance is up to four times lower. Over the six year average length of car ownership, that’s between $5,500 and $8,200 in gasoline savings. We’ve assumed a fuel economy of 21 miles per gallon for a comparable gasoline powered premium sedan, for example, the 2016 Mercedes-Benz S550. We’ve also assumed the national average of $0.13 per kilowatt-hour for electricity, 10% charging on Tesla’s Supercharger network and $2.85 per gallon for premium gasoline over the next six years.

Calculator

The calculator above provides information about the price of the car if you participate in Tesla leasing. The calculator does not include taxes or fees. Please note you are subject to lease approval.

Tesla Lending

Available in most states. On approved credit. Not all customers will qualify. Payments do not include applicable taxes. Tax, title, registration and other fees are additional fees that are due at signing. Estimated monthly payments shown based on the displayed interest rate that is valid for vehicles delivered by 6/30/19.

Tesla Leasing

Available in most states. On approved credit. Not all customers will qualify. Payments do not include applicable taxes. Tax, title, registration and other fees are additional fees that are due at signing. No security deposit required. The “financing rate” shown may not measure the overall cost of financing this lease. Estimated monthly payments shown based on lease program that is valid for vehicles delivered by 6/30/19.

Wheels

There are different advantages to the 21-inch and 19-inch wheels. For example, the 21-inch wheels generally provide increased handling whereas the 19-inch wheels wear less quickly and provide more protection from obstacles and poor road conditions.

Performance

Performance acceleration ratings are based on maximum battery power mode and follow Motor Trend’s test procedure of subtracting the first foot rollout time to represent drag strip performance.

Range

Figures based on testing to EPA standard. Vehicle range may vary depending on the vehicle configuration, battery age and condition, driving style and operating, environmental and climate conditions.

For additional information, please see the current version of the Owner’s Manual. The Owner’s Manual may be updated and revised as new features are introduced. Please refer to your vehicle’s Owner’s Manual for the most up to date information.

JULY JOLLIES |IT ALL MUSK HAPPEN !! Shock diamonds, Mach diamonds, Mach disks, Mach rings, donut tails or thrust diamonds your calendar.

IT IS ALL HAPPENING SOON:


NEURALINK

All invites have now gone out for the Tuesday event. (Be sure to check your spam folder!) Livestream details will be available on our website shortly before event start at 8pm Pacific Time on Tuesday July 16th.


 SPACEX STARSHIP TESTING

2:00 – 8:00 CST

 


HYPERLOOP

awwww


 

TESLA

Tesla (NASDAQ:TSLA) has announced that it would be posting its financial results for Q2 2019 after the market closes on Wednesday, July 24, 2019. The company would be issuing a brief advisory with a link to its Q2 2019 Update Letter, which will be accessible from Tesla’s Investor Relations website. A live Q&A session is set for 2:30 p.m. Pacific Time (5:30 p.m. Eastern Time) to discuss the electric car and energy company’s financial results and outlook

PUBLIC HIGH SCHOOL | PICK ONE -GOOD LUCK

Here is our list of sources:

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Hand printed tee shirts Hand screen printed in California Pre-shrunk 100% combed ring-spun fine jersey cotton 30 singles 4.5 ounce super soft t-shirt, Measurements are taken of the front of the shirt. For example, a Men’s Small says Chest = 18″, which means it measures 18″ from left to right of the front of the shirt. The full shirt circumference = 36″ (front and back combined).

ELONMUSK |HYPERLOOP

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https://www.spacex.com/hyperloop

Castbox Listen here

The 2019 Hyperloop Pod Competition will take place on July 21, 2019.
SpaceX is revolutionizing terrestrial transportation through its Hyperloop services. The company currently provides these services to innovators and universities across the world interested in high-speed transportation technology and solutions. The Hyperloop system built by SpaceX at its headquarters in Hawthorne, California is approximately one mile in length with a six foot outer diameter.

hy

THE OFFICIAL SPACEX HYPERLOOP POD COMPETITION

SpaceX announced the Hyperloop Pod Competition in 2015. The competition’s goal is to support the development of functional prototypes and encourage innovation by challenging student teams to design and build the best high-speed pod. The first three competitions were held in January 2017, August 2017, and July 2018 and were the first of their kind anywhere in the world.
Based on these successes, SpaceX has moved forward with the fourth installment: the 2019 Hyperloop Pod Competition. As with previous competitions, the competition will be judged solely on one criteria: maximum speed with successful deceleration (i.e. without crashing), and all pods must be self-propelled. The key updates to the rules for the 2019 competition are the following:
Image result for spacex hyperloop pod competition 2019
  1. Teams must use their own communications system. SpaceX will not provide an on-pod communications system, otherwise known as the Network Access Panel (NAP).
  2. Pods must be designed and tested to propel themselves within 100 feet of the far end of the tube before stopping. This can take the form of a single main run to that point or a “slow crawl” after the pod’s main run has been completed.

The below teams have been selected to compete in the 2019 Hyperloop Pod Competition.

Avishkar Indian Insitute of Technology Madras
Badgerloop University of Wisconsin – Madison
Delft Hyperloop Delft University of Technology
EPFLoop EPFL – École Polytechnique Fédérale de Lausanne
HYPED The University of Edinburgh
Hyperloop at Virginia Tech Virginia Polytechnic Institute and State University
Hyperloop UPV Universitat Politècnica de València
Hyperlynx University of Colorado – Denver
HyperXite University of California – Irvine
Midwest Hyperloop Purdue University; University of Cincinnati; University of Illinois Urbana-Champaign
MIT Hyperloop II MIT – Massachusetts Institute of Technology; University of Texas at Austin
OneLoop University of California – Davis
Paradigm Hyperloop Northeastern University; Memorial University of Newfoundland; College of the North Atlantic
Queen’s Hyperloop Design Team Queen’s University
SLOLoop California Polytechnic State University – San Luis Obispo
Swissloop ETH Zurich
TUM Hyperloop Technical University of Munich
UMD Loop University of Maryland
UNSW Hyperloop The University of New South Wales
uWinLoop & SCCLoop University of Windsor; St. Clair College
Washington Hyperloop University of Washington
Note: This competition is a SpaceX event. SpaceX has no affiliation with any Hyperloop companies, including but not limited to those frequently referenced by the media.
Break a pod!
Additional competition support provided by:
The Boring Company
For additional information on the Hyperloop, visit spacex.com/hyperloopalpha

https://twitter.com/uWinLoop/status/1150518457667997696

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Working on the future of transportation. Seamless travel at 1,000 km/h.

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Official Twitter account for the 

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SpaceX designs, manufactures and launches the world’s most advanced rockets and spacecraft

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Hyperloop team @ EPFL, creating the next-generation transportation technologies.

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Elon Musk, Model S, Model X, Model 3, Superchargers, SpaceX, Hyperloop (#ModelXP100D & #Model3 Owner) 

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International Team of MUN, CNA, NEU Students developing the 5th mode of transportation for the SpaceX Hyperloop Competition.

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The official Twitter account of the University of Illinois Hyperloop Team. In collaboration with Purdue Hyperloop and Hyperloop UC as Midwest Hyperloop.

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Designing and developing new technologies for a more sustainable and efficient transportation of people and cargo worldwide. #hyperloop#Europe 

 

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Electric Wheel | 1893 #Chicago World’s Fair

Thomas Hill: Quincy elevators, Electric Wheel and the 1893 Chicago World’s Fair

The Smith-Hill Worm-Gear Elevator company is shown on a medal at the 1893 Chicago World’s Fair.

Quincy has long been a community of industry and industrial innovation. Think of Elmer Wavering and the Motorola facility. Parker Gates and the Gates Radio Company. R.W. Gardner, who invented a governor for motors and established the Gardner-Denver Co.. Harold Knapheide Sr. and the Knapheide Mfg. Co. developed technology that made the farm truck body industry. Thomas Black and his son William Black (Black White Limestone Company) developed calcium products. W.J. Brower came up with basic ideas for the incubator and brooder industry. Oscar Brinks developed cartography and color photography to become a leading supplier of maps. And there is more, including Moorman Manufacturing, Michelmann Steel and Comstock-Castle.

A leading inventor and industrialist was Thomas Hill (1840-1914). Hill was born in Wales and came to America in 1861. During the Civil War he worked on government boats on the river in St. Louis. He moved to Hannibal, Mo., and then to Quincy in 1866 or 1867, where he found employment at the Gardner-Robertson machine shop at Fifth and Ohio, later called the Gardner Governor Works. In 1874 Hill joined the firm of Smith-Hayner & Co., also located at Fifth and Ohio. The firm had been established in 1870 by Ceylon Smith and Levi Hayner. In 1888, a new corporation was formed, the Smith & Hill Foundry and Machine company, which employed 75 to 100 men.

An article in the Quincy Daily Journal described the work of Smith-Hill & Co.:

“In addition to the work of a general machine shop, they are meeting with the highest success in the production of architectural iron work,” with projects in Utah, Kansas City, Des Moines, and scores of other cities. “Their second specialty is the manufacture of the best elevators ever put on the market. They have sold these elevators from Miller’s Falls, Mass., to South Pueblo, Colo. Wherever they have gained a footing, they have not failed to get other orders. … For speed, safety and economy of space this elevator is unequaled.”

Hill obtained a number of patents for his inventions: “Steam-Hammer,” May 2, 1876; “Power Elevator,” June 12, 1883; “Steam Pump,” Feb. 14, 1888; “Metallic Wheel,” March 19, 1889; “Machine for Heading Spokes,” March 8, 1892; and then “Elevator Controlling Mechanism,” May 16, 1893. The “Elevator Controlling Mechanism” was a significant device. It locked an elevator in place when there was a power failure, and prevented it from falling to the bottom of the shaft. Elisha Graves Otis (1811-1861) had obtained a similar patent in 1861. Smith-Hill Co. eventually dropped all machine work and devoted itself entirely to the manufacture of elevators.

Smith-Hill Co. had an exhibit at the 1893 World’s Columbian Exposition, the Chicago World’s Fair. An Exposition Flyer refers to “Smith-Hill Co., manufacturers of Electric Steam, Worm-Geared and Hand Power Elevators.” The exhibit was awarded a medal, and Thomas Hill was presented a diploma for his skill as designer and inventor in the production and perfection of the exhibit.

Erik Larson’s 2003 novel, “The Devil in the White City” tells us about other new devices and concepts encountered by the Fair’s visitors:

“They saw even more ungodly things — the first zipper; the first-ever all-electric kitchen, which included an automatic dishwasher; and a box purporting to contain everything a cook would need to make pancakes, under the brand name Aunt Jemima’s. They sampled a new, oddly flavored gum called Juicy Fruit, and caramel-coated popcorn called Cracker Jack. A new cereal, Shredded Wheat, seemed unlikely to succeed — ‘shredded doormat,’ some called it — but a new beer did well, winning the exposition’s top beer award. Forever afterward, its brewer called it Pabst Blue Ribbon … And most spectacularly, Chicago’s Answer to Paris, the Ferris Wheel.” (The Eiffel Tower had just been completed in Paris, in 1889.)

With its elevator improvements and patent rights, Smith-Hill Co. became a very valuable asset. On Jan. 1, 1899, Hill, now the sole owner, sold the company to the Otis Elevator Co. Hill moved to Chicago with Otis, but remained there for only two years. While in Chicago, Hill formed the Quincy Engine Co. He returned to Quincy, taking an option from Otis on his old location at Fifth and Ohio. However, on Feb. 6, 1902, he sold the old Smith-Hill plant, and took options on 320 acres of land near 30th and Chestnut streets, giving rise to the birth of Quincy’s Walton Heights District. Quincy Engine Works erected a 50,000-square-foot factory at the Walton Heights location. However, there was a labor strike and lockout from 1903 to 1905, and Quincy Engine Works sold the factory to Otis Elevator in 1910. Gardner-Denver acquired the factory in the 1940s.

At the same time the Quincy Engine Works plant was constructed, the Ellington Manufacturing Co., with Hill as president, and the Electric Wheel Company, with Hill as vice president, moved from Fifth and Ohio to Walton Heights. The Electric Wheel Company is now the Titan Wheel division of Titan International.

The Electric Wheel Company was incorporated April 24, 1890, by Charles G. Comstock, Thomas Hill, and Samuel H. Emery Jr., with John A. Stillwell as secretary and manager. Replacement of wooden wheels by metal ones was a big help for farmers and farm implements. The wheels were made by drilling holes through circular steel bands into which heated spokes were inserted, then riveted into place. Hill invented a machine for heating the ends of the spokes electrically, rather than in an oil-fired forge, receiving his March 8, 1892, patent, “Machine for Heading Spokes.” The company took the name Electric Wheel from Hill’s process, thought to be a major advancement in wheel manufacturing. Eventually the electric wheel method was discarded, but the company kept its name.

Thomas Hill died in Quincy May 27, 1914, in his home at 2102 Jersey. His great-granddaughter, Ann Sosnkowski, still lives in the family home with her husband, Alex.

Hill’s obituary in the Quincy Herald states:

“Mr. Hill was a mechanical genius with remarkable inventive ability. … As a man he commanded the esteem of all who had dealings with him, and the city feels that in him it has lost one who did more than his share toward making Quincy an industrial center. He was a self-made man, beginning at the bottom of the ladder and working himself up to a position of prominence, solely through his personal ability and superior mentality. He is survived by his widow, with whom he spent more than 50 years of happy married life, four daughters, Mrs. A.Q. Davis of Ontonagon, Mich., Mrs. Fred Luhrs of Chicago, Mrs. Joseph Piggott and Miss Susan of Quincy, and one son, Willis Hill, of New York City.”

Robert Cook recently retired as a justice of the Illinois Appellate Court. He is a member of the Historical Society.

Sources

Peoples History of Quincy, pp. 354, 360, 370.

Obituary, Thomas Hill, Quincy Herald, May 28, 1914.

Carl Landrum, The Birth of Quincy’s Walton Heights District, Quincy Herald-Whig, April 21, 1991.

Smith, Hill & Co., Machinists and Foundrymen, Eagle Foundry, Corner Third and Ohio Streets, Quincy Daily Journal, June 4, 1887, special edition, p.1.

Gardner Denver: 150 Years of Industrial Innovation, 2009, pp.16, 86.

A Big Enterprise, Incorporation of the Electric Wheel Company, The Quincy Daily Whig, April 27, 1890.

Electric Wheel, Discarded invention behind firm’s name, Quincy Herald-Whig, February 10, 1980.

Carl Landrum, From Quincy’s Past, Early growth of Walton Heights, Quincy Herald-Whig, May 17, 1970.

Erik Larson, The Devil in the White City, 2003, pp.247-48.

Quincy Strike and Lockout Settled, The Iron Trade Review, April 20, 1905, pp.42,43.

SUN DAY SPECIAL |Electric Vehicle & Solar Incentives

Electric Vehicle & Solar Incentives

Federal Tax Incentives

Electric Vehicles
The following federal income tax credits are available to anyone who purchases a new Tesla Model S, Model X or Model 3:

Federal Tax Credit For Vehicles Delivered
$1,875 July 1 to December 31, 2019

Solar
The following federal income tax credits are available to anyone who purchases a solar electric system including solar panels and Solar Roof. Energy storage paired with PV systems are considered qualified expenditures eligible for the tax credit.

Residential Federal Tax Credit Business Federal Tax Credit For Systems Starting Construction:
30% 30% On or before December 31, 2019
26% 26% January 1 to December 31, 2020
22% 22% January 1 to December 31, 2021
0% 10% On or after January, 2022

State Incentives

Several states and local utilities offer additional electric vehicle and solar incentives for customers, often taking the form of a rebate. Most rebates can either be claimed after purchase or reflected as a reduction in the price of your purchase for solar systems, while tax credits are claimed when filing income taxes.

Many states also offer non-cash incentives for electric vehicles, such as Carpool lane access in California and free municipal parking.

Electric Vehicles Solar & Energy Storage
All states $3,750 income tax credit (subject to phase out schedule above) 30% federal income tax credit (subject to phase out schedule above)
Arizona Reduced Vehicle License Tax and Carpool lane access Solar: Up to $1,000 state tax credit
California California Clean Vehicle Rebate Project offers up to $2,500 in rebates (based on income eligibility) Solar: Select utilities may offer incentives
Powerwall: see California Self-Generation Incentive Program (SGIP)
Connecticut $2,000 rebate for new vehicles with a base price under $50,000
Exemption from state emissions testing
Reduced vehicle registration fee
Solar: Up to $400 per kW PTC
Colorado $5,000 tax credit for purchase of a new vehicle
$2,500 tax credit for lease of a new vehicle
Select utilities may offer a Solar incentive
Delaware $1,000 rebate for new vehicles with a base price over $60,000
$3,500 rebate for new vehicles with a base price under $60,000
$500 rebate available for home charging installation
Select utilities may offer a Solar incentive
Florida Funding may be available for home charging installation assistance
Hawaii Carpool lane access and reduced rates for electric vehicle charging Solar: State tax credit equal to the lesser of 35% of actual system cost or $5,000 per 5 kW
Idaho State exemption from vehicle inspection & maintenance program
Illinois EV exemption from state emissions testing; reduced registration fees Estimated $1,120 per kW
Louisiana $2,500 income tax credit
Maryland $3,000 Excise Tax Credit for new vehicles with a total price under $60,000
$700 rebate on wall connectors and installation
Qualified vehicles are exempt from emissions testing
Solar: $1,000 per system
Powerwall: 30% of installed cost up to $5,000 per property
Massachusetts $1,500 rebate for new vehicles with a base price under $50,000
EV exemption from state emissions testing
Solar: Up to $0.134 per kWh production incentive for 10 years
Powerwall: Up to $0.056/kWh for 10 years when Powerwall is paired with solar
Minnesota Solar: $0.08 per kWh production incentive for 10 years
Nevada Reduced rates for electric vehicle charging
AFV Parking Fee & state emissions testing exemptions
Solar: $200 per kW up to $5,000
Powerwall: Up to $3,000
New Jersey Sales tax exemption
10% discount on off-peak toll prices on NJT & GSP through EZ-Pass
New York $500 rebate for new vehicles with a base price over $60,000
$2,000 rebate for new vehicles with a base price under $60,000
State emissions testing exception
Solar: Up to $350 per kW and up to $5,000 state tax credit
North Carolina State emissions testing exemption & HOV lane access
Oregon Standard Rebate of $2,500 for purchase or lease of a new Tesla
Charge Ahead rebate of $2,500 for purchase or lease of new or used Tesla for eligible customers
Solar: $450 per kW up to $3,200
Pennsylvania $1,750 rebate for new vehicles with a base price under $60,000
Rhode Island State emissions testing exemption Solar: $1,000 per kW up to $8,000
Texas Solar: Select utilities may offer a Solar incentive
Utah Solar: Up to $1,600 state tax credit
Vermont Solar: $0.03 per kWh production incentive for 10 years
Washington DC Excise tax exempt
Reduced vehicle registration fees
Tax credit for 50% of costs of home charging installation, up to $1,000

All of the above incentives are available when purchasing a Tesla vehicle with cash or a loan. Only California, Colorado, Massachusetts, New York, and Tennessee incentives are available when leasing a Tesla vehicle.

Above solar incentives apply to eligible residential customers. In addition to the above solar incentives, the following states also provide incentives through the sale of Renewable Energy Credits (RECs): Maryland, New Hampshire, New Jersey, Pennsylvania, Rhode Island, and Washington D.C.

Incentive programs are offered and administered by government agencies. Eligibility and availability vary and are outside of Tesla’s control. Most programs are limited to a total dollar amount that can be dispersed or will expire on a certain date. Be sure to visit the state program’s website for the most up-to-date information on availability and redemption requirements.

