power
technologies
Battery monitors
show report
Advanced Automotive electronics
test & meAsurement
mixed-signal oscilloscopes
telemAtics
Field service management
sAFety
Adaptive cruise control
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DIARY
ISSUE FOUR 2012
For 30 years the world’s leading automotive electronics companies have trusted Green Hills Software’s secure and reliable high performance software for safety-critical applications.
From chassis and safety to powertrain and interior systems, Green Hills Software has been delivering proven and secure underpinning technology.
To find out how the world’s most secure and reliable operating system and software can take the risk out of your automotive electronics project, visit www.ghs.com/s4a
Copyright © 2012 Green Hills Software. Green Hills Software and the Green Hills logo are registered trademarks of Green Hills Software. All other product names are trademarks of their respective holders.
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AUTOMOTIVE ElEcTROnIcS
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CONTENTS
CONTENTS 3
Published by: MT Publications Limited, Prudence
Place, Proctor Way, Luton, Bedfordshire LU2 9PE, United Kingdom Tel: +44 (0)1582 722460 Fax: +44 (0)1582 722470 Email: [email protected] Web: www.automotive-electronics.co.uk ISSN: 1749-1819 Editor
Steve Rogerson, [email protected]
Editorial Contributors: Clive Davis, Kelvin Hagebeuk,
Hafeez Najumudeer, Mark Forrest, Siraj Ahmed Shaikh and Padmanabhan Krishan
Designer
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Automotive Electronics is available to readers in the United Kingdom
not meeting the terms of control at an annual rate of £55. The overseas subscription rate is US$130. Automotive Electronics is published six times a year by MT Publications Ltd. All rights reserved. No part of Automotive Electronics may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying and recording on any information storage system without the written consent of the publisher. The publisher cannot be held responsible for loss or damage to unsolicited press releases and/or photographs. Views of contributors and advertisers do not necessarily reflect the policy of Automotive Electronics or those of the publisher. Printed in the UK by Hastings Printing Company Ltd.
4
News
11
Diary
12
AAE Report
Steve Rogerson reports from November’s Advanced
Automotive Electronics conference in Daventry
18
Power Technologies
Steve Rogerson looks at Linear Technology’s claims to
have raised the bar for battery monitoring
22
Test & Measurement
Clive Davis, Kelvin Hagebeuk and Hafeez Najumudeen
discuss how instruments can evolve to meet the
latest automotive challenges
26
Telematics
Mark Forrest talks about how investment in today’s
field service management technology can help
streamline business processes to lead to long-term
efficiency, profitability and customer retention
30
Safety
Siraj Ahmed Shaikh and Padmanabhan Krishnan
describe safety analysis carried out for adaptive cruise
control
35
Product News
25
26
31
36
4
NEWS
NEWS 5
automotive electronics | issue four 2012 www.automotive-electronics.co.uk
EU launches e35m driver assist programme
The european Union’s
Ar-temis joint technology initia-tive has launched a three-year project to design and develop a tool platform for embedded ad-vanced driver assistance (adas) systems. Started in September, the Deserve project has the backing of car makers Daimler and Volvo.
There are a total of 26 com-panies across nine countries involved in the project, includ-ing Bosch. Continental, DSpace, Infineon and NXP. Total invest-ment in the project is expected to be around e35m.
The project aims to exploit the benefits of cross-domain soft-ware reuse, standard interfaces and easy and safe integration of heterogeneous modules to cope with the expected increase in function complexity. A modular system is also better placed for keeping costs down.
Partners in the project will be looking to develop reference de-signs and architectures to create tools that can be engineered with little effort. The design methods and tools will support the intro-duction of disruptive hardware and software to allow trade-offs
between properties such as cost and robustness.
Cost is important because one of the goals of Deserve is to make adas affordable in the low-end car market.
“The sharing of software and hardware resources will enable higher levels of complexity to be taken into consideration without a proportional increase in the price of the modules and the vehicle,” said a statement from Deserve. “Fast and signifi-cant market penetration will be promoted through relevant cost reductions and Europe’s
posi-Car thieves caught by mesh network
Since iTS launch in March,
Tracker’s mesh network has led to the recovery of more than £4m of stolen vehicles. The net-work uses vehicles fitted with SVR units to identify stolen ve-hicles also fitted with Tracker.
