Tag Archives: System
(Reuters) – New Zealand-based fuel supplier Z Energy Ltd on Wednesday said it has been presented with evidence that customer data from its Z Card Online database was accessed by a third party in November 2017.
The database held customer data such as names, addresses, registration numbers, vehicle types and credit limits with the company, Z Energy said in a statement. The data accessed did not include bank details, pin numbers or information that would put customer finances directly at risk, it said.
Z Energy did not specify the extent to which its customer data had been compromised.
The company said it had notified affected customers and advised the Privacy Commissioner of the breach. It said the system in question had been closed since December 2017.
The Z Card allows customers to manage fuel accounts online, and is used primarily by companies with vehicle fleets.
Z Energy said it had been made aware of a potential vulnerability in the system in November, but had not found evidence of any data breaches at that time.
Z Energy operates in both New Zealand and Australia. New laws in Australia requiring companies to report data breaches took effect in late-February this year.
Reporting by Ambar Warrick in Bengaluru
The modern car has a problem. Over the past decade, automakers have raced to offer their smartphone-addled customers a bonanza of features: navigation, texting, phone calls, satellite radio, Bluetooth, ways to check tire pressure and oil temperature, suspension settings, charging status, and more. Then they try to stick all those things into an interface whose users are usually pretty busy—driving the 2-ton metal boxes that kill nearly 40,000 people in the US every year.
And the solutions are non-obvious. Touchscreens are easy to use but take drivers’ eyes off the road. Knob-based systems can land you in a warren of menus that get frustrating and distracting. No wonder then, that in a 2017 study, Consumer Reports found just 44 percent of respondents were “very satisfied” with their car’s infotainment system. Among the systems CR deemed the most distracting was Acura’s, which it panned for a “frustrating dual-screen setup, convoluted display logic, and finicky voice-command system.”
Now, after four years of work, Acura has a solution that finds that elusive territory between usefulness and distraction. Starting later this year with the 2019 RDX SUV, Acura will offer the True Touchpad.
Engineer Ross Miller, who led the project, began by talking to people about their washing machines and television remotes. “People get really passionate about things that annoy them.” At the top of that list of annoyances is complexity. Too many buttons, too many options, too many menus.
Miller frames this as a resource management problem. When you’re driving, you can only spare so much of your cortex to figuring out how to turn on that podcast or punch in Auntie’s address. To minimize the time and effort required by the driver, Acura’s team stripped down the main interface to eight tiles, which you can configure however you like. This way, the home screen doesn’t just offer you categories, like “Audio” and “Phone Book,” but shows whatever you tend to look for most often. People being creatures of habit, that usually means a couple of radio stations and one or two contacts. In Acura’s new system, your home screen can offer you “John” and “Jane,” “90s on 9” and “Hair Nation.” All your faves, just a tap away.
That tap is where Acura’s real innovation comes in. Miller says touchscreens draw too much attention away from the road, and knob- and button-based systems can be clunky and hard to use. To control the 10.2-inch screen, his team made a new sort of touchpad. Say you want to hear some sweet Mötley Crüe, and Hair Nation is the tile in the upper right of the screen. Just put your finger on the upper right of the touchpad, which sits a few inches forward of the right armrest. If you landed a bit to the left, drag your finger over, see the flash of orange highlight the icon you’re going for, and press down. (Then crank the volume using one of the few knobs.)
Other cars with touchpads use them in the conventional way, to control a cursor on the screen. The problem there is that, just like on your computer, before doing anything you have to find the cursor, then move it to where you need it. In a situation where every instant with your eyes off the road can prove deadly, that kind of timesuck is not ideal.
Meanwhile, touchscreens come with their own problem: The fact that you need to reach them means they’re usually low down, where the radio in an old-timey car would be. And because competently using one requires looking at it, that’s even more time looking away from where you’re going.
Acura’s system is a hybrid of the two. The touchpad allows for a screen up high on the dash, so you can see it with just a flick of the eyes. But instead of letting you control a cursor, it acts like a voodoo doll for the screen: Whatever part of the screen you would tap, you tap that part of the pad.
After a lifetime using a mouse and a decade with touchscreen smartphones and tablets, it took me a bit of getting used to. But within half an hour it felt totally intuitive. A spot to rest the heel of your hand and the raised ridge outlining the pad help with orientation. Real buttons for Home and Back, which Miller calls “centering points,” make sure you never get too lost. (Abandoned concepts: a cursor-like “ghost finger” on the screen representing where the driver’s finger was in real life, and gesture controls. “That didn’t test so well,” Miller says. “It was too complicated; it was really hard to learn.”)
