Browse Topic: Embedded software
Software Defined Vehicle (SDV) is gaining attraction in the automotive industry due to its wide range of benefits like remote software/feature upgrade, scalable functionality, Electronic Control Unit (ECU) commonization, remote diagnostics, increased safety, etc. To obtain all these benefits, ECUs need to be designed accordingly. ECU hardware must be designed to support a range of vehicles with a variety of loading, scalable features, power distribution, levels of processing, and networking architecture. Each domain has unique challenges to make the ECU economical and robust to operating conditions without compromising performance. This paper illustrates the critical hardware design challenges to accommodate a scalable SDV architecture. This paper focuses electrical interface design to support wide range of input/output port loads, scalable functionality, and robust diagnostics. Also, flexibility of microprocessor processing capability, ECU networking, and communication complexity are
Security flaws in automotive software have significant consequences. Modern automotive engineers must assess software not only for performance and reliability but also for safety and security. This paper presents a tool to verify software for safety and security. The tool was originally developed for the Department of Defense (DoD) to detect cybersecurity vulnerabilities in legacy safety-critical software with tight performance constraints and a small memory footprint. We show how the tool and techniques developed for verifying legacy safety-critical software can be applied to automotive and embedded software using real-world case studies. We also discuss how this tool can be extended for software comprehension.
Model-based developers are turning to DevOps principles and toolchains to increase engineering efficiency, improve model quality and to facilitate collaboration between large teams. Mature DevOps processes achieve these through automation. This paper demonstrates how integrating modern version control (Git) with collaborative development practices and automated quality enforcement can streamline workflows for large teams using Simulink. The focus is on enhancing model consistency, enabling team collaboration, and development speed.
The electric vehicle market, vehicle ECU computing power, and connected electronic vehicle control systems continue to grow in the automotive industry. The results of these advanced and expanded vehicle technologies will provide customers with increased cost savings, safety, and ride quality benefits. One of these beneficial technologies is the tire wearing prediction. The improved prediction of tire wear will advise a customer the best time to change tires. It is expected that this prediction algorithms will be essential part for both the optimization of the chassis control systems and ADAS systems to respond to changed tire performance that varies with a tire’s wear condition. This trend is growing, with many automakers interested in developing advanced technologies to improve product quality and safety. This study is aimed at analyzing the handling and ride comfort characteristics of the tire according to the depth of tire pattern wear change. The handing and ride comfort
Aerospace and defense system designers are demanding scalable and high-performance I/O solutions. While traditional mezzanine standards have proven reliable, they often fall short of meeting modern bandwidth, size, and flexibility requirements. This challenge is particularly evident in aerospace and defense applications where high-speed data processing must align with stringent size, weight, and power (SWaP) constraints. Current mezzanine solutions also face significant limitations in scalability, thermal management, and I/O density. These constraints can lead to compromised system performance and limited upgrade paths in applications where adaptability is crucial. This article explores how the new VITA 93 (QMC) standard addresses these challenges through its innovative QMC architecture, enabling unprecedented flexibility, scalability, and rugged reliability while maintaining compatibility with existing and future systems. It also covers how VITA 93 (QMC) builds on lessons learned from
Nestled in a commercial park in Sunnyvale, California, sits the Mercedes-Benz research and development North America office. A spinning star sits in the front of the building. It is one of six locations across North America and joins research facilities in Asia and Europe. During a recent media roundtable, Mercedes-Benz CEO Ola Källenius told journalists that the original purpose for the facility 30 years ago was because it recognized that Silicon Valley was a unique place where top academia meets with venture capital and where smart people from around the world gather. “So the very first intent with the first few baby steps of coming to Silicon Valley was like, it's almost like you send out a group of people to do reconnaissance, create contact, be part of the conversation, and figure out what's going on,” Källenius said.