This brings drivers together to create a nationwide network of listening vehicles.
“Our latest figures show the success of the Tracker mesh net-work, with well over £4m of sto-len vehicles recovered using this
new vehicle crime detection sys-tem,” said Stephen Doran, man-aging director of Tracker. “Cru-cially, the Tracker mesh network empowers drivers by allowing their cars to be used as detec-tion devices to help police and Tracker combat vehicle crime.”
When a vehicle fitted with Tracker Locate or Plant passes any Tracker SVR equipped vehi-cle that has been reported stolen, it automatically sends a signal with the location of the stolen
tion as a key player in the adas market will be strengthened.”
Deserve aims to create a Eu-ropean standard including me-ta-models, methods and tools for safety-critical hard real-time adas development. It should pro-vide an environment for design, development, pre-validation and even pre-certification of software and hardware for adas applications.
The project acknowledges that multi-core architectures will have to play a key role to reach the necessary levels of perform-ance and safety.
When two is better than one
This underground car park has provided a good example of how well Aptina’s image coproc-essors work in automotive camera applications. The image on the right shows the building as captured using the firm’s AP0100AT image coprocessor and AR0132AT megapixel HDR (high dynamic range) sensor. The sensor performance is improved because the heat is lower when using a separate coprocessor chip. “Our automotive OEMs need to deliver multiple camera products quickly and efficiently,” said David Zimpfer, vice president and general manager for Aptina’s automotive business. “Meeting this challenge, Aptina created an advanced, flexible two-chip solution that combines megapixel resolution sensor support, superior image quality including HDR, and optimal heat dissipation.”
The AP0100AT and AP0101AT co-processors provide colour processing, auto-function support, noise reduction and adaptive local tone mapping to enhance HDR images. The AP0101AT is for digital surround view systems and the AP0100AT supports 185˚ fisheye lens distortion correc-tion, perspective correction and multiple view options such as split side view and triptych.
car – even if it is hidden in a ga-rage, container or underground car park. Both drivers are totally unaware that the stolen vehicle has been identified.
“Ninety per cent of stolen cars fitted with Tracker are returned to their owners and 80% of these are recovered within 24 hours,” said Doran. “But with the mesh network’s ever-expanding web, designed to catch car criminals, we hope to recover more vehi-cles faster than ever.”
Cantata 6.2
shines at AAE
Qa SySTemS chose the
Ad-vanced Automotive Electronics (AAE) conference and exhibition (see page 12) for its first show-ing of version 6.2 of its Cantata unit and integration testing tool for C/C++ embedded systems.
Including more than 30 sepa-rate enhancements and over 40 fixes, Cantata 6.2 has been spe-cifically developed to simplify, further automate and speed up the software testing procedure. Cantata 6.2 is now also available as a complete built-on Eclipse development environment or as a set of Eclipse-ready plug-ins supporting the most recent four Eclipse releases.
“Since our acquisition of the Cantata++ product line from IPL in March 2012 and our subse-quent rebranding to Cantata, we have been working hard at developing the product to suit the immediate business needs of software developers,” said Andreas Sczepansky, CEO at QA Systems. “Specific industry sec-tors such as aerospace or trans-port have very precise standards that absolutely must be met for business critical and safety criti-cal systems, making testing a fundamental activity within any software development.”
Graham chooses
Masternaut for fleets
maSTernauT haS been
se-lected by Graham Construction, one of Ireland’s largest private-ly-held building and civil engi-neering companies, to modern-ise fleet management processes and deliver increased visibility over vehicle deployment and fuel usage.
The telematics provider will install its driver performance products into the fleet of vehi-cles. Graham anticipates saving at least 5% in fuel costs.
“Working with Masternaut will give us much more detailed reporting, fully automated and configured to our needs,” said Karl Teggarty, business man-ager of Graham Construction. “This will allow us to see where the fuel bill is going – by that I mean which vehicles are using the most fuel, and how driving styles contribute to higher fuel consumption.”
The Greener Fleet product can
access data from the vehicle’s Can bus that generates granu-lar data insights into fuel con-sumption and driver behaviour. Measurements of vehicle depre-ciation and cost per kilometre are now also available.