Eventually, the team built the system into a driving simulator and put 30 people behind the wheel. While each performed a series of tasks (call so and so, switch the radio, etc.), Acura’s engineers measured how well they stayed in their lane and away from other cars, to gauge their level of distraction. They compared the results to how those same people drove when performing a simple task, like turning a knob to tune the radio, and found no significant difference.
To go with its new interface, Acura added an improved, more natural voice recognition system and an optional head-up display that’s more capable than most on the market. Where most just show information like speed and navigation directions, this one lets you change where you’re going and make phone calls, using a knurled click wheel on the steering wheel.
Now, Acura drivers get to try it for real. And if they like it as much as the focus groups did, you can expect to see it in the rest of the Acura lineup before long—then maybe the rest of the auto industry.
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BEIJING/SHANGHAI (Reuters) – Apple Inc will accept Chinese mobile payment app Alipay in its local stores, boosting its ties with giant e-commerce firm Alibaba Group Holding Ltd amid a push by the iPhone maker to revive growth in the world’s No.2 economy.
The tie-up will make Alipay, run by Alibaba affiliate Ant Financial, the first third-party mobile payment system to be accepted at any physical Apple store worldwide, Ant Financial said in a statement on Wednesday. Apple’s own payment system has had a lukewarm reception in China.
The Cupertino-based firm will accept Alipay payment across its 41 brick-and-mortar retail stores in China, said Ant Financial, which was valued at $ 60 billion in 2016.
Apple, whose China website, iTunes store and App Store have been accepting Alipay for more than a year, did not immediately respond to requests for comment.
The deal comes as Apple is doubling down on the market and looking to strengthen ties with local Chinese partners and government bodies. The firm’s CEO Tim Cook has made regular recent visits to the country.
Apple is also shifting user data to China-based servers later this month to meet local rules and last year removed dozens of local and foreign VPN apps from its Chinese app store.
Alipay is China’s top mobile payment platform, but faces stiff competition from rival internet giant Tencent Holdings Ltd’s payment system that is embedded within its hugely-popular chat app WeChat.
China’s official Xinhua news agency said late on Tuesday that Apple would build its second data center in China in Inner Mongolia Autonomous Region after it set up a data center in the southern province of Guizhou last year.
Reporting by Pei Li in BEIJNG and Adam Jourdan in SHANGHAI; Editing by Himani Sarkar
In its 114-year history, Ford has been many kinds of automaker. A manufacturing innovator, a hawker of Mustang muscle, a pickup powerhouse. Now the company that helped put a car (or two) in every garage wants to be something else altogether: an operating system.
“With the power of AI and the rise of autonomous and connected vehicles, for the first time in a century, we have mobility technology that won’t just incrementally improve the old system but can completely disrupt it,” CEO Jim Hackett said in a keynote address at this year’s Consumer Electronics Show, trumpeting the pivot. “A total redesign of the surface transportation system with humans and community at the center.”
As Ford executives move to execute the plan, they unveiled yesterday a reorganization of the automaker’s young mobility business, with two acquisitions to help it along. It’s all in service of a new, very 21st century goal. Ford will put less effort into convincing people to plunk down their credit cards for personal cars (though that’s still important) and more into moving them from A to B, with a little Ford badge tacked onto whatever gets them there.
It’s a turbulent time for traditional automakers, which have to keep making money today while aggressively prepping for the market changes—carshare, ridehailing, self-driving—that will happen tomorrow. Ford’s news comes eight months after the company dismissed CEO Mark Fields in favor of Hackett, a former furniture exec who oversaw the formation of Ford’s mobility subsidiary—and promised a greater vision for the future. Earlier this week, the Detroit automaker posted disappointing quarterly profits. Ford blamed rising metal prices while CFO Bob Shanks said, “We have to be far fitter than we are.”
In lean times, every expenditure merits extra scrutiny. And while Ford Mobility President Marcy Klevorn did not disclose how much it spent on its new companies, she says they’re important steps on Ford’s path to becoming more than a big ol’ automaker. “We did an assessment of our strategy and what our gaps were and the speed we wanted to go,” she says. “We looked at where we thought we needed a really fast infusion of help.”
Still, it’s all a little woolly. The thing about being a platform that connects the world is that others have to agree to come aboard. So while Ford tries to woo partners—other carmakers, mobility companies like Uber or Lyft, carsharing companies, bikesharing providers, entire cities—the carmaking continues. Make money now, prep for tomorrow.
OK, let’s look at the details of this new arrangement for tomorrow. Acquisition A is Autonomic, a Palo Alto–based company with a cloud-based platform called … wait for it … the Transportation Mobility Cloud. Autonomic seeks to build a kind of iOS for cities, managing data and transactions between city-dwellers and agencies and companies that provide payment processing, route mapping, mass transit, and city infrastructure services. That sounds vague, because it is.