Your eligibility for income tax credits depends on your personal tax situation. We recommend speaking with a tax professional for guidance.

Local & Utility Incentives

Some communities and utility companies also offer additional incentives through cash back, discounted rate plans, and other credits:

Electric Vehicles Solar & Energy Storage
Arizona
  • SRP & APS offer reduced electricity rates based on time-of-use charging for EV owners
  • Phoenix & Tucson offer exemptions from emissions testing for all-electric vehicles
California
Colorado
Delaware
  • DEC offers customers a $200 credit and $5/month credit for EV charging in off hours
  • Delmarva Power & Light offers a cash rebate to cover cost of solar installation equal to $0.55/W up to 5 kW and $0.20/W beyond 5 kW
  • DEC offers ratepayers are offered $0.85/W of solar power installed up to 5 kW and $0.25/W beyond 5 kW
  • DEMEC offers a cash rebate towards solar installation costs for qualifying customers
Connecticut
Delaware
  • DEC offers customers a $200 credit and $5/month credit for EV charging in off hours
  • Delmarva Power & Light offers a cash rebate to cover cost of solar installation equal to $0.55/W up to 5 kW and $0.20/W beyond 5 kW
  • DEC offers ratepayers are offered $0.85/W of solar power installed up to 5 kW and $0.25/W beyond 5 kW
  • DEMEC offers a cash rebate towards solar installation costs for qualifying customers
Florida
  • Jacksonville Electric Authority (JEA) offers a rebate up to $1,000 for the purchase or lease of an EV
  • Gulf Power is offering a $750 rebate for EV home charging installation (Expiring 12/31/18)
  • Net Metering is mostly available to utility customers including Duke Energy & FPL
Georgia
  • Georgia Power offers a $250 rebate for EV home charging installation as well as reduced electricity rates based on time-of-use for EV owners (Expiring 12/31/18)
Hawaii
Illinois
  • ComEd offers 3 EV rate plans for residential customers
  • Illinois Electric Co-op members may be eligible to finance their EV at 0.5% interest
  • McLean County residents are eligible for a rebate of 1% of the local share of state sales tax
  • Illinois offers a net metering policyto buy back excess electricity your solar system produces
Indiana
Maryland
  • Maryland offers a net metering policy to buy back excess electricity your solar system produces
Massachusetts
Michigan
Minnesota
  • Xcel Energy offers a performance-based incentive for solar owners paying $0.08/kWh of solar production annually for up to 10 years
  • Minnesota’s Made in Minnesotaprogram offers several payback plans for qualifying customers
Nevada
  • NV Energy offers reduced EV rate plans based on time-of-use
  • Nevada offers net metering to buy back excess electricity your solar system produces; Valley Electric Association offers top program
New Jersey
  • PSE&G offers reduced EV rate plans based on time-of-use
  • New Jersey offers net metering to buy back excess electricity your solar system produces; PSE&G and JCP&L offer top programs
New York
  • ConEd offers reduced EV rate plans based on time-of-use
  • New York offers net metering to buy back excess electricity your solar system produces; ConEd, National Grid, and PSE&G offer top programs
Ohio
  • Ohio has a net metering policy to buy back excess electricity your solar system produces through your utility
Oregon
  • Several municipalities & utilitiesoffer rebates for customers who install home charging equipment including Central Lincoln PUD, City of Ashland, Emerald PUD, Eugene Water & Electric Board, Pacific Power, and Portland General Electric
Pennsylvania
  • PECO offers a $50 rebate to customers who purchase an EV
  • Pennsylvania has a net metering policy to buy back excess electricity your solar system produces through your utility
Rhode Island
  • Town of Warren provides excise tax exemptions up to $100 upon registration of EV
  • Earn hundreds of dollars annually by enrolling your Powerwall in National Grid’s ConnectedSolutions.
Texas
  • Austin Energy offers rebates & reduced EV charging rates
  • Residents in Austin, Houston, & Dallas areas may be eligible for up to $3,500 rebate to purchase an EV and replace a high emissions vehicle through the AirCheckTexasprogram
Utah
  • Salt Lake City EV owners have access to free metered parking & free public charging
  • Utah has a net metering policy to buy back excess electricity your solar system produces through your utility
Virginia
Wisconsin
  • Alliant Energy is offering a $500 rebate for EV home charging installation

Learn more about Powerwall incentives here.

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Experience

  • Image for Semi Retired

    Semi Retired

    Self-employed

     – Present 2 years 8 months

    Boca Raton

  • Image for Working Artist

    Working Artist

    Artist/Law/IP/PI/BI/various

     – Present 10 years 7 months

    Boca Raton, Florida

    Rose Leo is a professional artist who specializes in oil impressionism and landscape oil paintings. She is an exhibiting member of Artist in Florida. As the owner of many social media sites, Rose blogs about fine art, marketing, and social media advice for the aspiring and professional artist, as well as small businesses. As a social media influencer, Federal and State Sr. Paralegal, Rose is a sought out professional in all her fields of study. She is available as an Art Marketing keynote speaker for Social Media Tips & Tricks for any size business.

  • Image for Trusted Source | Media Strategy

    Trusted Source | Media Strategy

    Self-Employed Contractor

     – Present 10 years

    West Palm Beach, Florida Area

    Private Client Group ASSISTANCE
    Public Client Group ASSISTANCE
    Individual ASSISTANCE

  • Image for Business Consultant

    Business Consultant

    CEO/Associate

     – Present 5 years

    Boca Raton, Florida

    CoutureFashionWeek– Assistant to the Producer

    CFW is pleased to bring you a Fantastic Fashion Event twice a year – in February’s snow-covered chill and then again in September’s sunshine – New York’s streets overflow with models, buyers and fashion editors alike. For both the spring / summer and the fall / winter collections, Couture Fashion Week New York pulls in big name designers to up-and-coming talents. With official runways, after parties, and off-schedule events scattered across the city, Couture Fashion Week brings a packed program year after year. Andres Aquino Couture Fashion Week producer

    http://www.QAiAM.com
    Saving clients anywhere from 20% to 40% on their SQA budget.

    Our Quality Assurance specialists have worked for as well as successfully managed Quality Assurance departments for companies like Viacom, MTV, Comedy Central, Nickelodeon, TIAA-CREF, Fine Point Technologies, Rewards Network, CIGNA, Tyco Integrated Security and UAIG. QAiAM provides comprehensive Quality Assurance planning.

  • Image for Business Fashion Design Consultant

    Business Fashion Design Consultant

    Fashion

     – Present 9 years 6 months

    Boca Raton, Florida

    If you are a fashion designer looking to open your first Fashion Design Studio, I will assist you with a risk free and no money down opportunity.

  • Image for Sr. Federal and State Paralegal

    Sr. Federal and State Paralegal

    Complex Litigation

     – Present 18 years 11 months

    Complex Litigation Specialist

    Respectfully,

    Paralegal Disclosure:
    I am a Federal and State Sr. Paralegal.
    I am not an Attorney.
    I do not give legal advise.
    I work independently under the auspices of a Florida Licensed Attorney.
    If you have retained Legal Counsel prior to contacting me about any legal Issue. I hereby, request that you direct any and all questions or concerns to your Legal Counsel.

  • Image for CEO ADesignerRose EBAY online store ☆.•*¨`*•. ☆ .•*¨`*•. ☆ .•*¨`*•.☆

    CEO ADesignerRose EBAY online store ☆.•*¨`*•. ☆ .•*¨`*•. ☆ .•*¨`*•.☆

    E BAY.com

    DSC_7467

     – Present 16 years 7 months

    Internet Seller – ebay.com

    85 Followers | 2 Collections | 1 Guide | 1,731 Views | Member since: Nov 14, 2003 | United States
    (1097 FEED BACKS

    http://www.ebay.com/usr/adesignerrose

    ENJOY THE FUN THAT BUILT E BAY.. I OFFER TRUE AUCTION FORMAT STYLE LISTINGS @ LOWEST PRICES & NO RESERVE: OFFERING WOMAN AND MEN BUSINESS ATTIRE

    If you have items you would like to sell, please contact me.

  • Image for Florida Notary Public at Large

    Florida Notary Public at Large

    Mobile Notary

     – Present 19 years 7 months

    Boca Raton

    Expenses + basic fee. Mobile service. Will visit any location – home, business, hotel, hospital room, etc.

    Florida Mobile Notary & Associates https://www.linkedin.com/groups/3754565
    Network Group on LinkedIN

  • Image for President, CEO (Private Client Group)

    President, CEO (Private Client Group)

    MTTN, Inc

     – Present 18 years 7 months

    Boca Raton, Florida

    On- Call (Private Client Group)
    Notary services
    Barter and Trade specialists
    FOCUS GROUPS

  • Image for Creator (test site)

    Creator (test site)

    Livestreamdigitalmedia.com

     –  3 months

    Internet

  • Image for Media Relations Coordinator ~Booker

    Media Relations Coordinator ~Booker

    Guido George Lombardi

     –  1 year 10 months

    West Palm Beach, Florida Area

    Over the last 30 years, Guido Lombardi has made a career in business, politics, and economics in the United States and Italy. Currently, Mr. Lombardi spends his time pursuing the academic, philanthropic, and political causes that he feels will change the world for the better. He is now available for media interviews and speeches to business & political groups in the United States. http://georgeglombardi.com/

    TRUMP2016

  • Image for Florida Event Coordinator for The Inventors Road Show™.

    Florida Event Coordinator for The Inventors Road Show™.

    http://www.meetup.com/The-Inventors-Road-Show-FLORIDA-South-Florida-Group-BOCA/events/229674312/

     –  9 months

    Boca Raton, Florida

    Florida: For information on Tele-Classes for our Florida inventors:
    EMAIL events@theinventorsroadshow.com. Ask for Ms. Leo.

    Florida Event Coordinator/ The Inventors Road Show™ Group in Boca Raton, Florida
    I look forward to meeting you at our next event. CLICK HERE TO JOIN: http://www.meetup.com/The-Inventors-Road-Show-FLORIDA-South-Florida-Group-BOCA/

    “The Inventors Road Show™” is founded by award-winning inventor Andrea Rose. Andrea and her team of notable experts both educate and empower those who either have an idea for an invention or already have a patent and who want to bring their “Idea to Industry™.

    During the workshops, Andrea will be looking for those “Winning” products to introduce to her marketing alliances which include such companies as “As Seen On TV”, mass retailers, catalogs etc. “The Inventors Road Show™” is excited to announce we have teamed up with HSN !! During each workshop, the attendees can participate in “Pitch A Product™ ” where they have a specific amount of time to present their invention to the group.

    Examples of workshop topics: * How to protect your idea. * How to file for a patent *How to reduce costs in getting your “Idea to Industry”. * Discovering the type of inventor you are. * How to market your idea/invention and create your own brand identity. * Building your support network to succeed. *How to raise capital in your industry.
    * Learning how to maintain a positive mental attitude…..against all odds.

    We welcome your suggestions and sponsorship requests.

    We look forward to you attending our workshops. Andrea Rose consults privately for inventors.
    If you would like to schedule a private one-on-one consultation email:
    Rose Leo events@theinventorsroadshow.com

  • Image for Marketing Consultant

    Marketing Consultant

    Artinfl.org

     –  less than a year

  • Image for Sr. Paralegal

    Sr. Paralegal

    Law offices of Diego David Valdes (Public client)

     –  5 months

    Miami/Fort Lauderdale Area

    Property–Residential and Commercial, Inside and Outside, Liability;

  • Image for CEO

    CEO

    Model and Talent Tactics Network Inc

     –  10 years

    Various

    Not Limited to :

    Media buyer, corporate event management, talent acquisitions, fashion show production, business consultant, art show management, manners/finishing workshops, symposiums and Summits.

    Baird Jones Party planner / Limelight Nightlife The Church of the Holy Communion and Buildings are historic Episcopal church buildings at 656-662 Avenue of the Americas (Sixth Avenue) at West 20th Street in the Flatiron District of Manhattan, New York City.

    The church is a New York City landmark, designated in 1966,[2] and was added to the National Register of Historic Places in 1980. It is located within New York City’s Ladies’ Mile Historic District.

  • Image for VP

    VP

    IIFDA

     –  1 year

    Florida

    Detail by Officer/Registered Agent Name
    Florida Not For Profit Corporation

    IIFDA, INC.

    Filing Information
    Document Number
    N07000001385
    FEI/EIN Number
    NONE
    Date Filed
    02/07/2007
    State
    FL
    Status
    INACTIVE
    Last Event
    VOLUNTARY DISSOLUTION
    Event Date Filed
    04/28/2008
    Event Effective Date
    NONE
    Principal Address
    15554 92ND CT NORTH
    W PALM BEACH, FL 33412
    Mailing Address
    15554 92ND CT NORTH
    W PALM BEACH, FL 33412
    Registered Agent Name & Address
    SPIEGEL & UTRERA, P.A.
    1840 SW 22ND ST.
    4TH FLOOR
    MIAMI, FL 33145
    Officer/Director Detail
    Name & Address

    Title VPT

    LEO, ROSE MARIE C
    15554 92ND CT NORTH
    W PALM BEACH, FL 33412

    Title S

    LEO-FERNANDEZ, ROSE MARIE
    15554 92ND CT NORTH
    W PALM BEACH, FL 33412

  • Image for Sr. Paralegal

    Sr. Paralegal

    The Law office of Patrick J. Tighe, Esq

     –  5 years

    (561) 799-1542

    X1Law, P.A.
    West Palm Beach, FL
    324 Datura Street – Suite 223
    West Palm Beach, FL 33401 and
    New York, NY
    11 Hanover Square, 20th Fl
    New York, NY 10005

    Daily work you may require me to perform are not limited to:

    In a timely matter, interview client, quote the client a fee for representation which has been calculated and authorized by the attorney, deliver to the client for their review and execution of any agreement which has been drafted and approved by the attorney, gather information, conduct legal research and internet research, courthouse searches, document retrieval, records searches, site inspections and expert photography for review and approval;

    Prepare Medical or any required related summaries and/or chronologies for review and approval;

    Draft any and all correspondences to client and opposing counsel and the Courts, propound billable pleadings, proposed complaints, cross complaints, Motions to Dismiss, Motions to Compel, Motions for Summary Judgment, Discovery Requests and/or Responses, Admission, related discovery documents, Sanction and related pleadings for review and approval;

    Pretrial and trial, investigation of factual matters, diligent searches and interview fact witnesses, prepare deposition and mediation summaries;

    Keep current and record Trial Orders, calendar all Trial Orders to include, documents and investigators, appointments, all calender matters, manage attorneys calender and schedule, prepare Trial Notebooks, assist in preparing witnesses for Trial, prepare reference materials for experts and summary’s, arrange for enlargements of Trial exhibits and visual aids and attend and/or assist at trial; See Attachment:

  • Image for Paralegal

    Paralegal

    The Law offices of Saul Smolar

     –  2 years 1 month

    Fort Lauderdale, Florida [Federal Law]

    Executive Assistant to the Attorney (s), Paralegal

  • Image for Paralegal

    Paralegal

    Law offices of Norman E

     –  2 years 1 month

    1. Complex Litigation Specialist
    2. File organization and Document imaging
    3. Prepare Medical Summaries and Chronologies
    4. Database input for document management
    5. Conduct Legal Research and Internet Research
    6. Draft Correspondence and Pleadings
    7. Locate and Interview Witnesses
    8. Interview client and others to gather information
    9. Conduct Records Searches
    10. Draft Discovery Requests and Responses Courthouse Searches, Document Retrieval
    11. Investigate Factual Matters
    12. Prepare Trial Notebooks
    13. Site Inspections and expert Photography
    14. Assist in Preparing Witnesses for Trial
    15. Prepare Reference Materials for Experts
    16. Arrange for Blow-Ups and Visual Aids
    17. Prepare Deposition Summaries
    18. Attend and Assist at Trial

    1. General Liability–Commercial coverage’s i.e. Products, Slip & Falls
    2. Trucking, with BI and/or PD litigation exp.
    3. Auto–Personal and Commercial lines–BI, PD, PIP, UM,
    4. Subrogation with and without litigation exp.
    5. Workers Compensation–Lost time with Lit. exp., Medical only,
    6. Property–Residential and Commercial, Inside and Outside, Liability
    7. Specialty Lines–Professional Liability, Construction Defect & Mold
    8. E & O, Elevator Liability,
    Litigation Specialist in all lines,
    Experience in the insurance claims environment handling general office support functions as well as assisting claim adjusters and supervisors under the supervision of an attorney.

    Civil Self Help Assistant

    Noted computer skills: not limited to the following:
    WESTLAW, AUTOTRACK,LEXIS,PACER, Time Matters, Prevail, Internet research, web design, All social media network sites and programs.

  • Image for Treasurer

    Treasurer

    Florida Medical Esthetics Association, Inc, Florida

     –  3 years

    Aventura, Florida

    Florida Not For Profit Corporation

    FLORIDA MEDICAL ESTHETICS ASSOCIATION INC.

    Filing Information
    Document Number
    N94000005096
    FEI/EIN Number
    65-0537561
    Date Filed
    10/13/1994
    State
    FL
    Status
    INACTIVE
    Last Event
    ADMIN DISSOLUTION FOR ANNUAL REPORT
    Event Date Filed
    09/24/1999
    Event Effective Date
    NONE
    Principal Address
    20335 BISCAYNE BLVD SUITE L-7
    AVENTURA, FL 33180

    Changed: 06/16/1997
    Mailing Address
    P.O. BOX 4346
    HALLANDALE, FL 33008

    Changed: 06/16/1997
    Registered Agent Name & Address
    COWHEARD, CHRISTINE
    5169 S. UNIVERSITY DR.
    DAVIE, FL 33328

    Name Changed: 04/14/1995

    Address Changed: 04/14/1995
    Officer/Director Detail
    Name & Address

    Title T

    SAFAROFF, INNA
    1750 NE 191 ST SUITE 302
    N. MIAMI BEACH, FL 33179

    Title DVP

    COWHEARD, CHRISTINE
    5169 S. UNIVERSITY BLVD DR
    DAVIE, FL 33328

    Title DD

    BECKER, FERDINAND M.D.
    777 37TH SUITE 101
    VERO BEACH, FL 32960

    Title D

    SEHALL, NANCY
    3237 NE 10TH ST #6
    POMPANO BEACH, FL 33062

    Title T

    LEO, ROSEMARIE
    3671 TURTLE RUN BLVD #1322
    CORAL SPRINGS, FL 33067

    Title T

    SVERDLOV, DINA
    2336 COUNTRY CLUB DR #1607
    AVENTURA, FL 33180

    Annual Reports
    Report Year Filed Date
    1996 05/01/1996
    1997 06/16/1997
    1998 09/23/1998

  • Image for Marketing

    Marketing

    Mirinka Cosmetic Creations

     –  1 year 1 month

    1-800-Mirinka

    Thinning eyebrows are one of the very first—and most easily quantifiable—visible signs of aging.

    Crow’s feet we’ve been trained to fear by the time we’re out of high school, eyebrow loss is somewhat of a silent assassin.

    As the New York Times states, “eyebrows are like shoes; you don’t notice them unless they are exquisitely right or disastrously wrong.”

    When it comes to your own eyebrows, unless they’ve gone missing already, you’re probably not concerned. And if they have thinned out over the years, you’ve no doubt noticed—what you likely have not done is attribute how old you look to their dwindling volume. If you’re like most, you instead chalk up your aging appearance to those dreaded crow’s feet, and in turn spend tons of money and time in pursuit of a miracle cure that will turn back the clock on your complexion.

    Crow’s feet—along with fine lines, wrinkles and dark spots, sadly, there’s no long-term solution for these concerns, but cosmetic dermatology. You my want to consider a brow makeover.