The fusion of virtualized base software with simulation technologies has transformed the methods used for development and system testing. This paper examines the architecture, implementation, and advantages of employing virtualization to improve simulation environments. Virtualized base software enables the creation of isolated, scalable, and replicable settings, essential for executing complex simulations that replicate real-world situations. Utilizing virtualization enhances simulations by making them more efficient, flexible, and cost-effective. The study covers the essential elements of virtualized simulation platforms, such as containerization, network abstraction and virtual drivers. It also analyzes how these components collaborate to create a strong framework for simulating diverse applications, ranging from software testing to hardware emulation. This approach offers several benefits, including better resource utilization, quicker deployment times, and the flexibility to
Emergence of Software Defined Vehicles (SDVs) presents a paradigm shift in the automotive domain. In this paper, we explore the application of Model-Based Systems Engineering (MBSE) for comprehensive system simulation within the SDV architecture. The key challenge for developing a system model for SDV using traditional methods is the document centric approach combined with the complexity of SDV. This MBSE approach can help to reduce the complexity involved in Software-Defined Vehicle Architecture making it more flexible, consistent, and scalable. The proposed approach facilitates the definition and analysis of functional, logical, and physical architecture enabling efficient feature and resource allocation and verification of system behaviour. It also enables iterative component analysis based on performance parameters and component interaction analysis (using sequence diagrams).
The off-highway industry witnesses a vast growth in integrating new technologies such as advance driver assistance systems (ADAS/ADS) and connectivity to the vehicles. This is primarily due to the need for providing a safe operational domain for the operators and other people. Having a full perception of the vehicle’s surrounding can be challenging due to the unstructured nature of the field of operation. This research proposes a novel collective perception system that utilizes a C-V2X Roadside Unit (RSU)-based object detection system as well as an onboard perception system. The vehicle uses the input from both systems to maneuver the operational field safely. This article also explored implementing a software-defined vehicle (SDV) architecture on an off-highway vehicle aiming to consolidate the ADAS system hardware and enable over-the-air (OTA) software update capability. Test results showed that FEV’s collective perception system was able to provide the necessary nearby and non-line
Virtualization features such as digital twins and virtual patching can accelerate development and make commercial vehicles more agile and secure. There is one sure-fire way to secure commercial vehicles from cyber-attacks. “You just remove the connectivity,” quipped Brandon Barry, CEO of Block Harbor Cybersecurity and the moderator of a panel session on “cybersecurity of virtual machines” at the SAE COMVEC 2024 conference in Schaumburg, Illinois. Obviously, that train has left the station - commercial vehicles of all types, including trains, are only becoming more automated and connected, which increases the risks for cyber-attacks. “We have very connected vehicles, so attacks can be posed not just through powertrain solutions but also through telemetry, infotainment systems connected to different applications and services, and also through cloud platforms,” said Trisha Chatterjee, current product support and data specialist for fuel cell and hydrogen technology at Accelera by Cummins.
In recent years, battery electric vehicles (BEVs) have experienced significant sales growth, marked by advancements in features and market delivery. This evolution intersects with innovative software-defined vehicles, which have transformed automotive supply chains, introducing new BEV brands from both emerging and mature markets. The critical role of software in software-defined battery electric vehicles (SD-BEVs) is pivotal for enhancing user experience and ensuring adherence to rigorous safety, performance, and quality standards. Effective governance and management are crucial, as failures can mar corporate reputations and jeopardize safety-critical systems like advanced driver assistance systems. Product Governance and Management for Software-defined Battery Electric Vehicles addresses the complexities of SD-BEV product governance and management to facilitate safer vehicle deployments. By exploring these challenges, it aims to enhance internal processes and foster cross
A new industry-first open platform for developing the software-defined vehicle (SDV) combines processing, vehicle networking and system power management with integrated software. NXP Semiconductors' new S32 CoreRide Platform was designed to run “multiple time-critical, safety-critical, security-critical applications in parallel,” Henri Ardevol, executive vice president and general manager of Automotive Embedded Systems for NXP Semiconductors, told SAE Media. NXP's new foundation platform for SDVs differs from the traditional approach of using multiple electronic control units (ECUs), each designed to handle specific vehicle system control tasks. Since each unit requires its own integration work, the integration workload exponentially increases with each additional ECU on a vehicle.