“Masternaut was selected as part of a competitive pitch proc-ess,” said Teggarty. “We carried out a trial period across a sam-ple set of vehicles and were able to achieve significant savings, so we’re really delighted to be rolling it out across the fleet.”
The real-time web-based system replaces the need for manual time and mileage sheets – providing more sophisticated and reliable reporting.
“Graham is really planning to make the most of the function-ality that the product offers and the ability to customise report-ing to deliver the insights they need from big data,” said Martin Hiscox, CEO of Masternaut.
www.automotive-electronics.co.uk issue four 2012 | automotive electronics
Continental and Freescale team up on 32bit
FreeScale aimed to
strengthen its position in the automotive mar-ket with a string of announcements at November’s Elec-tronica show in Mu-nich leading with a quad-core 32bit mi-crocontroller that it has jointly developed with Continental.
Aimed at electronic brak-ing systems (EBS) and chas-sis control, the device contains 4.75Mbyte of flash memory, 256kbyte of sram and Conti-nental’s fail-safe technology, which meets the requirements for ISO26262 Asil D and Sil3 according to IEC61508 applica-tions.
“Freescale and Continental have worked together for many years and this is the first device
using a fault-tolerant system,” E-OCT12-023-Action:Layout 1 15/10/2012 09:54 Page 1 first device in the family
integrates four e200z4 cores based on Power Architecture
technol-ogy. This is claimed to be the
indus-try’s first quad-core automotive
MCU with two pairs of cores in redundant
lockstep. “ D e v e l -oping a quad-core MCU based on Power Architecture technology with this level of integration, redun-dancy and functionality rede-fines innovation,” said Cornyn. “The resulting device has the potential to provide unprec-edented levels of performance and safety for new generations of braking systems.”
Also announced at Electroni-ca were the Qorivva MPC5777M quad-core MCU aimed at engine
fuel saving applications, Xtrinsic pressure sensors for automotive engine control and green vehi-cle applications, and an Xtrinsic radar transmitter for automotive active safety systems.
“The MPC5777M is our most advanced powertrain control-ler,” said Cornyn. “We have just supplied samples to the first tier ones for engine management use.”
said Ray Cornyn, Freescale’s vice president for automotive microcontrollers.
The two firms have collaborat-ed on a custom MCU programme called Quasar (for quad-core microcontroller for automotive safety and reliability) designed to provide the processing intel-ligence for Continental’s next-generation EBS products. The
Ray Cornyn: “Freescale and Continental have worked together for many years.” Qorivva
MPC5777M quad-core MCU
6
NEWS
automotive electronics | issue four 2012 www.automotive-electronics.co.uk
Green Hills and Obigo join forces on web platform
Green hillS Software and
Obigo, an HTML5 platform com-pany, are working together on products for automotive info-tainment and digital instrument manufacturers. Obigo products go into automotive, IPTV and mobile software, web applica-tions and services.
The two companies will offer Obigo’s HTML5 web products integrated and optimised for use with the Green Hills Integrity rtos and secure Multivisor virtu-alisation technology.
This will lets automotive info-tainment and digital instrument manufacturers bring scalable, graphics-rich products to mar-ket rapidly and with high levels of security.
With more than 800 million units fielded in the mobile indus-try since 1998 and licensed for use in the commercial automobile market since 2001, Obigo brings the browser market to Green Hills’
customers. The HTML5 platform consists of an HTML5 browser, web runtime, web applications and device API extensions.
“When combining Obigo’s product breadth and experience
with the Green Hills Platform for Digital Instruments, developers are enabled to design the most scalable vehicle HMI solutions while delivering the highest per-formance, security and
reliabil-ity,” said Dan Mender, vice presi-dent of business development for Green Hills Software.
Obigo has extended its web offering to include automotive-centric device APIs that facilitate secure data sharing and control of vehicle diagnostic, sensor data and more over HTTP. The browser and web runtime, when com-bined with Integrity, deliver what is claimed to be the industry’s first automotive-grade secured HTML5 web platform, providing secured device API access. When combined with Multivisor, the platform can be used as an HMI rendering engine that allows use of the same HMI engine in a guest os-agnostic manner.
“Obigo is pleased to be inte-grated with Green Hills’ indus-try-leading product offerings currently in use by the demand-ing automotive marketplace,” said Obigo president David Hwang. “We are excited to see this partnership address the dif-ficult challenges around design-ing for maximum platform scal-ability, security and reliability while delivering next-genera-tion, advanced HMI solutions to the car.”