  • Image for Marketing/Public Relations/Sales

    Marketing/Public Relations/Sales

    Aquatic Rehabilitation Center

     –  1 year 1 month

    David Esack~ Pembrooke Pines, Florida

  • Image for Marketing/Public Relations/Sales

    Marketing/Public Relations/Sales

    WSBH Radio

     –  1 year 1 month

    Miami Beach, Florida

    Worked directly with Ed Margolis and his beautiful wife.

  • Image for Account sales

    Account sales

    The Jewish Post of NEW YORK

     –  2 years 1 month

    Greater New York City Area

    Account sales,service,creative team and editorial assistance.

  • Image for Marketing Consultant

    Marketing Consultant

    Andrea Rose

     –  3 years 1 month

    http://www.andrearoseworld.com/about-Andrea-Rose.html

    On going assistance

  • Image for Advertising Specialist

    Advertising Specialist

    Statesman news

     –  2 years

    STATE UNIVERSITY OF NEW YORK AT STONY BROOK.

    Advertising Sales and Marketing
    STATE UNIVERSITY OF NEW YORK AT STONY BROOK. Thursday May 9,1991 Volume 34, Number 57

  • Image for Marketing Advertising Specialist

    Marketing Advertising Specialist

    STATE UNIVERSITY OF NEW YORK AT STONY BROOK

     –  2 years

    STATE UNIVERSITY OF NEW YORK AT STONY BROOK statesman

    The Statesman is the oldest newspaper at Stony Brook University, a flagship university of the SUNY system. It was founded in 1957 as the Sucolian at the State University Campus On Long Island at Oyster Bay, the precursor to Stony Brook University. Wikipedia
    Founded: 1957

  • Image for Back end Manager / STATESMAN NEWS PAPER

    Back end Manager / STATESMAN NEWS PAPER

    James Aridas of New York, and STATE UNIVERSITY OF NEW YORK

     –  4 years

    Long Island

    Manufacturer/James Aridas of New York,
    Stripper
    Typesetter
    Screen Printing
    Quality Control
    and Marketing/Advertising for suny.edu Statesman https://dspace.sunyconnect.suny.edu/bitstream/handle/1951/25281/Statesman%20V.%2033%2c%20n.%203.pdf?sequence=1&isAllowed=y

Volunteering Experience

  • Image for Various

    Various

    various

    CLE Foreclosure Litigation in Florida 2011
    NBA– CLE Handling the Auto Injury Claim 2006
    Westlaw–Paralegal/Legal Assistant course 2000
    Honor Network ISO 1996

Languages

  • English

    Native or bilingual proficiency

Projects

  • Model and Talent Stylist (hair, make up and wardrobe)

     – 

    Sole Stylist (hair, make-up and wardrobe) for Talent photo shoot (headshots only) for 89 girls. (8 hour shoot) Company Picture Perfect Models (NY, NY)

  • various

    COMMUNITY ACTIVITIES
    Fundraising Events -From Inception to Show and follow up.
    Fashion Show –Art & Culture Ctr. /Hollywood, Ramada Inn 2010
    Fuquay-Varina High “Career Fair” 2009
    Fashion Show-Voices For Children 2008
    Miss South East Florida Teen Talent Judge 2008
    Symposium- The Ritz-Carlton [Host] 2007
    Fort Lauderdale Fashion Week [back end and talent] 2007
    Boynton Beach Optimist Club, Talent Judge 2001
    MTTN, Inc., Profit Contract work various clients..
    The House of Albert Fashions, North Carolina/Business Consultant 2009-present
    Liquidation Warehouse, Canada– Fashion Show/ Business Consultant 2008-2009
    Mar-A-Lago, Palm Beach, Viper Club of America SFR–Fashion Show(s) 2007/2008
    MarcosVega.com, Marketing/public relations and promotions 2002-2004
    Hot spots TV, co producer and Talent Management 2002
    Brown Press Photography, Talent Coordinator 2002
    Cj Collezione-Business Consultant/Fashion shows 2008
    David Bridals–Fashion shows, Various Clients, Production 1998
    Perfect Wedding Guide Fashion show(s) 1996-1998
    Fit for Life Health and Resort & Spa – Marketing/Public Relations 1996-1997
    System One ATM– Marketing/Sales Manager 1997
    The Grove at Turtle Run News Publisher 1997
    JL Promotions Director of Sales and Marketing 1996
    Touch Miami–Sales/Public Relations 1996
    Mirinka Cosmetic Creations–Marketing Public Relations 1995-1996
    Aquatic Rehabilitation Center– Marketing/Public Relations 1995
    WSBH Radio- Marketing/Public Relations/Sales 1994-1995
    The Jewish Post of New York /Account sales 1992-1994
    Andrea Rose Fashions, NY-Show Productions, New York 1990-1993
    Picture Perfect Models owner New York 1990

    Other creators
    • OFFICES HELD AND COMMITTEE MEMBERSHIPS E bay GURU									Present Notary Public at Large-State of Florida

Recommendations

A preview of what LinkedIn members have to say about 🌟RoseMarie C.:

  • Rose makes things happen! She is an excellent event coordinator, organizer and inspiration for creating an experience that is unforgettable. She is a long-time pro at managing talent. Further, she completely understands the fashion industry from the top down and makes a superior go to person for any fashion related event.

  • Over the past 15 years I have had the opportunity to work with Rose Marie Smith on over 10 different projects, including High Fashion shows. I have always felt very fortunate to have a solid relationship with Rose and to know that all of our company’s needs would be met during each project. Rose consistently worked in a very professional manner that impressed everyone with the company. We learned that we could always count on Rose for providing service in a reliable and flawless manner. We highly recommend her ability and service. If you have any questions regarding Rose’s work with our company, don’t hesitate to call me at 787-529-0459/ 210-561-4276/rmatos@marathonoil.com. Sincerely, Ricardo Matos, BSBM, SCET

Join LinkedIn to see who recommended 🌟RoseMarie C.

Groups

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    Attorney Growth

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    Leadership Think Tank

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    Consultants Network | Finance

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    Google Universe : Jobs, Tools, Trends and Galaxies of Ideas

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    South Florida Technology Council

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    ABA GPSolo

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    eBay Sellers Discussion Group

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    Donald Trump 2020

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    NNA – Notary Signing Agents Group

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    Search Engine Land

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    Legal IQ

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    Legal Marketing

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    Motorsports Professionals Group

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    FLORIDA: Attorneys, Business Owners & CPA Networking ABC

BORING |Elon Musk’s Boring Company breaks ground for garage-elevator construction

[CREDIT: TOM CROSS/TESLARATI]


Last month, Elon Musk’s tunneling startup, The Boring Company, was granted an approval by the city council of Hawthorne, CA to build a prototype garage-elevator concept that would be linked to one of the company’s high-speed tunnels. Recent photos from Teslarati photographers Tom Cross and Pauline Acalin reveal that construction of the prototype elevator concept has already begun.

The Boring Company’s prototype garage-elevator is being built west of SpaceX’s Hawthorne facility. The location of the futuristic garage is no accident, as the startup plans to have cars enter the tunnel from the SpaceX campus, move through the tunnel and on to the garage-elevator, and then travel back to SpaceX as part of the concept’s tests. Adopting such a process allows The Boring Co. to avoid creating additional traffic on the street.

Photos captured by Teslarati photographers reveal that The Boring Company has broken ground on the site of its recently-announced garage-elevator. While the startup has not officially announced that the construction corresponds to the planned elevator concept, the site’s location on 120th St. near Prairie Avenue matches the address of the project that the company confirmed to The Mercury Times last month. Furthermore, the pit’s sheer scale fits well with the company’s plans to dig a hole to extract segments of its tunnel boring machine (TBM).

Looking at the images of the construction in progress, it appears that the hole being excavated is around 30 feet or more in diameter. This is quite substantial, considering that graphics provided by the tunneling startup show the garage-elevator transporting cars one at a time. As noted by AutomobileElevator, a company in the business of providing car elevators, lifts that are designed for large vehicles like full-sized SUVs usually have dimensions of 9.3 x 20 x 7 feet – significantly smaller than the pit in the Boring Company’s ongoing excavation. With this in mind, it appears that the tunneling startup’s garage-elevator, once complete, would have enough space to accommodate large mainstream vehicles like full-sized SUVs and trucks.

The Boring Company’s proposed prototype garage-elevator concept. [Credit: The Boring Company]

In a comment about the garage-elevator, Boring Company representative Jane Labanowski noted that the prototype concept would be an essential part of the tunneling startup’s vision for the future. The garage-elevator, if any, would serve as convenient entry point for the company’s high-speed tunnel system, particularly for those in residential areas.

“It’s an important part of the longer-term vision the company is trying to build,” she said.

The Boring Company might be a newcomer in the transportation industry that is more well-known for its quirky merchandise such as the Boring Company Not-a-Flamethrower, but the tunneling startup is already starting to gain contracts for high-profile projects. Earlier this year, for example, the Boring Company won a contract for the construction of the downtown Chicago-O’Hare high-speed transport line, beating larger, more experienced conglomerates which were also bidding on the project. The Chicago project would feature the Loop system, which features Tesla-made fully-electric pods capable of transporting up to 16 people at a time at speed of up to 150 mph.

SOLAR | ‘Opportunities everywhere’: ELON MUSK’S GRAND PLAN TO POWER THE WORLD WITH BATTERIES

ELON MUSK’S GRAND PLAN TO POWER THE WORLD WITH BATTERIES

NATHANIEL WOOD FOR WIRED

Elon Musk wants to sell you a battery. And he doesn’t care whether you drive an electric car.

Musk, ever the showman, unveiled his grand “Tesla Energy” scheme to electrify the world on Thursday night, and it actually makes a lot of sense. Tesla, which is in the middle of building a vast “Gigafactory” battery production plant in the Nevada desert, plans to offer new versions of the batteries it puts in its Model S car to residential, commercial, and utility customers.

The “Powerwall Home Battery” offers either 7- or 10-kWh of storage, and will allow consumers to store energy they produce with a solar array—even go off the grid if they want. It’s available for small businesses as well, while bigger operations will want the Powerpack, a 100kWh refrigerator-esque unit, to use more renewable energy, avoid peak demand charges, and keep things running in the event of a power outage. These larger batteries are being produced for utilities as well, and can help the energy providers improve demand response and increase their use of renewables.

“Our goal here is to fundamentally change the way the world uses energy,” Musk says. “At the extreme scale.”

The “Just in Time Market”

Just as he’s done with the auto industry, Musk is hoping to shake up the energy business. Today, the generation of electricity is inextricably linked to its consumption. Utilities don’t store what they produce, they deliver it immediately, and so they produce exactly as much as is needed at any given moment. This is what Matt Roberts, executive director of the Energy Storage Association, calls the “just in time market.” When you flip on a light switch, a power plant ramps up to generate that tiny extra bit of electricity.

THE POWERWALL BATTERY IS MADE FOR HOME INSTALLATION. NATHANIEL WOOD/WIRED

One problem with this model is the system must be capable of catering to maximum demand, delivering all the energy required during that hellish week in August when everyone’s running their A/C. That means the system is designed and maintained to generate far more capacity than typically needed. Roberts estimates the American system is overbuilt by 30 to 40 percent.

That’s why utilities often bill large customers based partly on their peak energy usage: The spikes in consumption may come rarely, but the provider has to be ready for them at all times, an expensive proposition.

Another problem with the “just in time” model is that it doesn’t jibe with the increasing demand, from consumers and regulators alike, for renewable energy. Utilities can burn coal or natural gas, or spin up a hydroelectric turbine as needed. But they can’t turn on the sun or create wind to meet demand. To make renewables truly effective, they need a way to store that power when it’s generated so it can be delivered when it’s needed.

Batteries can do exactly that, which is why, Roberts says, everyone wants them. “It would change the way we all do business.”

The Energy Storage Opportunity

The idea of energy storage has been around since the 1970s, says Ravi Manghani, a senior energy storage analyst at GTM Research, but didn’t advance much until the early 2000s. In the past decade, an increased appetite for renewable energy and advances in solar panels and lithium ion batteries have attracted dozens of players to the idea of letting consumers and utilities put their power in reserve.

FOR BIGGER APPLICATIONS, TESLA OFFERS THE REFRIGERATOR-ESQUE POWERPACK. NATHANIEL WOOD/WIRED

Battery efficiency is growing about 8 percent annually, according to Manghani. Prices are expected to drop 50 percent in the next two to three years, says Sam Wilkinson, research manager for solar and energy storage at IHS Technology. That’s due in part to Tesla, and while there’s still room for improvement, it’s a great start.

The market for energy storage is split into three segments, Wilkinson says: Utilities, commercial, and residential.

At the utility scale, huge batteries could be built into the grid to balance energy demand and supply, making the entire system more resilient and efficient. Electricity generation could move from a relatively small number of big plants to what Roberts calls “virtual power plants”—small solar, wind and other installations around the country—because they’d be able to store what’s generated in batteries connected to the grid.

Commercial customers could maintain a bank of batteries to reduce what they draws from the grid, particularly at peak times, when power costs more. You “can make very very significant savings on your electricity bill,” Wilkinson says. Consumers, too, could benefit. Tens of thousands of American homeowners have solar panels on their roofs, many of them SolarCity customers. They use solar power as it’s being generated, cutting down utility bills. Come nightfall, or a stormy day, they’re pulling from the grid like the rest of us. A battery would let them store excess generation.

But these customers don’t necessarily want the ability to store energy they don’t consume in the moment. That’s because many of them now get paid by their utility for surplus energy they feed into the grid. Rates vary, but in most cases, there’s not much difference between how much they get paid, and how much they pay later (like at night) to get energy from the grid. So there’s no economic benefit to installing a big battery over status quo: selling that extra electricity, then buying more later when you need it.

Utilities in more than 20 states are working on alternate rate structures to change this, says Manghani, but as it stands, there’s little incentive to hold onto what you can get paid to sell.

THE POWERPACK IS “INFINITELY SCALEABLE,” MUSK SAYS. NATHANIEL WOOD/WIRED

At the residential scale for solar, “there’s no real business case for storing electricity from an economic point of view,” Wilkinson says. “It’s more to do with backup and energy security, or some sort of emotional idea that people would like to become more self-sufficient and generate their own electricity, and store and use it.”

And while some people may want that backup or self-sufficiency, the battery is too expensive to make it practical. But, Wilkinson says, if the upfront cost drops low enough, or if the customer can subsidize it by selling services to the grid, that could make it a good deal.

Tesla’s Plan

The 220-pound Powerwall will, as its name suggests, be mounted on a wall, and is made for home use. It’s just six inches deep, comes in different colors, has a 10-year warranty, and is available in two versions: a 10-kWh setup for $3,500, and a 7-kWh unit for $3,000. It’s Internet-connected and has an integrated DC inverter. It’s available for order now and will be installed by distributors. Tesla expects deliveries to start late this summer.

There are plenty of advantages for consumers, Musk says. If the grid goes down, you can still have power. You can fill up the battery at night, when rates are lower. The typical household uses somewhere around 30kWH a day, says Stu Lipoff, an electronics industries consultant and IEEE fellow. So the Powerwall wouldn’t really be enough to keep your home going off-grid for long (depending on how much solar energy you’re putting in), but it’s a lot better than nothing.

MORE ON THIS TOPIC

‘Opportunities everywhere’: NREL study shows mass potential for storage to provide peak capacity

DOE’s National Renewable Energy Laboratory found four-hour storage could meet peaking capacity across the country, with the potential to exceed 50 GW.

Neuralink | July 16th Event Neuralink will be holding a private event next Tuesday evening in San Francisco. At the event, you’ll hear from members of our team about what we’ve done so far as well as some of our plans for the future.

We’re having an event next Tuesday in San Francisco to share a bit about what we’ve been working on the last two years, and we’ve reserved a few seats for the internet. Apply here:

Neuralink July 16th Event

Neuralink will be holding a private event next Tuesday evening in San Francisco. At the event, you’ll hear from members of our team about what we’ve done so far as well as some of our plans for the future.

There is limited space, so not everyone interested will have the opportunity to attend in person. The event will be livestreamed and a recording posted online afterwards. Unfortunately, Neuralink is unable to cover or provide travel.

It will also be livestreamed, for those who don’t have the chance to come

https://twitter.com/i/status/1149138403105153032

IN A FLASH ~ I DANCED© | RML  ⧸⎠╱ 🌹*•.¸ ╲⎝⧹RosΞ-€squ€⧸⎠╱¸.•*

IN A FLASH ~ I DANCED©
Written By RML
When I hear music it made me dance,
it opened my mind and I never fell from grace,
I could of went straight to hell but I listened to it well.
Watch me dance
It spun me round rides round throwing and trimming me,
My mind was burrowed in a synths of programmed beats,
Building ships, finding romance within my mind and moving my feet,
Sailing away into fantasy and nothing was going to stop us.
Watch me dance
I wondered should we stay in this fantasy world,
Everywhere we looked we saw sorrow and pain,
The night was ours and we rained the night,
Watch me dance
Velocity and speed energized us like bolts of lightning leaving the sky,
Driving to Atlantic city, dancing in the street, my muffler did fall off,
Atomic love is what we were looking for and spaghetti westerns were our thing,
Watch me dance
We stayed, in the house, at times having so much fun,
Teardrops run down our cheeks when we were done,
Our love was not tainted but we were not young, we cared for each other like virgins.
Watch me dance
Sit down next to me my love and let me sing you a song,
She was a girl who wanted to play the drums,
Instead she jumped up and down, swinging her hips and danced to the beats,
Watch me dance
Time after time we danced in our minds, the songs of the 80’s, knowing the rhymes well,
No magic number, in time, will allow me to forget about you.
We rocked the Casaba like it was like 1999 and under pressure we let off steam,
The road to nowhere is our waltz, like master puppets holding our own strings.
Watch me dance
 ⧸⎠╱ 🌹*•.¸ ╲⎝⧹RosΞ-€squ€⧸⎠╱¸.•*

ELON MUSK | OH YES HE DID!

No photo description available.