“By making all these different services available we have no idea what’s going to come so we’re super excited,” Autonomic CEO Sunny Madra told Fortune Thursday. Autonomic seeks to be the go-to platform for other car manufacturers, too, and Klevorn indicated Ford hopes to monetize its cloud service quickly. Somehow.
Acquisition B is TransLoc, a 14-year-old Durham, North Carolina–based company that makes software to help cities, corporate campuses, and universities manage their transportation systems, from traditional fixed-route service to on-demand ridehailing apps like Uber and Lyft. “Ford is interested in taking the streets back in the city, and getting more people out of single occupancy cars,” says CEO Doug Kaufman. “I think one of the reasons that we ended up with Ford and not some other suitor is because our missions are so aligned.” Ford’s execs said they would lean on TransLoc’s existing sales relationships with hundreds of cities and transit agencies to accelerate its platform plan.
Meanwhile, the company is restructuring its Ford Mobility subsidiary. Autonomic is moving into a new accelerator section called Ford X. The Mobility Business Group will handle microtranist service Chariot, car services app FordPass, and digital services. Mobility Platforms and Products will cover autonomous vehicle partnerships and transportation as a service. And a new mobility marketing group will sell it all to the world. (Argo AI, the autonomous vehicle developer that Ford plunked $ 1 billion into last year, is still technically an independent company.)
It’s close to a throw-it-all-see-what-sticks move, but it does show Ford is charting a different path into this new world than its great rival. General Motors, which acquired startup Cruise Automation in 2016, is all about the autonomous and electric vehicle, with self-driving Chevy Bolts testing on roads in Phoenix and San Francisco. It’s even starting to think about making actual, honest-to-goodness driverless vehicles, this month showing off a design for a steering wheel– and pedal-free EV, and touting plans to get the thing on the road by 2019. The company’s Maven service, which provides car rental and sharing in 11 American cities, could be a great, data-hoovering starting point for a delivery and ridesharing service. And GM employees in San Francisco are using Cruise Anywhere, an Uber-like platform, to catch rides in self-driving testing vehicles. But GM hasn’t as overtly attempted to partner with cities yet, and its broader mobility strategy is hazy. Will GM provide transportation services and not just an excellent autonomous, electric car? Can any American automaker do that?
Ford has been pretty consistent about its admittedly hazy vision for the future of mobility. (At least, consistent with its messaging.) “The bigger risk is doing nothing,” executive chairman Bill Ford told WIRED back in 2015, as he outlined a future where a single, digital ticket could buy you a ride on a car, taxi, subway, bus, or bicycle. “I am very confident that we can compete and morph into something quite different.” Now it’s time to deliver.
The Australian Red Cross Blood Service?s main goal for a donor relationship management (DRM) system, powered by Oracle CX Cloud, is to communicate more effectively with donors.
Advances in software architecture over the last eight to 10 years have led to more complex and dynamic software architectures in the form of …
If you’ve noticed Google doing a better job of understanding what you say using speech recognition on your smartphone lately, you’re not crazy. Google’s voice search has indeed become more accurate, thanks to advances in artificial intelligence, the tech company announced today.
“Today, we’re happy to announce we built even better neural network acoustic models using Connectionist Temporal Classification (CTC) and sequence discriminative training techniques,” Google Speech Team members Haşim Sak, Andrew Senior, Kanishka Rao, Françoise Beaufays and Johan Schalkwyk wrote in a blog post today. “These models are a special extension of recurrent neural networks (RNNs) that are more accurate, especially in noisy environments, and they are blazingly fast!”
The new models are working in the Google app for iOS and Android, as well as dictation on Android, which works inside of some third-party apps, the team members wrote.
Google has reported improvements in voice search not once but twice this year. Clearly the company has been investing in the underlying technology. RNNs are one increasingly popular approach to doing deep learning, a type of artificial intelligence, and Google is widely thought to have a deep bench in deep learning.
But Apple and Microsoft, among others, have also been working to improve their voice recognition capabilities. Meanwhile, Facebook is also doing more in the area, having acquired a speech recognition company, Wit.ai, some months ago.
Speech could become more important as an input to searching the Web in the years to come. Baidu’s Andrew Ng, who is known for his work on the so-called Google Brain, last year predicted that within five years “50 percent of queries will be on speech or images.”
“In addition to requiring much lower computational resources, the new models are more accurate, robust to noise, and faster to respond to voice search queries — so give it a try, and happy (voice) searching!” wrote Sak, Senior, Rao, Beaufays, and Schalkwyk.
Read the full blog post for more detail on how the team managed to get the new performance gains.
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While this is about the edge node, what is really required in a IOT environment is, a powerful cloud computing platform to process the data coming …