• Green Hills has announced the availability of an Autosar compatible API for the Integrity rtos.
Keeping track around the world
More than 50,000 people around the world logged on to monitor the progress of Mike Perham, the youngest person to circumnavigate the world alone by land. From July to October, the 20-year-old travelled more than 37,000km across 20 countries to raise money for disaster relief charity Shelterbox.
Leeds-based vehicle tracking company Remote Asset Management (Ram) provided the tracking kit for this feat, allowing thousands to log on and use real-time monitoring to keep up to date with Perham’s progress minute by minute.
During one moment on his trip, he was stuck in Alaska at -20˚C, at which point both his watch and mobile failed and his car battery froze solid. The vehicle tracking device remained
working, ensuring family and friends knew he was still moving and safe.
“It has been an absolute pleasure to support Mike as he embarked on this world’s first,” said James Taylor (standing) from Ram. “Being part of something like this is brilliant and knowing we were playing an active part in not only Mike’s safety, but also the joy of others tracking his progress was fantastic.”
Green Hills and Obigo are working together on web applications for the car
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8
NEWS
NEWS 9
automotive electronics | issue four 2012 www.automotive-electronics.co.uk
Eris targets automotive for diodes expansion
TaiwaneSe company Eris
Technology has made its first tentative steps into the automo-tive market for its diode prod-ucts following the company re-ceiving ISO/TS16949 certifica-tion last year.
Currently, only 1% of its out-put goes into automotive but it is targeting tier one companies in south-east Asia for its prod-ucts, which, according to execu-tive vice president Vincent Chi-ang, are a good fit for infotain-ment systems.
“We are just at the beginning for automotive,” said Chiang at October’s Taitronics electron-ics exhibition in Taipei. “We are
selling to a Korean company, but we don’t exactly know what it is being used in but probably a car camera and video system.”
He said his company had not set clear targets for how the au-tomotive market would expand during the next two years.
“You need to spend a very long time to get accepted, so it is hard to set targets,” he said. “You can spend one to two years just to get one part number ac-cepted.”
He said expanding in Korea would be the first step followed by Taiwan and China.
“Then Japan will be a few years later because it is so dif-ficult,” he said.
Asked whether it was worth the effort, he replied: “When you get into automotive, it is
Audi and NXP form strategic partnership
of its latest-generation auto-motive infotainment system to Audi. The MMI Navigation Plus platform is a fully integrated infotainment unit to facilitate high-quality playback of diverse music and video files through seamless connectivity via such devices as IPod, hard disk drive, smart phones and USB devices. The system will premiere aboard the 2013 Audi A3.
audi and NXP Semiconductors
have signed a strategic partner-ship focussing on automotive electronics application segments ranging from in-vehicle net-working and car entertainment, to emerging technologies for the connected car. This includes car-to-X communications, telemat-ics, near field communications and high-voltage controls for electrical vehicles.
“The partnership is another milestone in our progressive semiconductor programme (PSCP) and underscores the mu-tual trust that both corporations have built over many years,” said Ricky Hudi, chief execu-tive engineer for electrics and electronics at Audi. “In addi-tion, NXP’s strategy to provide the electronic interfaces for the connected car is smart and gives clear indications for Audi’s fu-ture plans.”
The PSCP is a semiconductor strategy aimed at intensifying the role of semiconductor com-panies in the processes of the German car manufacturer.
“It’s a real honour to serve as a strategic innovation partner to Audi in the premium car market, and is a testament to the indus-try recognising NXP’s excellent
customer support, commitment to deliver top quality solutions and above all our innovation power,” said Kurt Sievers, gen-eral manager for NXP’s auto-motive business. “Our strong collaboration with Audi rein-forces that NXP’s focus on tech-nologies for the connected car is spot on with where the industry is going.”
• Harman has started deliveries
Vincent Chiang: “You need to spend a very long time to get accepted.”
Ricky Hudi (left) and Kurt Sievers
Power battle
fo trucks
enocean iS
hoping its en-ergy harvesting technology will win the day over solar pow-er for a wireless warning sys-tem being de-veloped in the
UK for trucks. The system will alert the driver of faulty bulbs anywhere on the truck, but the company developing the tech-nology hasn’t decided which technology to use to power the system.