Patent number: 6185194
Abstract: A system and method for uniquely combining the best aspects of the Internet and the Public Switched Telephone Network for calling an entity displayed on a monitor. A user provides an input to the computer to initiate a call. The call request data is received at a Web site providing the display, and is relayed over the Internet to a call center. The call center establishes the desired phone connection over the Public Switched Telephone Network.
Type: Grant
Filed: December 12, 1997
Date of Patent: February 6, 2001
Assignee: Zip2
Inventors: Elon Musk, Aleksandar Dukic
  • Patent number: 6148260
    Abstract: The present invention provides a network accessible service which integrates both a business directory and a map database. A user can search the business directory in a variety of methods, including using aspects of the map database (i.e., a radius) to quantify the search. The user can then obtain directions from a specified user location to a selected search result. All of this is conveniently accomplished through a single website access.
    Type: Grant
    Filed: June 29, 1999
    Date of Patent: November 14, 2000
    Assignee: Zip2
    Inventors: Elon Musk, Maurice J. Fitzgerald, II
  • Patent number: 5944769
    Abstract: The present invention provides a network accessible service which integrates both a business directory and a map database. A user can search the business directory in a variety of methods, including using aspects of the map database (i.e., a radius) to quantify the search. The user can then obtain directions from a specified user location to a selected search result. All of this is conveniently accomplished through a single website access.
    Type: Grant
    Filed: November 8, 1996
    Date of Patent: August 31, 1999
    Assignee: Zip2 Corporation
    Inventors: Elon Musk, Maurice J. Fitzgerald, II
  • Publication number: 20020018236
    Abstract: The present invention provides a system for sending and receiving a facsimile of a document. A sending user transmits a facsimile to a facsimile server, along with a recipient identification code. The facsimile server stores the facsimile in a designated facsimile web page, with the facsimile web page being associated with a facsimile uniform resource locator address (hereinafter facsimile URL address). The facsimile server determines an electronic communications location of the retrieving user from the recipient identification code and sends the facsimile URL address to the recipient. The recipient can then retrieve the facsimile by using a web browser.
    Type: Application
    Filed: August 9, 2001
    Publication date: February 14, 2002
    Inventors: Elon Musk, Almir Grbic
  • Patent number: 6108650
    Abstract: A method and apparatus for performing an accelerated radius search. A search category is built having a density value corresponding to a geographic area. A first search radius is generated based upon the category, and the first search radius is used to perform a first search. If the first search returns an insufficient number of results, a second search radius is generated by using an heuristic to increase the first search radius, and the second search radius is used to perform a second search. The search is repeated until a desired results set is returned.
    Type: Grant
    Filed: August 21, 1998
    Date of Patent: August 22, 2000
    Assignee: MyWay.com Corporation
    Inventors: Elon Musk, King-Sun Wai, Leo Chan
  • Publication number: 20130078839
    Abstract: A vehicle charge inlet integrated into a port assembly surface is provided. The charge inlet includes an inlet housing with a perimeter that is curvilinear, non-cylindrical and shaped so that only a single orientation of a complementary sized and shaped electrical connector may be inserted into the inlet. A plurality of electrical contacts, a latching mechanism and a divider are also integrated into the charge inlet housing, the divider extending from the bottom surface of the inlet housing and configured to fit within a complementary slot of the charge connector, the divider providing further electrical isolation between the electrical contacts. A funneling surface connects the open end of the inlet housing to the port assembly surface.
    Type: Application
    Filed: July 13, 2012
    Publication date: March 28, 2013
    Applicant: Tesla Motors, Inc.
    Inventors: Elon Reeve Musk, Joshua Willard Ferguson, Daryl Zalan, Christopher Hugo Van Dyke
  • Patent number: 8579635
    Abstract: A vehicle charge inlet integrated into a port assembly surface is provided. The charge inlet includes an inlet housing with a perimeter that is curvilinear, non-cylindrical and shaped so that only a single orientation of a complementary sized and shaped electrical connector may be inserted into the inlet. A plurality of electrical contacts, a latching mechanism and a divider are also integrated into the charge inlet housing, the divider extending from the bottom surface of the inlet housing and configured to fit within a complementary slot of the charge connector, the divider providing further electrical isolation between the electrical contacts. A funneling surface connects the open end of the inlet housing to the port assembly surface.
    Type: Grant
    Filed: July 13, 2012
    Date of Patent: November 12, 2013
    Assignee: Tesla Motors, Inc.
    Inventors: Elon Reeve Musk, Joshua Willard Ferguson, Daryl Zalan, Christopher Hugo Van Dyke
  • Patent number: D678154
    Type: Grant
    Filed: February 8, 2012
    Date of Patent: March 19, 2013
    Assignee: Tesla Motors, Inc.
    Inventors: Elon Reeve Musk, Franz von Holzhausen, Bernard Lee
  • Patent number: D683268
    Type: Grant
    Filed: February 8, 2012
    Date of Patent: May 28, 2013
    Assignee: Tesla Motors, Inc.
    Inventors: Elon Reeve Musk, Franz von Holzhausen, Bernard Lee, David Tadashi Imai
  • Patent number: D724031
    Type: Grant
    Filed: July 13, 2012
    Date of Patent: March 10, 2015
    Assignee: Tesla Motors, Inc.
    Inventors: Elon Reeve Musk, Joshua Willard Ferguson, Daryl Zalan, Christopher Hugo Van Dyke

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BODY LOCATIONS | Publication number: 20190176837 Type: #Application  Filed: Dec 6, 2018 #Publication Date: Jun 13, 2019 Applicant: #Tesla, Inc. (Palo Alto, CA)  Inventors: Blair Williams (Cupertino, CA), Adnan Esmail (Palo Alto, CA)  Application Number: 16/211,901

PERSONALIZATION SYSTEM AND METHOD FOR A VEHICLE BASED ON SPATIAL LOCATIONS OF OCCUPANTS’ BODY PORTIONS

 – Tesla Motors

A personalization system for a vehicle includes an image-capture device configured to capture a plurality of images of one or more occupants in the vehicle and control circuitry configured to estimate a plurality of Z-heights of a plurality of body portions of each of the one or more occupants from a reference position in the vehicle, based on the plurality of images captured from the image-capture device, determine an associative relationship between the plurality of Z-heights of the plurality of body portions of each of the one or more occupants in the vehicle and a plurality of in-vehicle systems, based on defined user-preferences, and control the plurality of in-vehicle systems to direct an output from a corresponding in-vehicle system to a specific body portion of each of the one or more occupants in the vehicle, based on the estimated plurality of Z-heights and the determined associative relationship.

Skip to: Description  ·  Claims  · Patent History  ·  Patent History

Description

CROSS-REFERENCE TO RELATED APPLICATION

The present U.S. Utility Patent Application claims priority pursuant to 35 U.S.C. § 119(e) to U.S. Provisional Application No. 62/596,413, entitled “Personalization System and Method for a Vehicle Based on Spatial Locations of Occupants’ Body Portions”, filed Dec. 8, 2017, which is hereby incorporated herein by reference in its entirety and made part of the present U.S. Utility Patent Application for all purposes.

TECHNICAL FIELD

Various embodiments of the disclosure relate to automotive technologies. More specifically, various embodiments of the disclosure relate to personalizing vehicle systems to maximize the user experience and also efficiently use vehicle resources, including stored energy, based on spatial locations of vehicle occupants or portions of their.

BACKGROUND

Vehicle occupant experience and personalization is an important aspect for creating a positive vehicle experience. Currently, vehicle personalization systems and technologies are limited to standard vehicle settings or predefined customizations, where variations in physical body dimensions of different occupants play a negligible role. For example, different occupants of a vehicle may have different physical body sizes or shapes. Therefore, when such different occupants are seated in the vehicle, standard settings or even preset user preferences for different vehicular systems, e.g., climate control systems and in-vehicle audio systems, may not be effectively tailored to each occupant or the current situation. Further, a change in one customized vehicle setting, for example, a seat position, for one occupant may interfere with other settings related to the different vehicular systems for the same occupant. This may hamper the overall in-vehicle comfort and entertainment experience for the occupant, for example, a driver. Further, even a customized setting for one occupant, for example, a driver, may not have no impact on other occupants or worse, may reduce the experience for other occupants in the vehicle. For example, if the driver typically desires all of the speakers to be directed towards the driver’s ears to maximize sound quality, the passenger have a reduced experience.

Besides impacting the user experience, resources may not be directed in an efficient manner. For example, in an electric vehicle, battery resources may be used to control air temperature. Maximizing the comfort felt by the vehicle occupants allows fewer resources to be used, thereby decreasing energy usage and increasing vehicle range. Thus, an advanced, intelligent, and an automatic real-time or near-real-time personalization system may be desired for vehicles for enhanced in-vehicle comfort and entertainment experience for one or more vehicle occupants.

Further limitations and disadvantages of conventional and traditional approaches will become apparent to one of skill in the art, through comparison of described systems with some aspects of the present disclosure, as set forth in the remainder of the present application and with reference to the drawings.

SUMMARY

A personalization system and method for a vehicle based on the spatial location of vehicle occupants or portions of their of body is substantially shown in, and/or described in connection with, at least one of the figures, as set forth more completely in the claims.

These and other features and advantages of the present disclosure may be appreciated from a review of the following detailed description of the present disclosure, along with the accompanying figures in which like reference numerals refer to like parts throughout.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a block diagram that illustrates a network environment for personalization system for a vehicle, in accordance with an embodiment of the disclosure.

FIG. 2 is a block diagram that illustrates various exemplary components or systems of a vehicle, in accordance with an embodiment of the disclosure.

FIGS. 3A to 3F illustrate exemplary scenarios for implementation of the disclosed personalization system and method for a vehicle based on spatial locations of body portions of occupants in the vehicle, in accordance with an embodiment of the disclosure.

FIGS. 4A, 4B, 4C, and 4D collectively, depict a flow chart that illustrates exemplary operations for personalization of a vehicle based on spatial locations of body portions of occupants in the vehicle, in accordance with an embodiment of the disclosure.

DETAILED DESCRIPTION

The following described implementations may be found in the disclosed personalization system and method for a vehicle based on spatial locations of body portions of occupants in the vehicle. Exemplary aspects of the disclosure may include a personalization system that may include an image-capture device and circuitry in an in-vehicle electronic device. The disclosed personalization system, for example, the in-vehicle electronic device, increases improves an overall in-vehicle comfort and entertainment experience for the vehicle occupants. The personalization system provides an advanced, intelligent, and an automatic personalization of in-vehicle systems in real-time or near-real time for enhanced and consistent in-vehicle comfort and entertainment experience, both before and during a drive.

FIG. 1 is a block diagram that illustrates a network environment for personalization system for a vehicle, in accordance with an embodiment of the disclosure. With reference to FIG. 1, there is shown an exemplary network environment 100. The exemplary network environment 100 may include a vehicle 102, a server 104, a medical emergency center 106, a road side unit (RSU) 108, and a wireless communication network 110.

The vehicle 102 may include an image-capture device 112 and an in-vehicle electronic device 114. There is further shown a first user 116A and a second user 116B associated with the vehicle 102. The image-capture device 112 may be installed in the interior of the vehicle 102 to capture a plurality of images or a video of one or more occupants, such as the first user 116A and the second user 116B, in the vehicle 102. The in-vehicle electronic device 114 may refer to an in-vehicle infotainment (IVI) system or an electronic control unit (ECU) of the vehicle 102.

The vehicle 102 may be an autonomous vehicle or a semi-autonomous vehicle, for example, as defined by National Highway Traffic Safety Administration (NHTSA). In some embodiments, the vehicle 102 may be a non-autonomous vehicle. Examples of the vehicle 102 include, but are not limited to, an electric vehicle, a hybrid vehicle, a gas-combustion vehicle, and/or a vehicle with autonomous drive capability that uses one or more distinct renewable or non-renewable power sources. A vehicle that uses renewable or non-renewable power sources may include a fossil fuel-based vehicle, an electric propulsion-based vehicle, a hydrogen fuel-based vehicle, a solar-powered vehicle, and/or a vehicle powered by other forms of alternative energy sources. There are a plurality of differ categories or levels of vehicles of what is considered to be semi-autonomous and autonomous, for example the classification according to NHTSA. The personalization system and method of the present disclosure may be applied to the plurality of differ categories or levels of vehicles that includes non-autonomous to fully-autonomous vehicles.

The server 104 may comprise suitable logic, circuitry, interfaces, and/or code that may be configured to establish a communication channel with one or more vehicles, such as the vehicle 102. The server 104 may be configured to receive information, such as user profiles, from various vehicles, such as the vehicle 102. The server 104 may be a cloud server, a web server, a database server, a file server, an application server, or a combination thereof. The server 104 may be implemented by use of several technologies that are well known to those skilled in the art.

The medical emergency center 106 may refer to a service provider of an ambulance or other specialized vehicles equipped to handle various medical emergencies. The medical emergency center 106 may have a facility, such as a server or a communication medium, to receive health alert notifications or emergency notifications from external devices or vehicles, such as the vehicle 102. The medical emergency center 106 may also be associated with an emergency department of a hospital or medical clinic that may have a facility, such as a server or a communication medium, to receive health alert notifications or emergency notifications from registered external devices or vehicles, such as the vehicle 102. When the health alert notifications are received, the medical emergency center 106 may route the health alert to suitable department, doctors, and/or other personnel to make arrangements or initiate preparation for the treatment of a patient, such as the first user 116A.

The road side unit (RSU) 108 may comprise suitable logic, circuitry, interfaces, and/or code that may be configured to communicate with the vehicle 102. The RSU 108 may communicate with the vehicle 102 via a dedicated short-range communication (DSRC) channel or other short or medium range wireless communication channel. The RSU 108 may also communicate with the server 104 via the wireless communication network 110. The RSU 108 may be configured to communicate (receive and/or transmit) various types of information from/to a wireless communication system of the vehicle 102.

The wireless communication network 110 may include a long range communication medium through which one or more vehicles, such as the vehicle 102, may communicate with the server 104 or external communication devices, such as the RSU 108, or registered mobile devices. Examples of the wireless communication network 110 may include, but are not limited to, the Internet, Internet-based mobile ad hoc networks (IMANET), a cellular network, such as a 3G, 4G, or 5G network, a cloud network, and/or a Wide Area Network (WAN). Various devices in the network environment 100 may be configured to connect to the wireless communication network 110, in accordance with various wireless communication protocols. Examples of such wireless communication protocols may include, but are not limited to, IEEE 802.11, 802.11x, 802.15, 802.16, 1609, Worldwide Interoperability for Microwave Access (Wi-MAX), Wireless Access in Vehicular Environments (WAVE), cellular communication protocols, Transmission Control Protocol and Internet Protocol (TCP/IP), User Datagram Protocol (UDP), Hypertext Transfer Protocol (HTTP), LTE, File Transfer Protocol (FTP), ZigBee, EDGE, Li-Fi, and/or other wireless communication protocols.

The image-capture device 112 may comprise suitable logic, circuitry, interfaces, and/or code that may be configured to capture a plurality of images or a video of the one or more occupants, such as the first user 116A and/or the second user 116B, in the vehicle 102. The image-capture device 112 is positioned in the interior of the vehicle 102 such that a field-of-view of the image-capture device 112 is suitable to capture self-portrait images that include at least a face portion of all occupants (including driver and passengers) in the vehicle 102. Thus, the image-capture device 112 may also be referred to as a selfie camera. In some embodiments, the image-capture device 112 may be installed in the vicinity of the front mirror of the vehicle 102, as shown, for example, in FIG. 3A. Examples of the image-capture device 112 may include, but are not limited to, an image sensor, a wide-angle camera, an action camera, a closed-circuit television (CCTV) camera, a camcorder, a time-of-flight camera (ToF camera), a night-vision camera, and/or other such in-vehicle cameras or sensors.

The in-vehicle electronic device 114 may comprise suitable logic, circuitry, interfaces, and/or code that may be configured to estimate a plurality of Z-heights of a plurality of body portions of each of the one or more occupants from a reference position in the vehicle 102. The plurality of Z-heights may be estimated based on the plurality of images captured from the image-capture device 112. The in-vehicle electronic device 114 may be configured to access sensor data from the image-capture device 112, one or more vehicle sensors, and/or other vehicle data associated with the vehicle 102. The sensor data may be accessed by the in-vehicle electronic device 114, via an in-vehicle network, such as a vehicle area network (VAN) and/or in-vehicle data bus, such as a controller area network (CAN) bus. In accordance with an embodiment, the in-vehicle electronic device 114 may be configured to communicate with various other vehicles in a vehicle-to-vehicle (e.g., a V2V) communication, external communication devices (such as the RSU 108) and/or a cloud server (such as the server 104) via the wireless communication channel or via the wireless communication network 110.

In operation, a driver, such as the first user 116A, may open a vehicle door to enter into the vehicle 102. The image-capture device 112 may be activated when the vehicle door is opened. The image-capture device 112may be configured to capture at least one or more images or a video of the first user 116A. In some embodiments, the image-capture device 112 may execute at least one or more face detection algorithms on the captured one or more images or the video to extract facial features for identification of a user, such as the first user 116A. The image-capture device 112 may be configured to identify a driver profile associated with the first user 116A based on facial recognition of the first user 116A. In some embodiments, instead of facial recognition, other user identification methods, for example, human identification from a body shape based on human object boundary or silhouette matching, may be used. In some embodiments, the in-vehicle electronic device 114, for example, an infotainment head unit or an ECU, may be configured to receive the captured one or more images or the video of the first user 116A from the image-capture device 112, via an in-vehicle network. In such a case, the in-vehicle electronic device 114 may be configured to process the captured one or more images or the video of the first user 116A to identify the driver profile associated with the first user 116A based on facial recognition of the first user 116A.

In cases where the first user 116A is identified based on facial recognition, a profile associated with the identified first user 116A may be searched in a user profile database stored in a memory device of the in-vehicle electronic device 114. In cases where the profile associated with the identified first user 116A is found, the in-vehicle electronic device 114 may be configured to communicate an audio signal to a vehicle audio system to output a customized audio greeting to the first user 116A. For example, the profile of first user 116A may be the driver profile of “Fredrick”. The first user 116A may be notified of recognition confirmation with custom audio greeting, “Hello Fredrick” via at least one of the audio speakers of the vehicle audio system.

In accordance with an embodiment, the in-vehicle electronic device 114 may be configured to execute a first level of customization in the vehicle 102 based on the defined user-preferences in the driver profile of the first user 116A. For example, the driver seat, vehicle mirrors (e.g. outer rear view mirrors (ORVMs), front mirror, and the like), heating, cooling, and driving mode preferences, may be adjusted in accordance with the user preferences in the driver profile of the first user 116A. The in-vehicle electronic device 114 may be configured to communicate a plurality of control signals to one or more other in-vehicle systems or ECUs to initiate the adjustments in accordance with the user preferences in the driver profile of the first user 116A.

In cases where the first user 116A is not identified based on facial recognition, the in-vehicle electronic device 114 may be configured to mark the first user 116A as a new user, and a request to set a profile may be generated on a display of an infotainment head unit. In certain scenarios, a plurality of users, such as the first user 116A and the second user 116B, may board the vehicle 102 together for a ride. In such scenarios, the in-vehicle electronic device 114 may be configured to communicate audio signals to the vehicle audio system to output customized audio greetings for the plurality of users based on a concurrent identification of the plurality of users. For example, in addition to custom audio greeting to the first user 116A, the second user 116B may also be greeted as, “Hello Nick, good to see you after a long time”, via an audio speaker that is in vicinity of the second user 116B. The in-vehicle electronic device 114 may be configured to store a time or a day of boarding, a duration of a trip (or journey), a seating position for each identified user during each trip in the memory. The in-vehicle electronic device 114 may be further configured to track and store changes in seating position, user behavior, or body movement for each identified user during each trip for later analysis. Thus, when the second user 116B is detected to board after a certain period of time, for example, 2-3 months based on the stored last day of boarding for the second user 116B, the custom audio greeting “Hello Nick, good to see you after a long time” is generated accordingly for a humanized in-vehicle experience.

In accordance with an embodiment, the in-vehicle electronic device 114 may be configured to estimate a plurality of Z-heights of a plurality of body portions of each of the one or more occupants (e.g., the first user 116A and the second user 116B). The plurality of Z-heights may be estimated from a reference position in the vehicle 102. Examples of the plurality of body portions for which the plurality of Z-heights are estimated, may include, but are not limited to a face portion, middle portion of a face from a left ear to a right ear, or other body portions. The plurality of Z-heights may be estimated based on the plurality of images captured by the image-capture device 112. The estimation of the plurality of Z-heights from the reference position in the vehicle 102, is described in detail, for example, in FIG. 3C. A Z-height of a body portion may correspond to a spatial location of the body portion, such as an occupant’s head or ears, of a vehicle occupant in the vehicle when the user is in a seated position.

In accordance with an embodiment, the in-vehicle electronic device 114 may be configured to determine an associative relationship between the estimated plurality of Z-heights of the plurality of the body portions of each occupants in the vehicle 102 and a plurality of in-vehicle systems. Examples of the plurality of in-vehicle systems may include, but are not limited to the vehicle audio system and a Heating, Ventilation, and Air Conditioning (HVAC) system. In one example, a first Z-height of “X” centimeter (cm), may be estimated from the reference position in the vehicle 102 to one side (e.g., the lower side) of a face rectangle of the detected facial portion of a first occupant (such as the first user 116A). The first Z-height, for example, may be associated with the HVAC system of the vehicle 102. In another example, a second Z-height of “Y” centimeter (cm) from the reference position to the middle portion of the face rectangle of the first occupant (such as the first user 116A) may be estimated. The second Z-height, for example, may be associated with the vehicle audio system of the vehicle 102.

