DAVID FINCH: This is your EETimes Weekly Briefing. Today is Friday, April 19th, and among the top stories this week: Samsung is moving toward a 5-nanometer foundry process; Underwriters Lab is collaborating with Edge Case Research to draft a standard for autonomous systems. And we take a peek into Finland’s "Radio Valley" to learn about “Life after Nokia.”
DAVID FINCH：又到了EETimes全球联播时间。今天是4月19日，星期五。本周热门新闻故事有：三星正朝着5纳米晶圆工艺迈进；UL与Edge Case Research合作起草自动系统标准。然后我们将进入芬兰的“无线谷”，了解“后诺基亚时代的生活”。
Later in the show, we'll be joined by Phil Koopman, CTO at Edge Case Research and a professor at Carnegie Mellon University. Junko Yoshida, EE Times' chief international correspondent, asks Phil what makes autonomy standards-- whether developed at UL or ISO-- so hard to develop.
稍后，Edge Case Research的CTO和卡内基梅隆大学教授Phil Koopman将加入我们的谈话。EE Times首席国际记者吉田顺子（Junko Yoshida）询问Phil自动标准包括什么？是在UL还是ISO开发？以及开发的难度等问题。
We'll hear a report by Sally Ward-Foxton from our London bureau, who recently had an exclusive chat with Nigel Toon, CEO of GraphCore, the U.K.-based AI accelerator chip startup.
接下来让我们听听来自EETimes伦敦办事处的SallyWard-Foxton的报道，她最近与英国的AI加速芯片初创公司GraphCore CEO Nigel Toon进行了独家采访。
And at the bottom of the program we will take a peek into Finland’s "Radio Valley" to learn about “Life after Nokia.”
在节目最后，我们将深入“无线谷”，了解“后诺基亚时代的生活”。
All that to come, but first, Rick Merritt, EE Times’ Silicon Valley bureau chief, discusses Samsung’s announcement that ithas completed its work on a 5-nanometer foundry process using extreme ultraviolet lithography. The announcement was a pre-emptive strike by Samsung. TSMC--the Korean giant’s largest rival-- is scheduled to give us an update onits 5-nanometer node next week. Rick explains what’s at stake in the upcoming finer-node battle.
所有这一切都会逐一呈献，但首先，有请EE Times硅谷办事处主任Rick Merritt谈论一下三星。三星宣称已经使用超紫外光刻技术完成5纳米晶圆工艺的工作，这一消息是三星先发制人的技俩。这家韩国巨头的最大竞争对手台积电计划下周发布有关其5纳米工艺的最新消息。Rick将为我们解读即将到来的更精细工艺的竞争。
以下是英文原稿，Enjoy!
RICK MERRITT: Samsung’s foundry group announced this week its 6-and 5nm process nodes are ready. And this is important because it's the latest data points from the leading edge of work on the traditional process of shrinking silicon that drives much of the electronics industry.
Samsung and TSMC are in some ways in a neck-and-neck race. They're both using the latest extreme ultraviolet lithography tools in production processes that offer something that's arguably can be called 7 or 6 or 5nm process. And clearly, these capabilities are becoming more complex and costly to deliver, and that’s driving a change in how chip and system makers innovate.
So Samsung's an impressive chip maker and has deep experience making DRAMs and NAND flash and logic. It falls short as a foundry in that it doesn't have all the kind of IP blocks and partnerships and services that a TSMC can offer, or a size of a TSMC, which is three times as big a foundry compared to Samsung. And it lacks the blue-chip customer list that TSMC commands, given its status as a leading foundry.
Samsung knows where it falls short, andit's driving to be one of the leading-edge chip foundries. one of the last companies standing when Moore’s Law finally crashes into the atomic limits,perhaps around a 2nm node, let's say in 2024.
This is Rick Merritt in Silicon Valley for EETimes On Air.
DAVID FINCH: UL’s move to take a plunge into autonomy standards might have surprised some in the engineering community,especially those of us more seasoned.
Junko sat down with Phil Koopman, CTO of Edge Case Research and author of the UL 4600 draft. Phil initially approached EE Times to reveal what has been going behind closed doors at UL.
JUNKO YOSHIDA: Hi, Phil. Thank you for coming to the show.
So we learned from you this week that Underwriters Lab, UL, in close collaboration with Edge Case Research, is working on UL 4600 for autonomous systems. In parallel, we reported last month that ISO is working on a separate standard called SOTIF for ADAS and Autonomous vehicles.
Here’s my first question, Phil: What makes any autonomy standards-- whether done at UL or ISO-- difficult to develop?
PHIL KOOPMAN: Well, Junko, any autonomy standard has to grapple with the fact that this is a rapidly evolving technology area. The last thing you want to do is have a standard for each progress. ISO 21448 SOTIF is at its best when you have a set of requirements and you can apply more or less traditional safety engineering approaches. That means they concentrate on squeezing out as many of the unknowns as possible.And that way, what you're left with are unknowns that you can apply traditional safety to.
But as you move out of ADAS into full autonomy, the UL 4600 draft goes further in a couple directions. First, it encourages managing the risk of unknown unknowns based on continual field feedback. So you may ship with an unknown, but you're going to find out about it and fix it promptly to make sure the risk is minimized.
Second, it helps make sure the designers have thought of all the not-to-obvious implications of removing the human driver. A lot of 4600 is just a list of things to remember to think about, so design teams don't have to relearn lessons the hard way that other industries and other companies have learned. In other words, it helps you avoid putting vehicles at unnecessary risk.
JUNKO YOSHIDA: Now, here’s what I think gets interesting. Once it is not a human being but a machine that is driving an autonomous system, there are a lot of things system designers must think about in advance and prepare for safety.
In our interview, when you and I talked,you mentioned a couple of times, “Did you think of that?” Give us those “did you think of that?”examples please.
PHIL KOOPMAN: We found a lot of these, but I can give you a couple of examples to give you an idea.
First one: In a regular car, designers can take credit for the driver doing the right thing if something goes wrong. For example, if you lose your normal braking system, the driver is supposed to use the parking brake to stop. And by the way, this actually has happened to me,and I did use the parking brake to stop. If you put an autonomy system on a car platform like that, I certainly hope that the autonomy system knows how to do the same thing. What this means is that if you're combining an ISO 26262 approach with autonomy, all the credit that got taken for the human driver doing the right thing-- in other words, 26262 controll ability-- now gets heaped on to the autonomy.
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