“As the truck bumps along, you get vibrations to give enough power to give a signal,” said John Corbett, Enocean’s sales director, at the recent Elec-tronica exhibition in Munich. “This is still in development and they may go for solar power. It may go one way or another.”
He said it would be about nine months before the system would be on the market and thus couldn’t name the company car-rying out the development.
He also said a company was looking at the technology for on-off switches in non-com-mercial domestic vehicles.
John Corbett: “It may go one way or another.”
not easy to be displaced, so it becomes very stable. Also, the profit is much higher than in the consumer market. A diode is a very small part of a car so they don’t mind spending a small amount more for quality.”
Two of the company’s prod-ucts launched at the show were aimed specifically at the auto-motive market. The DO-221AC is for automotive and LED light-ing while the TO-220SG is pri-marily for power supply appli-cations but can also be used in automotive.
The firm was established in 1995 and has factories in Tai-wan and Shanghai.
TT helps Mercedes
develop kers for S Class
The mercedeS S Class will be
one of the first vehicles to use a derivative of the kers energy re-covery technology used in For-mula One cars. The German car maker is working with TT Elec-tronics to develop a version that is viable for commercial cars.
“We need to make it lighter and smaller, and we have to condense it without using the expensive technologies of a For-mula One vehicle,” said David Winter, TT’s vice president of global sales, at the Electronica exhibition in Munich. “We have built up the knowledge to work on this.”
He said the company had been working on Formula One vehi-cles and he said it could use that experience of working in such a quickly developing market.
“We worked on Formula One and we have to look at how to commercialise that product go-ing forward,” he said. “We are
in discussions with companies about that.” The company is also launch-ing a range of resistors for automotive ap-plications to offer protection against surges
if the battery is disconnected. “The challenges in the hybrid vehicle market can be summed up with the word ‘power’,” he said. “We have resistors in these vehicles and we are looking at how we can put our power mod-ules in there. This is about reli-ability and high temperature op-eration. You don’t want to have to repair things. It is a challeng-ing environment.”
He said it would probably be about 18 months before the company had power modules ready for these applications.
www.automotive-electronics.co.uk issue four 2012 | automotive electronics
Influx cuts data
logger prices
inFlux TechnoloGieS is
hoping that the price of its Rebel LT data logger will make it pop-ular with large fleets despite its reduced functionality. The com-pany is selling it at around the £1000 mark, which it says is at least 50% cheaper than many high-end models. These include products from the likes of Etas and Vector.
But it has achieved this by re-ducing the number of features compared with its existing Rebel XT product.
“The idea is that it will be more affordable for those with large fleets,” said Lance Keen, Influx director, at the Advanced Engi-neering show in Birmingham in November. “These are tradition-ally a lot more expensive.”
The reduced cost has been achieved by lowering the IP rating and making the product
less robust.
“There is also no on-de-vice display,” said Keen. “It is also slower than our high-end model.”
But he said the two data log-gers used the same software and set-up techniques.
“But if you want more data and higher speeds, then use the high-end data logger,” he said.
Lance Keen with the Rebel LT
David Winter: “We have to look at how to commercialise that product.”
10
NEWS
NEWS 11
Micrel continues attack on Most
McLaren lands Formula E contract
micrel conTinued its attack
on the Most connectivity stand-ard during the Electronica show in Munich in November. The company has recently joined forces with Marvell to push Eth-ernet as the best network for in-car communications (AE, issue three, 2012), but it knows first it has to break the hold of Most.
“Most is an open stand-ard with a single source,” said Micrel’s senior product manager Mike Jones at the show. “Price, bandwidth and power savings have not been delivered. With-out competition, the rate of change is slower.”
mclaren elecTronic
Sys-tems is to provide the electric en-gine, transmission and electron-ics for cars that will participate in the FIA’s new Formula E series.
McLaren will be a partner of Spark Racing Technology, which is led by Frédéric Vasseur and is dedicated to the creation and as-sembly of the electric cars par-ticipating in Formula E.
McLaren and Spark will work together to design and assemble the electric cars, which will soon be racing around cities across the globe.