The in-vehicle electronic device 114 may be configured to control the plurality of in-vehicle systems to direct an output from a corresponding in-vehicle system of the plurality of in-vehicle systems to a specific body portion of the plurality of body portions of each of the one or more occupants in the vehicle 102. The output from a corresponding in-vehicle system may be directed to the specific body portion based on the estimated plurality of Z-heights and the determined associative relationship. In some embodiments, the plurality of in-vehicle systems may be controlled concurrently to direct a plurality of output from the plurality of in-vehicle systems to corresponding body portions of each of the one or more occupants in the vehicle 102.

For example, the in-vehicle electronic device 114 may be configured to control an angle of one or more vents of the HVAC system to direct an airflow toward a first body portion, such as the entire face portion, of the first occupant. The airflow may be directed toward the first body portion, such as the entire face portion, based on the estimated first Z-height (e.g., “X” cm) of the first body portion (i.e., the face portion) of the first occupant and the determined associative relationship that the first Z-height is associated with the HVAC system of the vehicle 102. The one or more vents of the HVAC system may correspond to vents that are controlled by one or more servo motors. The one or more servo motors may be coupled to the one or more vents of the HVAC system. The in-vehicle electronic device 114 may be configured to communicate a position control signal to the one or more servo-controlled vents to automatically control positioning and/or angle of the one or more servo-controlled vents in real time or near-real time. Thus, the positioning and/or angle of the one or more servo-controlled vents may be controlled in real time or near-real time in accordance to the estimated Z-height of the first body portion (e.g., the face portion) of the first occupant (e.g., the first user 116A).

In accordance with an embodiment, the image-capture device 112 may be configured to continuously or intermittently track a plurality of different spatial locations (in X, Y, and Z coordinates) of each face portion of the one or more occupants of the vehicle 102. In cases where a change in a spatial location is detected for one face portion or a plurality of face potions, the positioning and/or angle of the one or more servo-controlled vents may be updated in real time or near-real time to target the airflow to the changed spatial location of each face portion.

In another embodiment, instead of an image-capture device, a thermal sensor or imager may be used to determine portions of an individual that are hot. In cases where localized hot spots are detected, the positioning and/or angle of the one or more servo-controlled vents may be updated in real time or near-real time to target the airflow to the changed spatial location of each localized hot spot. When multiple hot spots are detected, the positioning and/or angle of the one or more servo-controlled vents may focus on one hot spot until it falls below a threshold level. Alternately, the positioning and/or angle of the one or more servo-controlled vents may cycle through multiple of the hot spots, or the angle of the vents may be widened.

In another example, the in-vehicle electronic device 114 may be configured to control the vehicle audio system to direct an audio output from a plurality of audio speakers of the vehicle audio system to a second body portion of the first occupant. In this case, the second body portion may refer to the middle portion of the face rectangle of the detected facial portion of the first occupant (such as the first user 116A). The audio output from the plurality of audio speakers may be directed toward the second body portion based on the estimated second Z-height (e.g., “Y” cm) of the second body portion (e.g., the middle portion of the face rectangle) of the first occupant and the determined associative relationship that the second Z-height is associated with the vehicle audio system. Thus, similar to the first occupant, different Z-heights are estimated for each occupant from the middle portion of the face rectangle to the reference position, and the vehicle audio system may be tuned in real time or near-real time for optimum audio performance and enhanced listening experience for the one or more occupants in the vehicle 102.

In accordance with an embodiment, the in-vehicle electronic device 114 may be configured to monitor, by use of the image-capture device 112, a plurality of defined metrics related to the driver, such as the first user 116A, of the vehicle 102. The plurality of defined metrics related to the driver of the vehicle 102 may include, but are not limited to a facial position, body language, a seating position, eye movement, body movement, health parameters, and a tone, or pitch of driver’s voice. The in-vehicle electronic device 114 may detect a state of the driver of the vehicle 102 based on the analysis of the plurality of defined metrics. The in-vehicle electronic device 114 may be configured to utilize a machine learning system to detect if the driver is in normal state or in a distressed state when a sudden deviation in the plurality of defined metrics is detected. For example, based on historical data related to driver (such as the identified first user 116A), a baseline behavior, body language, seating position, eye movement, body movement, health parameters, and the tone, or pitch of driver’s voice may be established as regular and tagged as normal. Thus, when a sudden deviation or anomaly in the plurality of defined metrics is detected, the in-vehicle electronic device 114 may generate and communicate a driver emergency alert signal to the vehicle audio system for output. The vehicle audio system may be activated and an audio alert, (e.g., “Are you OK, or shall I alert emergency services?”) may be outputted via one of the plurality of speakers of the vehicle audio system. This may occur when the driver is suspected to be in distressed state. Thereafter, the in-vehicle electronic device 114 may be configured to activate an emergency response (ERS) mode in the vehicle 102. The in-vehicle electronic device 114 may be configured to communicate a health emergency alert signal to the medical emergency center 106 if no response is received from the driver within a user specified or pre-defined time period. The health emergency alert signal may be referred to as emergency call systems, or simply eCall. eCall is an emergency response system known in the art. Typically, when vehicle crash sensors are triggered, the eCall system detects that the occupants are in distress and automatically calls emergency services to alert of possible injuries. The eCall system also transmits vehicle location (e.g., GPS coordinates) to the medical emergency center 106 (e.g., an emergency response team).

In accordance with an embodiment, when the ERS mode is activated and no response is received from the driver (e.g., the first user 116A) within the user specified or pre-defined time period, the in-vehicle electronic device 114 may be configured to communicate a self-diagnostic test start signal to an on-board diagnostics (OBD) system of the vehicle 102. The self-diagnostic test is done to determine whether the vehicle 102 is damaged or okay-to-drive in an autonomous mode or auto pilot (AP) mode. In cases where the vehicle 102 is damaged, the vehicle 102 remains parked, a health emergency alert signal is communicated to the medical emergency center 106. In cases where the vehicle 102 is diagnosed as okay-to-drive but the driver is unresponsive to the audio alert, the in-vehicle electronic device 114 may communicate an autonomous mode start signal to an engine control module (ECM) of the vehicle 102. This may cause the vehicle 102 to automatically drive itself to a nearest hospital or an emergency service provider, such as the medical emergency center 106. In certain scenarios, the driver profile may include user preferences related to handling of emergency response. For example, the driver, such as the first user 116A may feed information related to one or more hospitals of choice in an order of preference, a preferred health insurance network, contact numbers of friends and family, and the like, via a user interface rendered on the display (such as the display 210of FIG. 2). In cases where such user preferences related to handling of emergency response is present, and the emergency response AP-mode is activated, the in-vehicle electronic device 114 may dynamically set a destination location in a navigation unit of the vehicle 102 to one of the preferred hospitals. The selection of the preferred hospital from the listed hospitals may be done based on a shortest distance between each location of the listed hospitals from a current location of the vehicle 102 and the order of preference. Thereafter, the in-vehicle electronic device 114 may communicate the autonomous mode start signal to the ECM of the vehicle 102 to cause the vehicle 102 to automatically drive itself to the set destination location of the selected hospital. The in-vehicle electronic device 114 may also communicate a route information from the current location of the vehicle 102 to the set destination location of the selected hospital, to the contact numbers of friends and family, as provided in the driver profile. The route information may be communicated via the wireless communication network 110, by use of a wireless communication system of the vehicle 102.

FIG. 2 is a block diagram that illustrates various exemplary components or systems of a vehicle, in accordance with an embodiment of the disclosure. FIG. 2 is explained in conjunction with elements from FIG. 1. With reference to FIG. 2, there is shown the vehicle 102. The vehicle 102 may comprise the in-vehicle electronic device 114. The in-vehicle electronic device 114 may be implemented as a part of the IVI system or as an ECU. The in-vehicle electronic device 114 may include circuitry 202, which may comprise at least a microprocessor. The in-vehicle electronic device 114 may also include a memory 204. The vehicle 102 may comprise an audio interface 206, an outside rear view mirror (ORVM) 208, and a display 210 communicatively coupled to the in-vehicle electronic device 114. In some embodiments, the display 210 may be part of the in-vehicle electronic device 114 (e.g., display of an infotainment head unit, where the in-vehicle electronic device 114 is implemented as a part of the IVI system). One or more user interfaces (UIs), such as the UI 210a, may be rendered on the display 210.

The vehicle 102 may further comprise a powertrain control system 212, a sensing system 214, and other systems, such as a plurality of in-vehicle systems 216. The powertrain control system 212 may include a steering system 218 and a braking system 220. The sensing system 214 may include a plurality of vehicle sensors 222, a plurality of external cameras, such as a plurality of external image-capture devices 224C, and an inner camera, such as the image-capture device 112 of FIG. 1. The plurality of in-vehicle systems 216 may include an HVAC system 226 and a vehicle audio system 228. The HVAC system 226 may include one or more servo motors, such as the servo-motor 230. The vehicle audio system 228 may include a plurality of speakers 232. The vehicle 102 may further comprise a vehicle power system 234, a battery 236, a wireless communication system 238, and an in-vehicle network 240.

The various components or systems may be communicatively coupled via the in-vehicle network 240, such as a vehicle area network (VAN), and/or an in-vehicle data bus. The circuitry 202, such as a microprocessor, may be communicatively coupled to the audio interface 206, the ORVM 208, the display 210, the sensing system 214, the plurality of in-vehicle systems 216, and the wireless communication system 238. The circuitry 202 may also be operatively connected with the powertrain control system 212, the steering system 218, and the braking system 220. The wireless communication system 238 may be configured to communicate with one or more external devices, such as the RSU 108 and the server 104 under the control of the circuitry 202. A person of ordinary skill in the art will understand that the vehicle 102 may also include other suitable components or systems, in addition to the components or systems which are illustrated herein to describe and explain the function and operation of the present disclosure.

The circuitry 202 may comprise suitable logic, circuits, interfaces, and/or code that may be configured to execute a set of instructions stored in the memory 204. The circuitry 202 may refer to a microprocessor. In accordance with an embodiment, the circuitry 202 may be configured to automatically control one or more components or systems, such as the powertrain control system 212, the steering system 218, the braking system 220, the sensing system 214, and/or the plurality of in-vehicle systems 216 of the vehicle 102, when the vehicle 102 is in an autonomous mode. Examples of the circuitry 202 may include, but are not limited to a microcontroller, a Reduced Instruction Set Computing (RISC) processor, an Application-Specific Integrated Circuit (ASIC) processor, a Complex Instruction Set Computing (CISC) processor, a microcontroller, a central processing unit (CPU), a graphics processing unit (GPU), a state machine, and/or other processors or circuits.

The memory 204 may comprise suitable logic, circuitry, and/or interfaces that may be configured to store a set of instructions executable by the circuitry 202. The memory 204 may store various types of information related to the vehicle 102. Various types of information may include Z-height information of a plurality of body portions of each occupant of the vehicle 102, and associative relationship between the Z-height information and corresponding in-vehicle system of the plurality of in-vehicle systems 216. Examples of implementation of the memory 204 may include, but are not limited to, Electrically Erasable Programmable Read-Only Memory (EEPROM), Random Access Memory (RAM), Read Only Memory (ROM), Hard Disk Drive (HDD), Flash memory, Solid-State Drive (SSD), and/or CPU cache memory.

The audio interface 206 may be connected to the vehicle audio system 228 or other device that may be configured to generate a sound. The audio interface 206 may also be connected to the microphone 224B or other device to receive a voice input from an occupant, such as the first user 116A and the second user 116B, of the vehicle 102. The audio interface 206 may also be communicatively coupled to the circuitry 202. The audio interface 206 may be a part of the IVI system or the infotainment head unit of the vehicle 102. The IVI system, for example, may include a combination of hardware devices and software that provides audio or video entertainment to occupants of a vehicle, such as the vehicle 102. In accordance with an embodiment, display 210 may also be communicatively coupled to the IVI system.

The display 210 may comprise suitable logic, circuitry, interfaces, and/or code that may be configured to render various types of information and/or entertainment content via the UI 210a. The UI 210may be a customized graphical user interface (GUI) configured to display the various types of information, driver profiles, and/or the entertainment content to occupants of the vehicle 102. The display 210 may be a touch screen configured to receive an input from the one or more occupants of the vehicle 102. Examples of the display 210 may include, but are not limited to a display of the infotainment head unit, a projection-based display, a see-through display, and/or an electro-chromic display.

The powertrain control system 212 may refer to an onboard computer of the vehicle 102 that controls operations of an engine and a transmission system of the vehicle 102. In some embodiments, the powertrain control system 212 may control ignition, fuel injection (in case of hybrid or non-electric vehicle), emission systems, and/or operations of a transmission system (when provided) and the braking system 220.

The sensing system 214 may comprise the image-capture device 112 and the plurality of vehicle sensors 222. The plurality of vehicle sensors 222 may include a seat occupancy sensor 224A, a microphone 224B, and a plurality of external image-capture devices 224C. The sensing system 214 may be communicatively coupled to the circuitry 202 to provide input signals to the circuitry 202. For example, the sensing system 214 may be used to sense or detect the sensor data by use of the plurality of vehicle sensors 222 and the selfie camera, such as the image-capture device 112. Other examples of the plurality of vehicle sensors 222, may include, but are not limited to a yaw rate sensor, a vehicle speed sensor, odometric sensors, a steering angle sensor, a vehicle travel direction detection sensor, a magnetometer, an image sensor, a touch sensor, an infrared (IR) sensor, Lidar, and a depth sensor.

The plurality of in-vehicle systems 216 may include at least the HVAC system 226 and the vehicle audio system 228. One or more vents may be connected to the HVAC system 226 so that hot, cold, and/or dehumidified air may be introduced in the interior of the vehicle 102 as per needs or as desired. The one or more vents may be servo-controlled vents that are controlled by one or more servo motors, such as the servo-motor 230. In some embodiments, a first vent may be coupled to the HVAC system 226 to generate a first plane of air (e.g., a horizontal plane) in the interior of the vehicle 102. A second vent may be coupled to the HVAC system 226 to generate a second plane of air (e.g., a vertical plane). The vehicle audio system 228 may include the plurality of speakers 232.

The steering system 218 may be configured to receive one or more control command from the circuitry 202. The steering system 218 may include a steering wheel and/or an electric motor (provided for a power-assisted steering) that may be used by the first user 116A to control movement of the vehicle 102 in manual mode or a semi-autonomous mode. In accordance with an embodiment, the movement or steering of the vehicle 102 may be automatically controlled when the vehicle 102 is in autonomous mode. Examples of the steering system 218may include, but are not limited to, an autonomous steering control, a power-assisted steering system, a vacuum/hydraulic-based steering system, an electro-hydraulic power-assisted system (EHPAS), or a “steer-by-wire” system, or an autonomous steering system, known in the art.

The braking system 220 may be used to stop or slow down the vehicle 102 by application of resistive forces such as electromagnetic and/or frictional forces. The braking system 220 may be configured to receive a command from the powertrain control system 212 under the control of the circuitry 202, when the vehicle 102is in an autonomous mode or a semi-autonomous mode. In accordance with an embodiment, the braking system 220 may be configured to receive a command from the circuitry 202 when the circuitry 202preemptively detects a steep curvature based on the set current travel route of the vehicle 102, an obstacle, or other road hazards.

The vehicle power system 234 may regulate the charging and the power output of the battery 236 to various electric circuits and the loads of the vehicle 102. When the vehicle 102 is a hybrid vehicle or an autonomous vehicle, the vehicle power system 234 may provide the required voltage for certain components and enable the vehicle 102 to utilize the battery 236 power for a sufficient amount of time. In accordance with an embodiment, the vehicle power system 234 may correspond to power electronics, and may include a microcontroller that may be communicatively coupled (shown by dotted lines) to the in-vehicle network 240. In such an embodiment, the microcontroller may receive one or more commands from the powertrain control system 212under the control of the circuitry 202.

The battery 236 may be a source of electric power for one or more electric circuits or loads (not shown). For example, the loads may include, but are not limited to various lights or lighting systems, such as headlights and interior cabin lights, electrically powered adjustable components, such as vehicle seats, mirrors, windows or the like, and/or other in-vehicle infotainment system, such as radio, speakers, electronic navigation system, electrically controlled, powered and/or assisted steering, such as the steering system 218. The battery 236 may be a rechargeable battery. The battery 236 may be a source of electrical power to the in-vehicle electronic device 114 (shown by dashed lines), the plurality of vehicle sensors 222, the image-capture device 112, and other hardware units, such as display 210. The battery 236 may be a source of electrical power to start an engine of the vehicle 102.

The wireless communication system 238 may comprise suitable logic, circuitry, interfaces, and/or code that may be configured to communicate with other vehicles (a V2V communication) and one or more external devices (such as the RSU 108), and one or more cloud servers, such as the server 104, via the wireless communication network 110. The wireless communication system 238 may include, but is not limited to, an antenna, a telematics unit, a radio frequency (RF) transceiver, one or more amplifiers, one or more oscillators, a digital signal processor, a coder-decoder (CODEC) chipset, and/or a subscriber identity module (SIM) card. The wireless communication system 238 may wirelessly communicate by use of various communication protocols of the short or medium range communication channel and wireless communication network 110 (as described in FIG. 1).

The in-vehicle network 240 may include a medium through which the various control units, components, and/or systems of the vehicle 102 (such as the in-vehicle electronic device 114, the audio interface 206, display 210, the powertrain control system 212, the sensing system 214, the plurality of in-vehicle systems 216, and the wireless communication system 238) may communicate with each other. In accordance with an embodiment, in-vehicle communication of audio/video data for multimedia components may occur by use of Media Oriented Systems Transport (MOST) multimedia network protocol of the in-vehicle network 240 or other suitable networks for audio/video data communication. The MOST-based network may be a separate network from the controller area network (CAN). The MOST-based network may use a plastic optical fiber (POF) medium. In accordance with an embodiment, the MOST-based network, the CAN, and other in-vehicle networks may co-exist in a vehicle, such as the vehicle 102. The in-vehicle network 240 may facilitate access control and/or communication between the circuitry 202 and other ECUs, such as ECM or a telematics control unit (TCU) of the vehicle 102. Various devices or components in the vehicle 102 may be configured to connect to the in-vehicle network 240, in accordance with various wired and wireless communication protocols. Examples of the wired and wireless communication protocols for the in-vehicle network 240 may include, but are not limited to, a vehicle area network (VAN), a CAN bus, Domestic Digital Bus (D2B), Time-Triggered Protocol (TTP), FlexRay, IEEE 1394, Carrier Sense Multiple Access With Collision Detection (CSMA/CD) based data communication protocol, Inter-Integrated Circuit (PC), Inter Equipment Bus (IEBus), Society of Automotive Engineers (SAE) J1708, SAE J1939, International Organization for Standardization (ISO) 11992, ISO 11783, Media Oriented Systems Transport (MOST), MOST25, MOST50, MOST150, Plastic optical fiber (POF), Power-line communication (PLC), Serial Peripheral Interface (SPI) bus, and/or Local Interconnect Network (LIN).

The functions and/or operations performed by the in-vehicle electronic device 114, as described in FIG. 1A, may be performed by the circuitry 202, such as a microprocessor. Other operations performed by the circuitry 202, are further described, for example, in FIGS. 3A to 3F.

FIGS. 3A to 3F illustrate exemplary scenarios for implementation of the disclosed personalization system and method for a vehicle based on spatial locations of body portions of occupants in the vehicle, in accordance with an embodiment of the disclosure. FIGS. 3A to 3F are explained in conjunction with elements from FIGS. 1 and 2.