The automotive industry is currently undergoing a significant transformation characterized by technological and commercial trends involving autonomous driving, connectivity, electrification, and shared service. Vehicles are becoming an integral part of a much broader ecosystem. In light of various new developments, the Software-Defined Vehicle (SDV) concept is gaining substantial attention and momentum. SDV emphasizes the central role of software in realizing and enhancing vehicle functions, enriching features, improving performance, adapting to surrounding environment and external conditions, customizing user experience, addressing changing customer needs, and enabling vehicles to dynamically evolve over their entire life cycle. The advancements in vehicle Electrical/Electronic (E/E) architecture and various key technologies serve as the technical foundation for the emergence of SDV. This paper gives a definition of the SDV concept, provides views from different aspects, discusses the
The next generation of digital cockpits requires modern architectures to be successful and affordable. This paper provides an in-depth view on the future of digital cockpit architectures. The currently emerging architectures are explored with two main points in focus: The key experiences that drive customer expectations and the options to cost-effectively meet those expectations—while keeping the vehicle affordable. Modern architectures rely on middleware services. Well-designed middleware services allow for an efficient and reusable approach across different model lines and market segments. The paper presents this approach. The new architectures also lead to a transformation of the partner ecosystem between original equipment manufacturers (OEMs) and component suppliers. OEMs try to lever this system while maintaining control over their offerings. These changes transform the traditional semiconductor industry as a whole. The reasons for this transformation and why it is necessary to
Sumitomo Rubber Industries first announced its Sensing Core technology in 2017. But it wasn't until 2024 that the Japanese tire maker used its debut appearance at CES to promote the sensor-free signal analyzer. Sumitomo president and CEO Satoru Yamamoto said the company exhibited at CES, “to expand our partner companies and to get more drivers and companies to know about this sensing core technology.”
Major hardware and software upgrades underpin the Indy Autonomous Challenge racecar for 2024, proving self-driving vehicle capabilities at triple-digit speeds. After three years and more than 7,000 miles (11,265 km) of racing, the Indy Autonomous Challenge (IAC) enters year four with an updated platform and embedded software upgrades. Among the highlights for the second-generation open-wheel racecars are pending patents and first-time applications. “We've achieved several impressive milestones since our start in 2020,” IAC President Paul Mitchell said. The achievement list includes setting a speed record for passing in autonomous racing (170 mph [273 km/h]), netting the autonomous vehicle land speed record (192.2 mph [309.3 km/h]) and establishing the fastest lap speed for an autonomous vehicle (180 mph [289.68 km/h]). “More than anything, we consider the IAC an applied-research platform for industry and academia to work together on advancing high-speed autonomy,” Mitchell said.
The next generation of Army ground vehicle systems aim to provide the warfighter with advanced capabilities while ensuring cyber resiliency. One key technology, Ethernet, has enabled the modernization of military ground vehicles by providing a broad range of beneficial features. The scalability and high bandwidth of an Ethernet based system provides the ability to process large volumes of sensor data with low latency, however its inherent lack of determinism represents a significant disadvantage. A deterministic network requires that communication assurance is provided through bounded message latency, and this is required for many ground vehicle weapon and crew stations functions. Traditional Ethernet based networks are unable to satisfy the strict safety and functional requirements for Army vehicle systems due to this lack of determinism. Modular Open System Approach (MOSA) initiatives such as the Ground Combat System Common Infrastructure Architecture (GCIA) seek to leverage open
CES 2024 offers a busy look at the software-definied-vehicle future. For a technology set to define our automotive future for years to come, it's surprising that not everyone in the industry can agree on what a software-defined vehicle actually is. It's not controversial to say that SDVs need to be able to adjust - or define - some aspect of a vehicle's performance through software. It's the outer limits of how this works that can prove challenging to define.
In an embedded world gone SOSA sensational, one might believe that centralized ATR-style OpenVPX systems are the best way to architect your next rugged system. While these chassis are routinely and successfully deployed on airborne, shipboard, and vetronics platforms, they are big, heavy, costly, and a real challenge to cool and connect. An alternate but equivalent rugged, deployable approach uses one or more small form factor chassis modules, distributed into any available space in the vehicle, interconnected via Apple® and Intel's® 40Gbps Thunderbolt™ 4, a commercial open standard that uses USB Type-C connectors with a single, thin bi-directional copper or fiber cable. With 4, 8, even 16 3U or 6U LRU (line replacement unit) boards inside an ATR chassis, 600 watts is on the low end of systems that can push well over 2,000 watts in a 200 square inch footprint or less. Assuming one can find the space for such a chassis in the vehicle or platform, there's also the issue of cooling it
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