With reference to FIG. 3A, there is shown an exemplary scenario 300A. The exemplary scenario 300A illustrates a portion 302 of the interior of the vehicle 102 to depict the location of mounting of the image-capture device 112 in the vicinity of a front mirror 304. There is also shown the display 210 of an infotainment head unit 306. The image-capture device 112 may be a wide-angle camera having a field-of-view 308 that is suited to capture a plurality of images of all the occupants of the vehicle 102 when the occupants are in a seated position.

With reference to FIG. 3B, there is shown an exemplary scenario 300B. FIG. 3B is explained in conjunction with elements from FIGS. 1, 2, and 3A. The exemplary scenario 300B includes a portion of the interior of the vehicle 102 to depict identification of a first occupant 310A in the vehicle 102 and tracking of a first facial portion 312A by the image-capture device 112. The first occupant 310A may correspond to the first user 116A (FIG. 1).

The image-capture device 112 may be configured to capture one or more images or a video of the first occupant 310A. The circuitry 202 may be communicatively coupled to the image-capture device 112. The circuitry 202 may be configured to identify a driver profile associated with the first occupant 310A based on facial recognition of the first occupant 310A. The circuitry 202 may be configured to match facial features of the first occupant 310A with stored images or facial features of different users for the identification of the first occupant 310A. In certain scenarios, for example, in low lighting conditions or at night, one or more other sensors, such as IR sensor, may be employed to aid in identification based on a comparison of an object boundary of the first occupant 310A and pre-stored boundary data of different users. In some embodiments, the image-capture device 112 may include night-vision functionalities to execute facial recognition at night or in low lighting conditions.

In cases where the driver profile of the first occupant 310A is identified based on facial recognition, the circuitry 202 may be configured to communicate an audio signal to the vehicle audio system 228 to output a customized audio greeting specific to the first occupant 310A. For example, the first occupant 310A may be notified of recognition confirmation with custom audio greeting, “Good morning, Fredrick; How are you doing today?” via at least one of the audio speakers of the plurality of speakers 232. Based on learned information received from the machine learning system in the memory 204, the circuitry 202 may be configured to predict that first occupant 310A intends to drive to the office address of the first occupant 310A. The learned information is generated by the machine learning system based on analysis of historical data related to a schedule of daily activities, user behavior, and a current time of day. In some embodiments, the circuitry 202 may be configured to automatically set the destination location in the navigation unit of the vehicle 102 and seek confirmation from the first occupant 310A for an autonomous ride. For example, the destination location automatically set to the office address when it is detected that the first occupant 310A usually takes an autonomous ride to office in the morning time between 8 AM and 9 AM, based on the analysis of the historical data.

In some embodiments, the circuitry 202 may be configured to execute a first level of customization in the vehicle 102 based on the defined user preferences in the identified driver profile of the first occupant 310A. For example, the electrically powered adjustable components, such as the driver seat, vehicle mirrors (e.g., the ORVM 208), front mirror, radio, music preferences, and driving mode preferences, may be adjusted in accordance with the user preferences in the driver profile of the first occupant 310A. The circuitry 202 may be configured to communicate a plurality of control signals to one or more other ECUs to initiate the adjustments in accordance with the user preferences in the driver profile of the first occupant 310A.

With reference to FIG. 3C, there is shown an exemplary scenario 300C. FIG. 3C is explained in conjunction with elements from FIGS. 1, 2, 3A, and 3B. The exemplary scenario 300B illustrates a portion of the interior of the vehicle 102 to depict determination of a plurality of Z-heights of a plurality of body portions of the first occupant 310A and a second occupant 310B in the vehicle 102.

In FIG. 3C, there is shown a first body portion, such as the first facial portion 312A of the first occupant 310A and a second facial portion 312B of the second occupant 310B. There is further shown a reference position 314, a second body portion, such as a first facial middle portion 318A and a second facial middle portion 318B, and face rectangles 316A and 316B.

In accordance with an embodiment, the circuitry 202 may be configured to estimate a first Z-height 320A (also represented by “X1” cm″) of the first facial portion 312A of the first occupant 310A from the reference position 314 in the vehicle, as shown. The circuitry 202 may be configured to continuously track the first facial portion 312A as represented by the face rectangle 316A. The first Z-height 320A of “X1” cm, may refer to a vertical height from the reference position 314 in the vehicle 102 to one side (e.g., the lower side) of the face rectangle 316A of the detected first facial portion 312A of the first occupant 310A. The reference position 314corresponds a horizontal plane in the vehicle 102 from a seated position of the first occupant 310A, as shown, for example. A second Z-height 322A (also represented by “Y1” cm″) of a second body portion, such as the first facial middle portion 318A, from the reference position 314 may also be estimated, as shown. Similar to the first Z-height 320A and the second Z-height 322A for different body portions of the first occupant 310A, the circuitry 202 may be further configured to estimate a third Z-height 320B of the second facial portion 312B of the second occupant 310B from the reference position 314. Accordingly, a fourth Z-height 322B of the second facial middle portion 318B from the reference position 314 may also be estimated.

In accordance with an embodiment, the plurality of Z-heights of the plurality of body portions may be estimated concurrently by face tracking based on the plurality of images captured by the image-capture device 112. It is to be understood by a person of ordinary skill in the art that only two body portions and two occupants are described above for exemplary and illustrative purposes only, and therefore, shall not be construed to limit the scope of the disclosure.

The circuitry 202 may be further configured to determine an associative relationship between the estimated plurality of Z-heights and the plurality of in-vehicle systems 216 of the vehicle 102. An example of the associative relationship between the estimated plurality of Z-heights and the plurality of in-vehicle systems 216of the vehicle 102, is given in TABLE 1.

TABLE 1 Associative relationship between a Z-height of a body portion and corresponding mapped in-vehicle system First_Z- Second_Z- Occupants Occupant_name height_B1 Vehicle_system_1 height_B2 vehicle _system_2. . . D01 Fredrick X1 HVAC Y1 Audio . . . P01 Samantha X2 HVAC Y2 Audio . . . . . . . . . . . . . . . . . . . . . . . .

With reference to TABLE 1, the column “Occupants” denotes type of occupants (such as a driver) and an identification number of driver profile “D01”. The column “Occupant_name” denotes name of the occupant as identified based on face recognition. In case an occupant is unidentified, the cell may be left blank or “0”. The column “First_Z-height_B1” includes the first Z-height 320A (also represented by “X1” cm″) of the first facial portion 312A of the first occupant 310A (e.g., having driver profile “D01”). The column “First_Z-height_B1” also includes the third Z-height 320B (also represented by “X2” cm″) of the second facial portion 312B of the second occupant 310B (e.g., having a new passenger profile “P01”). The first body portion, such as both the facial portions 312A and 312B, are associated with the HVAC system 226 (an in-vehicle system of the plurality of in-vehicle systems 216 represented under column “Vehicle_system_1”) in the TABLE 1, as shown. Similarly, the second Z-height 322A (also represented by “Y1” cm″) of a second body portion, such as the first facial middle portion 318A and the fourth Z-height 322B (also represented by “Y2” cm″) of the second facial middle portion 318B are associated with the vehicle audio system 228.

With reference to FIG. 3D, there is shown an exemplary scenario 300D. FIG. 3D is explained in conjunction with elements from FIGS. 1, 2, 3A, 3B, and 3C. The exemplary scenario 300D illustrates a portion of the interior of the vehicle 102 to depict a precise personalization of in-vehicle systems based on Z-heights of body portions of vehicle occupants. There is further shown a HVAC unit 324 with a first set of vents 324A and a second set of vents 324B. There is also shown a custom output from the HVAC unit 324, such as a direction of a first airflow 326A to the first facial portion 312A of the first occupant 310A and a direction of a second airflow 326B to the second facial portion 312B of the second occupant 310B. A custom output from the vehicle audio system 228 to the first facial middle portion 318A and the second facial middle portion 318B, is also shown.

In accordance with an embodiment, the circuitry 202 may be configured to control the plurality of in-vehicle systems 216 to direct an output from a corresponding in-vehicle system of the plurality of in-vehicle systems 216 to a specific body portion of the plurality of body portions of each of the one or more occupants in the vehicle 102. The output from a corresponding in-vehicle system, such as the HVAC system 226, may be directed to the specific body portion, such as the face portions, based on the estimated plurality of Z-heights and the determined associative relationship, as shown in TABLE 1, for example. In some embodiments, the plurality of in-vehicle systems 216 may be controlled concurrently to direct a plurality of output from the plurality of in-vehicle systems 216 such that output from one in-vehicle system, such as the HVAC system 226, do not interfere (and instead complement) with output of another in-vehicle system, such as the vehicle audio system 228, of the plurality of in-vehicle systems 216.

The circuitry 202, such as the microprocessor, may be configured to control an angle of the first set of vents 324A of the HVAC unit 324 to direct an airflow (such as the first airflow 326A) toward the first facial portion 312A of the first occupant 310A. The airflow (such as the first airflow 326A) may be directed toward the first facial portion 312A based on the estimated first Z-height 320A (e.g., “X1” cm) and the determined associative relationship that the first Z-height 320A (e.g., “X1” cm) is meant for the HVAC system 226 of the vehicle 102. The circuitry 202 may be configured to communicate a position control signal to the first set of vents 324A to automatically control positioning and/or angle of first set of vents 324A such that an airflow output from the first set of vents 324A is directed toward the first facial portion 312A. Similarly, the circuitry 202 may be configured to control an angle of the second set of vents 324B of the HVAC unit 324 to direct an airflow (such as the second airflow 326B) toward the second facial portion 312B of the second occupant 310B in accordance with the estimated third Z-height 320B (also represented by “X2” cm″). The positioning and/or angle of the servo-motor 230 controlled first set of vents 324A and the second set of vents 324B are vertically adjusted and updated continuously to control airflow in real time or near-real time based on face tracking and change in estimation of corresponding Z-heights of the facial portions 312A and 312B.

The control the plurality of in-vehicle systems 216 further includes control of the vehicle audio system 228 to direct an audio output from the plurality of speakers 232 of the vehicle audio system 228 toward the mid facial portions 318A and 318B of first occupant 310A and the second occupant 310B respectively. The directivity of the audio output may be based on the second Z-height 322A (also represented by “Y1” cm″) and the fourth Z-height 322B (also represented by “Y2” cm″) and the determined associative relationship that the “Y1” and “Y2” are associated with the vehicle audio system 228 for optimum audio experience. Thus, the vehicle audio system 228 may be tuned in real time or near-real time for optimum audio performance and enhanced listening experience for the first occupant 310A and the second occupant 310B in the vehicle 102.

With reference to FIG. 3E, there is shown an exemplary scenario 300E. FIG. 3E is explained in conjunction with elements from FIGS. 1, 2, and 3A to 3D. The exemplary scenario 300E illustrates a top view of the interior of the vehicle 102 to depict a precise and a real time personalization of in-vehicle systems based on Z-heights of body portions of vehicle occupants, occupants positioning, and the number of occupants. There is further shown a first center of audio focus 330A, a second center of audio focus 330B and different directions of airflows 332A, 332B, 332C, and 332D based on positioning and the detected number of occupants, such as the first occupant 310A, the second occupant 310B, a third occupant 310C, and a fourth occupant 310D.

In accordance with an embodiment, in addition to the vertical Z-height based personalization, a horizontal (X, Y coordinates) occupant’s position based personalization may also occur in the vehicle 102. For example, the circuitry 202 may be configured to determine and update an optimal location in real time or near-real time for a center of audio focus in the interior of the vehicle 102 based on a track of current positioning of one or more occupants in the vehicle 102. For example, when a single occupant, such as the first occupant 310A is present in the vehicle 102, the circuitry 202 may communicate a first control signal to the vehicle audio system 228 to focus the output from the plurality of speakers 232 to the first center of audio focus 330A. The circuitry 202 may also communicate a second control signal to the HVAC system 226 to selectively direct the airflow 332A from a front HVAC unit of the HVAC system 226 to the first facial portion 312A of the first occupant 310A. In some embodiments, both the first control signal and the second control signal may be communicated concurrently to respective in-vehicle systems.

In accordance with an embodiment, when the number of occupants or seating position of the occupants changes (an increase in this case) in the vehicle 102, the circuitry 202 may be configured to shift the first center of audio focus 330A to the second center of audio focus 330B, as shown in FIG. 3E. In some embodiments, a combination of seat occupancy sensors (such as the seat occupancy sensor 224A) and the face tracking feature of the image-capture device 112 may be utilized for an accurate occupant(s) position estimation.

Further, the output from different servo-controlled vents in the front or rear of the vehicle 102 may be controlled such that each of the first occupant 310A, the second occupant 310B, the third occupant 310C, and the fourth occupant 310D receive a personalized directed airflow (e.g., the different directions of airflows 332A, 332B, 332C, and 332D, as shown). The personalized directed airflow towards their facial portions may be outputted in accordance to estimated Z-heights of the facial portions, as discussed in FIGS. 3C and 3D, for example.

In accordance with an embodiment, Right-left (R-L) balance, Front-back (F-B) fade, and other audio settings may be adjusted for optimal listening experience for current positioning of the one or more occupants. Further, when the vehicle 102 stops and one passenger exits the vehicle 102, the image-capture device 112 may be configured to detect change in an occupant seating scenario. The circuitry 202, based on the detected change in the occupant seating scenario, may automatically update audio settings of the vehicle audio system 228 for the remaining occupants (i.e. new occupant seating scenario).

With reference to FIG. 3F, there is shown an exemplary scenario 300F. FIG. 3F is explained in conjunction with elements from FIGS. 1, 2, and 3A to 3E. The exemplary scenario 300F illustrates a portion of the interior of the vehicle 102 to depict monitoring of a driver state. There is shown the first occupant 310A in a distressed state in the vehicle 102.

In accordance with an embodiment, the circuitry 202 may be configured to monitor, by use of the image-capture device 112, a plurality of defined metrics related to the driver, such as the first occupant 310A, of the vehicle 102. The plurality of defined metrics related to the driver of the vehicle 102 may include, but are not limited to a facial position, body language, a seating position, eye movement, body movement, health parameters, and a tone, or pitch of driver’s voice. In accordance to the exemplary scenario 300F, the driver, such as the first occupant 310A, is detected in a distressed state during after a crash. The circuitry 202 activates an emergency response (ERS) mode in the vehicle 102 and seeks response from the driver (e.g., the first occupant 310A) within the user specified or pre-defined time period. In other embodiments, a driver dozing off is identified through recognition of closing eyes or a bobbing head. In such a situation, an alert may be sounded, cabin temperature may be reduced, cold air may be blown on the driver, and the vehicle 102 may be brought to a stop in a safe manner, or another action may be taken.

Thereafter, the circuitry 202 may be configured to communicate a self-diagnostic test start signal to an on-board diagnostics (OBD) system of the vehicle 102. The self-diagnostic test is done to determine whether the vehicle 102 is damaged or okay-to-drive in an autonomous mode or auto pilot (AP) mode. In cases where the vehicle 102 is damaged, the vehicle 102 remains parked, and a health emergency alert signal is communicated to the medical emergency center 106, by the wireless communication system 238. In cases where the vehicle 102 is diagnosed as okay-to-drive but the first occupant 310A is unresponsive, the circuitry 202 may communicate an autonomous mode start signal to an engine control module (ECM) of the vehicle 102. This may cause the vehicle 102 to automatically drive itself to a preferred hospital based on the identified driver profile “D01”.

FIGS. 4A, 4B, 4C, and 4D collectively, depict a flow chart that illustrates exemplary operations for personalization of a vehicle based on spatial locations of body portions of occupants in the vehicle, in accordance with an embodiment of the disclosure. With reference to FIGS. 4A, 4B, 4C, and 4D there is shown a flow chart 400. The flow chart 400 is described in conjunction with FIGS. 1, 2, and 3A to 3F. The operations, implemented at the in-vehicle electronic device 114 in association with the image-capture device 112, for personalization of a vehicle, begin at 402 and proceed to 404.

At 404, a plurality of images or a video of one or more occupants in the vehicle 102 may be captured. The image-capture device 112 may be configured to capture the plurality of images or the video of the one or more occupants in the vehicle 102. At 406, facial portion(s) of one or more occupants in the vehicle 102 may be detected based on the plurality of images or the video captured by the image-capture device 112.

At 408, at least a driver profile or a passenger profile (each could also be referred to as an occupant profile) associated with each occupant (who may be seated at a driver seat or one of the passenger seats) may be searched based on a comparison of facial features of the occupant with stored facial features of users related to a plurality of driver profiles and a plurality of passenger profiles. The circuitry 202, such as a microprocessor, may be configured to search for the driver profile and/or the passenger profile of each occupant based on the comparison of the facial features of the occupant, such as the first occupant 310A, with stored facial features of users related to the plurality of driver profiles stored in the memory 204. At 410, facial recognition is performed on the acquired data, such as the plurality of images or the video of the one or more occupants, to identify a driver profile and/or a passenger profile. The circuitry 202 may be configured to check whether the driver profile is identified based on facial recognition from the stored plurality of driver profiles in the memory 204. Similarly, the circuitry 202 may be further configured to check whether the passenger profile is identified based on facial recognition from the stored plurality of passenger profiles in the memory 204. A match of the facial features of an occupant, such as the first occupant 310A, with stored facial features of one user may result in the facial recognition. In cases where the driver profile and/or the passenger profile is identified, the control passes to 412 else to 416.

At 412, an audio signal may be communicated to the vehicle audio system 228 to output customized audio greeting to at least the first occupant 310A. The circuitry 202 may be configured to communicate the audio signal to the vehicle audio system 228 to output the customized audio greeting, for example, “Hello, Fredrick” to the first occupant 310A. At 414, a first level of customization may be executed in the vehicle 102 based on defined user-preferences in the identified driver profile or passenger profile of the one or more occupants, such as the first occupant 310A. For example, the electrically powered adjustable components, such as the driver seat, vehicle mirrors (e.g., the ORVM 208), front mirror, radio, music preferences, and driving mode preferences, may be adjusted in accordance with the user preferences in the driver profile of the first user 116A. The circuitry 202 may be configured to communicate a plurality of control signals to one or more other ECUs to initiate the adjustments in accordance with the user preferences in the driver profile of the first occupant 310A. In some embodiments, if there are more than one occupants in the vehicle 102, similar to the first occupant 310A, audio signal may be communicated to the vehicle audio system 228 to output customized audio greeting to each occupant. For example, in addition to custom audio greeting to the first occupant 310A, the second occupant 310B may also be greeted as, “Hello Samantha, how are you doing today?”, via an audio speaker that is in vicinity of the second occupant 310B.

At 416, an unrecognized occupant (e.g., a first occupant, a second occupant, or a new occupant) may be marked (or tagged) as a new user and a request to set a new profile may be generated on the display 210 of an infotainment head unit (e.g., the in-vehicle electronic device 114). In cases where there are multiple occupants, and one or more occupants are not identified, for example, a passenger seated at the front seat, the passenger may be tagged as new user and requested to set the new profile similar to the first occupant 310A, such as the driver. At 418, a plurality of Z-heights of a plurality of body portions of each of the one or more occupants in the vehicle 102 may be estimated. An example of the estimation of the plurality of Z-heights, has been shown and described in details in the FIG. 3C.

At 420, an associative relationship may be determined between the estimated plurality of Z-heights of the plurality of body portions of each of the one or more occupants and the plurality of in-vehicle systems 216 of the vehicle 102. An example of the associative relationship is depicted in TABLE 1 in the FIG. 3C. At 422, the plurality of in-vehicle systems 216 may be controlled to direct an output from a corresponding in-vehicle system of the plurality of in-vehicle systems 216 to a specific body portion of the plurality of body portions of each of the one or more occupants in the vehicle 102. An example of the control of the plurality of in-vehicle systems 216, such as the HVAC system 226 and the vehicle audio system 228, has been shown and described in the FIGS. 3D and 3E.

At 424, an optimal location to direct the audio in the interior of the vehicle 102 is determined, based on positioning of the one or more occupants in the vehicle 102. An example of the determination of the optimal location for the center of audio (or music) focus has been shown and described in FIG. 3E. In some embodiments, as the vehicle 102 includes the plurality of speakers 232, audio from all of the plurality of speakers 232 may be directed towards one location (or position). Alternatively, a same audio or different audio from the plurality of speakers 232 may be directed toward different locations in the interior of the vehicle 102based on positioning of the one or more occupants in the vehicle 102. In cases where audio output from the plurality of speakers 232 are directed toward different locations, each speaker or a group of speakers of the plurality of speakers 232 may output different audio to different locations suited to individual occupant in the vehicle 102. Audio beam forming techniques may be used for providing directed audio toward each occupant. For example, certain speakers of the plurality of speakers 232 may be in close proximity to an occupant. For instance, the vehicle door near driver may comprise multiple speakers to allow for beam forming. In some scenarios, the selection of different audio may be based on individual user-preferences in accordance with identified driver and passenger profiles of each occupant.

At 426, an angle of the one or more vents of the HVAC system 226 may be controlled to direct an airflow toward a first body portion, such as the first facial portion 312A, of the first occupant 310A of the one or more occupants. The airflow may be directed toward the first body portion based on a first Z-height (e.g., the first Z-height 320A) of the first body portion of the first occupant 310A in the determined associative relationship. An example of control of angle to direct an airflow toward a specific body portion, has been shown and described in FIGS. 3D and 3E.

At 428, the vehicle audio system 228 may be controlled to direct an audio output from the plurality of speakers 232 of the vehicle audio system 228 to a second body portion of plurality of body portions of the first occupant 310A. The audio output, for example, an audio beam, may be directed based on a second Z-height (e.g., the second Z-height 322A) of the second body portion of the first occupant 310A in the determined associative relationship. An example of the control of vehicle audio system 228 angle to direct an audio output toward a specific body portion, has been shown and described in the FIG. 3D. At 430, a change in occupant(s) seating positions and a number of current occupants in the vehicle 102 may be detected. The circuitry 202 may be configured to detect the change in occupant(s) seating positions and the number of current occupants in the vehicle 102 based on face tracking of the one or more occupants. In some embodiments, a combination of seat occupancy sensors (such as the seat occupancy sensor 224A) and the face tracking feature of the image-capture device 112 may be utilized for an accurate occupant(s) position estimation. In some embodiments, where there are multiple occupants, for example, the driver, a front passenger and a back passenger seated in a rear seat, the front passenger might have similar setting for air flow, audio, and the like, as that of the driver. However, the back passenger seated in the rear seat, may be a child (or a user of different age-group) and may be associated with different settings (e.g. a preference of reduced audio level as compared to front occupants, a different choice for audio, airflow settings, and the like). Accordingly, different audio may be played for the back passenger based on identified passenger profile for the rear seat passenger, or a specific audio may be directed to ears of the passenger (e.g., the child) based on the estimated Z-height. In some embodiments, settings for air flow, audio, and the like, may be specific for each occupant, such as the driver and each passenger, based on estimated Z-heights and user-preferences in their respective profiles (e.g., the identified passenger and driver profiles).

At 432, an optimal location for a center of audio focus and an angle of the one or more vents of the HVAC system may be dynamically updated. The update may be done for a specific body portion for new occupants. An example of the shift in the center of audio focus based on an increase in the number of occupants and a concurrent update in the angle of the one or more vents, has been described in FIG. 3E. At 434, a plurality of defined metrics related to a driver, such as the first occupant 310A, of vehicle 102, may be monitored. An example of the monitoring of the plurality of defined metrics has been described in FIGS. 1 and 3F.

At 436, a state of the driver of the vehicle 102 may be detected, based on an analysis of the plurality of defined metrics. An example of a distressed state is shown and described in FIG. 3F. At 438, it may be checked whether the driver is in normal state. In cases where the driver is detected in the normal state, the control returns to 434, as shown. In cases where the driver is detected in the distressed state, the control passes to 440.

At 440, a driver emergency alert signal may be generated and then communicated to the vehicle audio system 228 for output, such as an audio alert. The circuitry 202 may be configured to generate and then communicate the driver emergency alert signal to the vehicle audio system 228 for output via one of the plurality of speakers 232. At 442, it may be checked whether the driver is responsive to the generated output, such as the generated audio alert. In cases where the driver is responsive, the control may pass to 444. In cases where the driver is unresponsive to the audio alert, the control may pass to 446.

At 444, it may be determined whether the driver have requested for emergency services, such as to call the medical emergency center 106. In cases where the driver has requested for emergency services, the control may pass to 446, else the control may return to 434. At 446, an emergency response (ERS) mode may be activated in the vehicle 102. The circuitry 202 may be configured to activate the ERS mode in the vehicle 102.

At 448, a health emergency alert signal may be communicated to the medical emergency center 106. The circuitry 202 may be configured to communicate the health emergency alert signal to the medical emergency center 106 if no response is received from the driver (e.g., the first occupant 310A) within a user specified or pre-defined time period. The health emergency alert signal may be referred to as emergency call systems, or simply eCall. At 450, it may be checked whether the vehicle 102 is damaged based on a self-diagnostic test of the vehicle 102. In cases where the vehicle is damaged, the control may pass to 448 to call for emergency services. In cases where the vehicle is not damaged and diagnosed as okay-to-drive, the control may pass to 452.

At 452, an autonomous mode start signal may be communicated to the engine control module of the vehicle 102. In cases where the vehicle 102 is diagnosed as okay-to-drive but the driver is unresponsive to the audio alert, the circuitry 202 may communicate the autonomous mode start signal to the ECM. At 454, the vehicle 102may be automatically driven to the medical emergency center 106. The control may pass to the end. The receipt of the autonomous mode start signal at the ECM may cause the vehicle 102 to automatically drive itself to a nearest hospital, such as the medical emergency center 106 or a preferred hospital, if provided in the identified driver profile.

The present disclosure may be realized in hardware, or a combination of hardware and software. The present disclosure may be realized in a centralized fashion, in at least one computer system, or in a distributed fashion, where different elements may be spread across several interconnected computer systems. A computer system or other apparatus adapted for carrying out the methods described herein may be suited. A combination of hardware and software may be a general-purpose computer system with a computer program that, when loaded and executed, may control the computer system such that it carries out the methods described herein. The present disclosure may be realized in hardware that comprises a portion of an integrated circuit that also performs other functions. It may be understood that, depending on the embodiment, some of the steps described above may be eliminated, while other additional steps may be added, and the sequence of steps may be changed.

The present disclosure may also be embedded in a computer program product, which comprises all the features that enable the implementation of the methods described herein, and which when loaded in a computer system is able to carry out these methods. Computer program, in the present context, means any expression, in any language, code or notation, of a set of instructions intended to cause a system with an information processing capability to perform a particular function either directly, or after either or both of the following: a) conversion to another language, code or notation; b) reproduction in a different material form.

While the present disclosure has been described with reference to certain embodiments, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted without departing from the scope of the present disclosure. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the present disclosure without departing from its scope. Therefore, it is intended that the present disclosure not be limited to the particular embodiment disclosed, but that the present disclosure will include all embodiments that fall within the scope of the appended claims. Equivalent elements, materials, processes or steps may be substituted for those representatively illustrated and described herein. Moreover, certain features of the disclosure may be utilized independently of the use of other features, all as would be apparent to one skilled in the art after having the benefit of this description of the disclosure.

As used herein, the terms “comprises,” “comprising,” “includes,” “including,” “has,” “having” or any contextual variants thereof, are intended to cover a non-exclusive inclusion. For example, a process, product, article, or apparatus that comprises a list of elements is not necessarily limited to only those elements, but may include other elements not expressly listed or inherent to such process, product, article, or apparatus. Further, unless expressly stated to the contrary, “or” refers to an inclusive or and not to an exclusive or. For example, a condition “A or B” is satisfied by any one of the following: A is true (or present) and B is false (or not present), A is false (or not present) and B is true (or present), and both A and B is true (or present).

Although the steps, operations, or computations may be presented in a specific order, this order may be changed in different embodiments. In some embodiments, to the extent multiple steps are shown as sequential in this specification, some combination of such steps in alternative embodiments may be performed at the same time. The sequence of operations described herein can be interrupted, suspended, reversed, or otherwise controlled by another process.

It will also be appreciated that one or more of the elements depicted in the drawings/figures can also be implemented in a more separated or integrated manner, or even removed or rendered as inoperable in certain cases, as is useful in accordance with a particular application.

Claims

1. A personalization system for a vehicle, comprising:

an image-capture device configured to capture a plurality of images of one or more occupants in the vehicle; and
circuitry configured to: estimate a plurality of Z-heights of a plurality of body portions of each of the one or more occupants from a reference position in the vehicle, based on the plurality of images captured from the image-capture device; determine an associative relationship between the plurality of Z-heights of the plurality of body portions of each of the one or more occupants in the vehicle and a plurality of in-vehicle systems, based on defined user-preferences; and control the plurality of in-vehicle systems to direct an output from a corresponding in-vehicle system of the plurality of in-vehicle systems to a specific body portion of the plurality of body portions of each of the one or more occupants in the vehicle, based on the estimated plurality of Z-heights and the determined associative relationship.

2. The personalization system according to claim 1, wherein the control the plurality of in-vehicle systems includes control of an angle of one or more vents of an Heating, Ventilation, and Air Conditioning (HVAC) system to direct an airflow towards a first body portion of the plurality of body portions of a first occupant of the one or more occupants, based on a first Z-height of the first body portion of the first occupant in the determined associative relationship, wherein the HVAC system corresponds to one of the plurality of in-vehicle systems.

3. The personalization system according to claim 1, wherein the control the plurality of in-vehicle systems includes control of a vehicle audio system to direct an audio output from a plurality of audio speakers of the vehicle audio system to a second body portion of the plurality of body portions of a first occupant of the one or more occupants, based on a second Z-height of the second body portion of the first occupant in the determined associative relationship, wherein the vehicle audio system corresponds to one of the plurality of in-vehicle systems.

4. The personalization system according to claim 1, wherein the circuitry is further configured to detect that a driver that corresponds to one of the one or more occupants in the vehicle is in a distressed state or a normal state, based on an analysis of a plurality of defined metrics associated with the driver.

5. The personalization system according to claim 4, wherein the circuitry is further configured to activate an emergency response mode in the vehicle when the driver is detected in the distressed mode and is unresponsive to an audio alert generated in the vehicle.

6. The personalization system according to claim 5, wherein the circuitry is further configured to communicate an autonomous mode start signal to an engine control module of the vehicle to cause the vehicle to be automatically driven to a user-specified medical emergency center when the vehicle is diagnosed as okay-to-drive in the emergency response mode.

7. The personalization system according to claim 1, wherein the vehicle is an autonomous, or a semi-autonomous vehicle.

8. A method for handling personalization of a vehicle, the method comprising:

capturing, by an image-capture device in the vehicle, a plurality of images of one or more occupants in the vehicle;
estimating, by circuitry in the vehicle, a plurality of Z-heights of a plurality of body portions of each of the one or more occupants from a reference position in the vehicle, based on the plurality of images captured from the image-capture device;
determining, by the circuitry, an associative relationship between the plurality of Z-heights of the plurality of body portions of each of the one or more occupants in the vehicle and a plurality of in-vehicle systems, based on defined user-preferences; and
controlling, by the circuitry, the plurality of in-vehicle systems to direct an output from a corresponding in-vehicle system of the plurality of in-vehicle systems to a specific body portion of the plurality of body portions of each of the one or more occupants in the vehicle, based on the estimated plurality of Z-heights and the determined associative relationship.

9. The method of claim 8, wherein the controlling the plurality of in-vehicle systems includes controlling of an angle of one or more vents of an Heating, Ventilation, and Air Conditioning (HVAC) system to direct an airflow towards a first body portion of the plurality of body portions of a first occupant of the one or more occupants, based on a first Z-height of the first body portion of the first occupant in the determined associative relationship, wherein the HVAC system corresponds to one of the plurality of in-vehicle systems.

10. The method of claim 8, wherein the controlling the plurality of in-vehicle systems includes controlling of a vehicle audio system to direct an audio output from a plurality of audio speakers of the vehicle audio system to a second body portion of the plurality of body portions of a first occupant of the one or more occupants, based on a second Z-height of the second body portion of the first occupant in the determined associative relationship, wherein the vehicle audio system corresponds to one of the plurality of in-vehicle systems.

11. The method of claim 8, further comprising the step of detecting that a driver that corresponds to one of the one or more occupants in the vehicle is in a distressed state or a normal state, based on an analysis of a plurality of defined metrics associated with the driver.

12. The method of claim 11, further comprising the step of activating an emergency response mode in the vehicle when the driver is detected in the distressed mode and is unresponsive to an audio alert generated in the vehicle.

13. The method of claim 11, further comprising the step of communicating an autonomous mode start signal to an engine control module of the vehicle to cause the vehicle to be automatically driven to a user-specified medical emergency center when the vehicle is diagnosed as okay-to-drive in the emergency response mode.

14. A vehicle comprising:

a battery;
an image-capture device, powered by the battery, configured to capture a plurality of images of one or more occupants in the vehicle; and
an in-vehicle electronic device, powered by the battery, configured to: estimate a plurality of Z-heights of a plurality of body portions of each of the one or more occupants from a reference position in the vehicle, based on the plurality of images captured from the image-capture device; determine an associative relationship between the plurality of Z-heights of the plurality of body portions of each of the one or more occupants in the vehicle and a plurality of in-vehicle systems, based on defined user-preferences; and control the plurality of in-vehicle systems to direct an output from a corresponding in-vehicle system of the plurality of in-vehicle systems to a specific body portion of the plurality of body portions of each of the one or more occupants in the vehicle, based on the estimated plurality of Z-heights and the determined associative relationship.

15. The vehicle of claim 14, wherein the in-vehicle electronic device controls an angle of one or more vents of an Heating, Ventilation, and Air Conditioning (HVAC) system to direct an airflow towards a first body portion of the plurality of body portions of a first occupant of the one or more occupants, based on a first Z-height of the first body portion of the first occupant in the determined associative relationship, wherein the HVAC system corresponds to one of the plurality of in-vehicle systems.

16. The vehicle of claim 14, wherein the in-vehicle electronic device controls a vehicle audio system to direct an audio output from a plurality of audio speakers of the vehicle audio system to a second body portion of the plurality of body portions of a first occupant of the one or more occupants, based on a second Z-height of the second body portion of the first occupant in the determined associative relationship, wherein the vehicle audio system corresponds to one of the plurality of in-vehicle systems.

17. The vehicle of claim 14, wherein the vehicle is an autonomous, or a semi-autonomous vehicle.

18. The vehicle of claim 14, wherein the in-vehicle electronic device is further configured to detect that a driver that corresponds to one of the one or more occupants in the vehicle is in a distressed state or a normal state, based on an analysis of a plurality of defined metrics associated with the driver.

19. The vehicle of claim 18, wherein the in-vehicle electronic device is further configured to activate an emergency response mode in the vehicle when the driver is detected in the distressed mode and is unresponsive to an audio alert generated in the vehicle.

20. The vehicle of claim 19, wherein the in-vehicle electronic device is further configured to communicate an autonomous mode start signal to an engine control module of the vehicle to cause the vehicle to be automatically driven to a user-specified medical emergency center when the vehicle is diagnosed as okay-to-drive in the emergency response mode.

Patent History

Publication number: 20190176837
Type: Application
Filed: Dec 6, 2018
Publication Date: Jun 13, 2019
ApplicantTesla, Inc. (Palo Alto, CA)
InventorsBlair Williams (Cupertino, CA), Adnan Esmail (Palo Alto, CA)
Application Number: 16/211,901

Classifications

International Classification: B60W 50/02 (20060101); G06K 9/00 (20060101); G06F 3/16 (20060101); B60W 10/30 (20060101); B60W 40/08 (20060101);

FUTURE | TIME ZONES

RCL Photographer

People for generations have relied on hope, which allowed prophets to “see into the future”.

Bond markets, stock markets and lotto were all created with the love of money and with the hope of an acceptable balance of power for the people.

What are your thoughts?

If you owned a crystal ball, what do you think you would see for the future?

THE SCIENCE OF COLD | Researchers turn their attention to the elastocaloric effect– squeezing solid crystalline (or polycrystalline) materials. Elastocaloric materials are attractive because they tend to have larger reversible temperature changes than magnetocalorics. They also tend to be less expensive – comprising alloys of metals rather than more pricy rare-earth magnets.

‘Colossal elastocaloric effect’ could lead to better refrigerators

10 Jul 2019 Hamish Johnston
Crystal lattice
Squash and squeeze: changing the crystal structure of an elastocaloric material involves the exchange of heat. (Courtesy: iStock/Andrey Prokhorov)

A metal alloy that undergoes a reversible temperature change of 31.5 K when squeezed has been created by physicists in China, Spain and the US. Materials that exhibit such a “colossal elastocaloric effect” could be used to create new types of highly-efficient refrigeration systems.

Refrigeration plays an important role in a wide range of human activity and keeping people and things cool consumes huge amounts of energy. Researchers are therefore very keen on developing alternatives to the relatively inefficient (about 20%) vapour compression systems that are in widespread use today. These refrigerators are also ripe for replacement because they tend to be noisy and use gases that can be dangerous or detrimental to the environment.

An alternative approach involves using “caloric” materials, which release heat when subjected to an external stimulus such as an applied magnetic or electric field or a compressive force. When the stimulus is removed, the material will absorb heat, thus cooling its surroundings. By applying and removing the stimulus on a carefully chosen timescale, a refrigeration cycle can be created.

In the past, much of the focus had been on creating refrigerators that use magnetocaloric materials. However, this has not led to the development of commercial devices for widespread use.

Low-cost option

Now, researchers are turning their attention to the elastocaloric effect, which involves squeezing solid crystalline (or polycrystalline) materials. Elastocaloric materials are attractive because they tend to have larger reversible temperature changes than magnetocalorics. They also tend to be less expensive – comprising alloys of metals rather than more pricy rare-earth magnets.

Plastic refrigerant could lead to more environmentally friendly cooling systems

The elastocaloric effect occurs when a material undergoes a transition in its crystal structure when it is squeezed. This latest research was done by Daoyong Cong and colleagues at the University of Science and Technology in Beijing, the University of Barcelona and Argonne National Laboratory and focussed on an alloy of nickel, manganese and titanium (with a tiny amount of boron). The uncompressed material has an austenite crystal structure, that is converted to a martensite crystal structure by about 500 MPa of squeezing. This results in a change of temperature of 31.5 K. This is more than double the temperature change in the best magnetocaloric material and about 26% greater than the previous best elastocaloric – which is a nickel-manganese alloy.

The team used several criteria to select their elastocaloric material from a group of alloys containing nickel, manganese and one other metal. A material must undergo a large (about 2%) change in volume during the structural phase transition and the material must have mechanical properties that are compatible with being repeatedly squeezed and expanded. Furthermore, the material should be polycrystalline so that it can be easily and cheaply manufactured in bulk.

Writing in Physical Review Letters, the team describes their research as a “significant step forward towards large-scale elastocaloric refrigeration applications”. Furthermore, they say that their selection criteria could be used to find other materials that exhibit the colossal elastocaloric effect.

‘Colossal elastocaloric effect’ could lead to better refrigerators

DESTINATION| Charge It!!! #Tesla pay for and installs the deployment of chargers that all EVs can use

While Tesla is definitely a for-profit company with responsibilities to its shareholders, its mission to accelerate the advent of sustainable energy is an altruistic one in many ways. If you think that’s just a front, this might convince you otherwise.

We recently learned some new information about Tesla’s Destination Charging program for businesses and it is even more generous than we originally thought.

Tesla operates two different charging networks. While Tesla’s Supercharger network is made of DC fast-charging stations for long distance driving, the Destination Charging network consists level 2 chargers, more specifically the ‘Tesla Wall Connector’, installed at restaurants and hotels to charge once Tesla owners arrive at their destination, hence the name.

As we already knew, the company supplies those chargers for free, officially 2 chargers, but we’ve heard of busy locations where Tesla supplied more, including covering the cost of the installation.

That’s a good deal for the property owners since it enables them to add value to their property while attracting more customers who will have to stop there for an extended period of time. Tesla takes applications online for those ‘Destination Charger’ locations, which recently reached over 5,000 total locations around the world.

In the US (this is not applicable in Europe and some other markets), those chargers feature a connector proprietary to Tesla and therefore, only Tesla vehicles can charge on them – unless they use a new somewhat controversial third-party adapter.

But we often see other universal J1772 level 2 chargers at the same locations where Tesla installed the Destination Chargers.

We assumed that the businesses decided to add chargers for other EVs, but we now learn that in some cases, it was actually Tesla’s idea. The company went out of its way to install chargers for other electric vehicles, technically competitors, in order to expand charging infrastructure.

Electrek has talked to several business owners with Destination Chargers and some of them revealed that Tesla suggested them to install a Clipper Creek Charger, along with the Tesla Wall Connector, at no additional cost.

Now Tesla’s vehicles can technically also charge on those chargers with an adapter, but they are really there for other EVs since any Tesla owner would prefer the Wall Connector, which is simpler and can often offer a higher charge rate. One possible, slightly less altruistic rationale is that Tesla is still trying to keep its Roadster owners, who can’t use the same charger as the Model S/X happy with compatible J1772 adapters.

The total cost of those installations can easily add up to several thousands of dollars after all the equipment and installation. Yet, Tesla doesn’t even have a formal contract with the business owners – only a letter of intent to confirm that the automaker will cover the cost of chargers and the installation, while the host will cover the electricity bill.

Here’s a copy of the letter of intent obtained by Electrek:

In a sense, other automakers have also helped financed charging infrastructure, but it was always part of a third-party pay-per-use charging network, like Nissan and BMW with EVgo.

Some business owners who applied were happy enough to get the Tesla chargers for free and they were quite surprised to be offered a universal charger on top of it. One of them told us:

“I have never heard of a company that acts the way Tesla does. They truly put their corporate money where their mouth is. And that’s remarkable and laudable.”

The Destination Charging network is apparently not the only way Tesla is planning to contribute to the broader EV charging infrastructure beyond its own fleet.

Earlier this month, Tesla CTO JB Straubel said that Tesla is ‘actively talking to other automakers’ about opening up its Supercharger network, which enables much faster charging than the Destination Charging network.

Tax Security 2.0 | A ‘Taxes-Security-Together’ Checklist

Issue Number:    IR-2019-122

Inside This Issue


Tax Security 2.0 – A ‘Taxes-Security-Together’ Checklist

IRS, Security Summit partners urge tax professionals to review their practices, enhance safeguards to protect taxpayer data

IRS YouTube Videos:
• Tax Security 2.0: Taxes-Security-Together ChecklistEnglish

WASHINGTON — Leaders from the IRS, state tax agencies and the tax industry today called on tax professionals nationwide to take time this summer to review their current security practices, enhance safeguards where necessary and take steps to protect their businesses from global cybercriminal syndicates prowling the Internet.

Despite major progress by the IRS and the Security Summit partners against identity theft, evolving tactics continue to threaten the tax community and the sensitive data of taxpayers.

To help combat this, the Security Summit partners created a new “Taxes-Security-Together” Checklist to serve as a starting point for tax professionals. Beginning next week, the IRS and Summit partners will issue a series of five Tax Security 2.0 news releases highlighting “Taxes-Security-Together” Checklist action items.

“The IRS, the states and the private sector tax industry have taken major steps to protect taxpayers and their data,” said IRS Commissioner Chuck Rettig. “But a major risk remains, regardless of whether you are the sole tax practitioner in your office or part of a multi-partner accounting firm. To help with this, we assembled a security checklist to assist the tax community. We hope tax professionals will use our checklist as a starting point to do everything necessary to protect their client’s data.”

The Security Summit — a partnership between the IRS, states and the private-sector tax community — started in 2015 to combat identity theft and protect taxpayers. Key IRS data show the Summit continues making major progress against tax-related identity theft. Between 2015 and 2018, key indicators showed:

  • The number of taxpayers who reported to the IRS that they were victims of identity theft fell 71 percent. In 2018, the IRS received 199,000 identity theft affidavits from taxpayers compared to 677,000 in 2015. This was the third consecutive year this number declined.
  • The number of confirmed identity theft returns stopped by the IRS declined by 54 percent, falling from 1.4 million in 2015 to 649,000 in 2018.

As the Summit has increased the tax community’s defenses against identity theft and refund fraud, cybercriminals continue to evolve. Increasingly, they look to data thefts at tax professionals’ offices to obtain large amounts of sensitive taxpayer data. Thieves then use stolen data from tax professionals to create fraudulent returns that are harder to detect.

The ‘Taxes-Security-Together’ Checklist

The Summit partners urge the tax community to review these basic security steps this summer. Some tax pros may routinely overlook these checklist items and others need to regularly revisit them. The steps are not only important for tax practitioners, but for taxpayers as well. Everyone has a responsibility to protect sensitive data.

The Taxes-Security-Together checklist highlights key security features

√ Deploy the “Security Six” measures:

  • Activate anti-virus software.
  • Use a firewall.
  • Opt for two-factor authentication when it’s offered.
  • Use backup software/services.
  • Use Drive encryption.
  • Create and secure Virtual Private Networks.

√ Create a data security plan:

  • Federal law requires all “professional tax preparers” to create and maintain an information security plan for client data.
  • The security plan requirement is flexible enough to fit any size of tax preparation firm, from small to large.
  • Tax professionals are asked to focus on key risk areas such as employee management and training; information systems; and detecting and managing system failures.

√ Educate yourself and be alert to key email scams, a frequent risk area involving:

  • Learn about spear phishing emails.
  • Beware ransomware.

√ Recognize the signs of client data theft:

  • Clients receive IRS letters about suspicious tax returns in their name.
  • More tax returns filed with a practitioner’s Electronic Filing Identification Number than submitted.
  • Clients receive tax transcripts they did not request.

√ Create a data theft recovery plan including:

  • Contact the local IRS Stakeholder Liaison immediately.
  • Assist the IRS in protecting clients’ accounts.
  • Contract with a cybersecurity expert to help prevent and stop thefts.

Security Summit partners/tax professionals urge review

“The states and our partners have made progress in the fight against tax-related identity theft, but criminals continue to evolve. We cannot let our guard down in this fight because our common enemy is well-funded, technologically skilled and savvy about state and federal tax processes,” said Sharonne Bonardi, president of the Board of Trustees of the Federation of Tax Administrators and Deputy Comptroller in Maryland. “To make this work, we need help from individual tax professionals across the nation.”

Checklist marks third year of Summit campaigns aimed at tax professional community

This year’s Tax Security 2.0 effort involving the Security Checklist is the third summer campaign in a row involving the Summit partners. The effort follows feedback and recommendations from the Electronic Tax Administration Advisory Committee (ETAAC) that encouraged the Summit partners to expand and intensify outreach efforts to the tax professional community on identity theft and security issues.

This year’s campaign also coincides with this summer’s IRS Nationwide Tax Forums, which will again feature a major focus on security protection for tax professionals. The sessions will provide continuing education credits for sessions led by experts from inside and outside the IRS. The American Coalition for Taxpayer Rights also will again sponsor special sessions with experts from the Pell Center for International Relations and Public Policy at Salve Regina University in Rhode Island.

Last year, Summit education effort focused on Protect Your Clients, Protect Yourself: Tax Security 101. In 2017, the campaign highlighted email schemes in Don’t Take the Bait.

Separate Summit initiatives focus on identity theft awareness for individual taxpayers and consumer alerts for developing tax scams and schemes.

Resources available for tax professionals

Tax professionals also can get help with security recommendations by reviewing IRS Publication 4557, Safeguarding Taxpayer Data, and Small Business Information Security: the Fundamentals by the National Institute of Standards and Technology.

Publication 5293, Data Security Resource Guide for Tax Professionals, provides a compilation of data theft information available on IRS.gov. Also, tax professionals should stay connected to the IRS through subscriptions to e-News for Tax Professionals and Social Media.

FLORIDA | DIY In Court Workshops — Helping You Navigate the Court System

45:23

Homeowner and Condo Owner Association Laws DIY In Court Workshop

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28:50

Passports (DIY Workshop)

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1:10:23

Modifying Your Child Support and/or Timesharing Order DIY In Court Workshop

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Divorce DIY In Court Workshop

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Landlord Tenant Eviction DIY In Court Workshop

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Baker & Marchman Acts DIY In Court Workshop

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1:00:23

E-Courts DIY In Court Workshop

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1:07:09

Tax Deeds DIY In Court Workshop

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39:43

Collecting Money Judgments DIY In Court Workshop

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Injunction for Protection DIY In Court Workshop

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59:39

Sealing or Expunging Criminal Records DIY In Court Workshop

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Divorcio DIY en el Tribunal Taller

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TESLA SOLAR POWER |TESLA Market data and trends for solar panel Market share of equipment. Meet TESLA Powerwall, your home battery.

cars parked in front of company building
Photo by Craig Adderley on Pexels.com

TESLA SOLAR POWER
TESLA Market data and trends for solar panel Market share of equipment

  • Quote prices by equipment
  • Electricity bill offset
  • Monitoring systems
  • System sizes
  • Mount location
  • Property types
  • Financing options
  • Consumer demographics
  • Quoted prices
  • Payback periods
  • Customer interest in solar savings
  • Solar prices
  • Solar installers
  • Solar loan providers, terms, rates
  • Consumer interest in solar surges as costs fall

    Since 2014, interest has increased significantly. Google Trends data shows that consumer searches have climbed by anywhere from 25 percent to over 60 percent.

    SOLAR POWER

  • Community solar shoppers are ‘on the fence’ about buying? We think not!

    A survey found that most shoppers were motivated by the financial benefits of community solar, as well as the benefits of supporting local solar projects. Higher financial savings and simpler, more flexible contracts are the points shoppers are most likely to be interested in as they purchase their solar power walls for their homes and businesses. https://www.tesla.com/powerwall

    SOLAR POWER1

  • Federal solar tax credit 2019 INTEREST

Numbers represent search interest relative to the highest point on the chart for the given region and time. A value of 100 is the peak popularity for the term. A value of 50 means that the term is half as popular. A score of 0 means there was not enough data for this term.

SOLAR POWER3

 

Meet Powerwall, your home battery.

Touch-safe

TESLA Power-walls are child and pet friendly with no exposed wires or hot vents.

Flexible Installation

Floor or Wall Mounted

Installs easily on the wall, or stack up to ten TESLA Power-walls together on the floor.

Durable Design

Weatherproof

Water-resistant and dust-proof for indoor or outdoor installation.

Tesla recommends the number of TESLA Power-walls

based on your estimated energy usage per kWh/day

100Self-powered

0Grid-powered. On a typical day, TESLA Powerwall and solar will meet all of your home’s energy needs.

7+ days

Continuous power during an outage.

Control Your Energy from Anywhere

Seamlessly monitor and automatically manage your TESLA Powerwall, solar panels, Model S or X anytime, anywhere with the Tesla App.

4,3,2,1 steps to your new TESLA power-wall installation.

Your final design and pricing will be based on your electrical panel, home energy usage, number of Powerwalls, and where you’d like your Powerwall installed. Typical installation cost ranges from $2,500 to $4,500. This does not include solar installation, electrical upgrades (if necessary), taxes, permit fees, or any retailer / connection charges that may apply. What’s next? Once you place your reservation, a Tesla energy specialist will reach out to discuss your project.

4. Reservation

3. Home Assessment

2. Confirm Order

1. Installation



Interested in becoming a Certified Installer?

Tesla’s Certified Installers help us serve customers across the world.

Inquire about becoming A TESLA POWER WALL installer

  1. The sun has NOT got its hat on today! Never fear, the enables you to level out the natural peaks of generation over the day. You are in control and can use your free Solar electricity when you need it most!

  2. We’re excited to share that we recently completed our first installation! As a Tesla Powerwall Certified Installer, we now offer a customized solar-plus-battery solution as well as car chargers. Learn more about it here:

  3. As a proud Tesla Powerwall Certified Installer, we are pleased to share with you an opportunity to experience a sustainable future with Tesla Destinations. Enter for your chance to win! Find out more:

  4. Another Tesla Powerwall home battery installed today in Hampshire. A straightforward installation in the garage. The customer can now enjoy using stored electricity in the evenings.

  5. Tesla Powerwall is a home battery that stores solar energy so you can use it day or night and self-power your home

    Tesla Powerwall installation
  6. Awesome 13.5kWh battery storage system installed in today with back up facility. No more power cuts for this client who works from home, hence the need for a reliable supply! Harness, Store, Power.

  7. Another satisfied customer! We installed this dual aspect PV system using two different types of panels, optimised with , and creating a fully self powered home using a

  8. Store energy while the sun shines with and . Call us for friendly advice and a free quote.

  9. More stunning solar installed today in . 390W modules with full 25 year power warranty, optimisation and a battery storage to add tomorrow. Lower bills anyone?

  10. What happens during a installation? We get the low-down from one of the expert installers at our in-house installation company

  11. Top quality system installed today in 8.80kWp using 22 x 400w panels optimised & monitored by with 27kWh of thanks to with Backup No energy purchased since mid pm

 

 

SPACE |#ElonMusk ‘s Tesla Roadster may rip apart. Radiation will split it at random, causing the organic materials from the leather seats to the rubber tires to the paints to — given a long enough time span — perhaps even the carbon fiber body to discolor, flake, and splinter away into space. Oh NO…

Mr. Elon Musk’s Midnight Cherry Tesla Roadster is floating in deep space right now, the first-ever payload of his Falcon Heavy rocket. Some spectators asked why this is happening and what is going to happen to Mr. Elon Musk’s Tesla Roadster, the first electric sports car. It survived the pressure of the trip to out of Earth’s orbit.

SpaceX and Elon Musk understand potential forces that may tear the car apart over hundreds of millions of years in space, such as solid objects and radiation. The Tesla Roadster may avoid major collisions but it may be unlikely the Tesla Roadster could avoid collisions with micrometeorites.

For example, down on Earth,  we have a powerful magnetic field and the atmosphere largely protect all living things from the radiation of the sun and cosmic rays. Because the Tesla Roadster is in space, space-faring objects have no such protections. All organic matter will degrade with various kinds of radiation, like its leathers and fabrics, to include but not limited to all the plastics in the Tesla Roadster and even its carbon-fiber frame.

A screengrab from the SpaceX live feed shows the Roadster leaving Earth behind.

A screen shot from the SpaceX.com’s live feed shows the Roadster leaving Earth behind.
(Image: © SpaceX)

The energy of stellar radiation, refers to the absorption of all the electromagnetic energy, or radiation, that strikes it each second. Black-body radiation is the radiation emitted from a body that is in a thermo-dynamic equilibrium can cause those bonds to snap  and the Tesla Roadster may rip apart. Radiation will split it at random, causing all organic materials from the leather seats to the rubber tires to the paints to — given a long enough time span — perhaps even the carbon fiber body to discolor, flake, and splinter away into space.

Materials with fewer bonds holding them together will disintegrate first, Bill Carroll, a chemist at Indiana University and expert in plastics and organic molecules stated. wcarroll@indiana.edu

Bill received his Ph.D. in Organic Chemistry from Indiana University in 1978 under the direction of Dennis Peters.   He also holds an M.S. from Tulane University in New Orleans, and a B.A. in chemistry and physics from DePauw University in Greencastle, IN.  He retired from Occidental Chemical Corporation in 2015 after 37 years and now heads his own company, Carroll Applied Science, LLC.   He has served as President and as Chair of the Board of Directors of the American Chemical Society.

Bill’s current interests include projects with the United Nations pursuant to the Stockholm Convention on Persistent Organic Pollutants and the Minamata Convention on elimination of the industrial use of mercury.  At Indiana he conducts career workshops and resume reviews.

Anything hidden behind an inorganic (no carbon bonds) shield would last longer, though eventually even the plastic woven into the convertible’s glass windshields would discolor and come apart. The sturdy carbon-fiber parts would likely be the last to go, he said, over a much longer span of time.

Eventually, the Roadster would likely be reduced to just its well-secured inorganic parts: the aluminum frame, internal metals and any glass parts that don’t shatter under meteor impacts. (The idea that glass melts over long time spans is a myth, he said.)

Richard Sachleben, a retired chemist and member of the American Chemical Society’s panel of experts, largely agreed with Carroll’s assessment in an email to Live Science — though he did suggest it would likely still be somewhat recognizable, at least after a million years.

“A billion years is a long, LONG time,” Sachleben wrote, “so no telling what it will be like by then.”

Carroll said that the question of whether the rocket remains recognizable also depends on who is around to recognize it.

“Remember our history with tools as a race only goes back about you know two and a half million years,” Carroll said, “so what someone would recognize a million years from now if they found is another story altogether.”

Sachleben was more optimistic, writing, “there is always the possibility that some future, space-venturing car enthusiast may decide Mr. Elon Musk’s Tesla  Roadster would make a nice addition to his/her collection.”

Originally published on Live Science.

Have a news tip, correction or comment? Let us know at community@space.com.

SPACEX |Pulsar Wind Nebulae- nebula that are found within the remains of supernova.

2013v 2013

SpaceX contracted by NASA to launch black hole and neutron star research craft

Image Credits: NASA/JPL-Caltech/McGill

 

SpaceX  has been awarded a new contract by NASA to launch the agency’s Imaging X-ray Polarimetry Explorer, or IXPE. This research spacecraft will study polarized light from sources including neutron stars, pulsar wind nebulae and supermassive black holes, and provide much more imaging than existing space-based observation resources.

The mission will help scientists in the study of magnetars (a specific type of neutron star with especially powerful magnetic fields), black holes and “Pulsar Wind Nebulae,” which are nebula that are found within the remains of supernova.

SpaceX will launch this IXPE mission aboard a flight-proven Falcon 9, and the total cost for the contract is around $50.3 million. The launch will take place in April 2021 per current plans, taking off from LC-39A at Kennedy Space Center in Florida.

“SpaceX is honored that NASA continues to place its trust in our proven launch vehicles to deliver important science payloads to orbit,” said SpaceX president and COO Gwynne Shotwell  in a statement. “IXPE will serve as SpaceX’s sixth contracted mission under NASA’s LSP, two of which were successfully launched in 2016 and 2018, increasing the agency’s scientific observational capabilities.”

This is just one of a number of upcoming launches SpaceX is contracted to perform for NASA, including the commercial resupply missions it regularly performs for the International Space Station.

Katherine Brown / Joshua Finch
Headquarters, Washington
202-358-1288 / 202-358-1100
katherine.m.brown@nasa.gov / joshua.a.finch@nasa.gov

Tracy Young
Kennedy Space Center, Fla.
321-867-9284
tracy.g.young@nasa.gov

Last Updated: July 8, 2019
Editor: Katherine Brown