“I’m a passionate believer in the role that motorsport can play
The company makes power management and network-ing products, which it says go well together in the likes of IP cameras. Key to this is its ripple
in showcasing and spearheading the development of future tech-nologies, and regard the Formu-la E concept as an exciting in-novation for global motorsport,” said Martin Whitmarsh, CEO of the McLaren Group. “McLaren has worked with Frédéric Vas-seur for many years, and our association has been very suc-cessful.”
The Formula E Championship will be launched in 2014. It will only use electric powered cars, will run exclusively in major international cities and has the assets needed to reach a world-wide audience. As well as being
blocker technology that can be used to block noise.
“The sensor guys get excited about our ripple blocker because it reduces the noise,” said Jones. “The main area is automotive; that is a key market for us.”
He said that going forward cars were going to be covered with cameras, not just for rear view but for detecting road markings, signs, people, objects and so on.
“When you start networking these, Ethernet is the de facto for networking,” he said. “You need bandwidth. You don’t want compression.”
an urban race series, it will fa-cilitate the development of elec-tric car technology that could one day be used in mainstream road cars.
“I am proud and happy to give birth to this project that is inno-vative and extremely rewarding for a company both technically and philosophically,” said Vas-seur. “Personally, I can write a new chapter, regardless of my other ventures in motorsport. Confidence and commitment from our partner McLaren is a guarantee of quality and relia-bility without which this project would not have been possible.”
mouSer elecTronicS has
added four block diagrams to its automotive applications web site. These should help design engineers find the latest auto-motive advancements.
They can source product in-formation via block diagram navigation, and pinpoint the technical resources. The site also has some of the latest prod-ucts from manufacturers such as Texas Instruments, Murata, Molex, ST Microelectronics and Infineon.
The four application diagrams cover braking systems (ABS), electric power steering, central body control and seat control. This is in addition to its focus of covering the instrument cluster, rear vision systems, keyless en-try, plus other industry news and technical resources.
The block diagram naviga-tion and streamlined graphical interface is designed to speed navigation. Combined with the featured products section, en-gineers can quickly steer them-selves to products and informa-tion based on defined param-eters and engineering standards – all centred on automotive-specific design needs. Engineers can review application notes, white papers and videos, as well as automotive-ready products.
To learn more, visit www. mouser.com/automotive-appli-cations.
Blocks aid
application
search
Mike Jones: “Without competition, the rate of change is slower.”
What the Formula E cars will look like
Central body control application block diagram
Toshiba plans security update
ToShiba elecTronicS has
designed a security module for automotive microcontrollers, which is said to meet standards aimed at protecting vehicle elec-tronics against hacking, tamper-ing and software IP theft.
The TSM module was devel-oped at the company’s Eldec European automotive LSI devel-opment centre n Düsseldorf, and will be built into future genera-tions of the company’s automo-tive microcontrollers, with the first expected to be sampling as early as spring next year.
The module’s firmware is, as a first release step, compliant with the Secure Hardware Ex-tension (She) version 1.1 speci-fication of the Herstellerinitia-tive Software (HIS), a technical collaboration between five
Ger-man car Ger-manufacturers.
The hardware security module has its own sub-CPU core that manages a symmetric AES-128 cryptographic engine along with other security elements. As a result, it provides security and tamper resistance without consuming host microcontroller CPU resources.
“Our TSM will help the auto-motive industry prevent intellec-tual property theft or manipula-tion, which is a significant threat as an increasing proportion of innovations in new car models are now software based,” said Klaus Neuenhueskes of Toshiba Electronics. “Moreover, the strong security afforded by our She-compliant TSM will protect car owners against abuses such as tampering with odometer
set-tings, or sub-standard servicing by unqualified agents.”
The company plans to imple-ment it in future variants of its automotive microcontrollers based on the Arm Cortex proces-sor architecture, and will release software libraries to support the devices. Future updates compli-ant with upcoming standards (for example, in accordance with Evita Medium requirements) in-cluding TSM firmware updates are planned.
The related software librar-ies for the main microcontroller CPU will enable developers to design in accordance with the latest version of the automotive industry’s common software in-frastructure promoting modu-larity, scalability, transferability and re-usability.
d
IA
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y
da
tes
will send an email alert to the main system,” he said. “It will stay there until it has been dealt with. It can also be pushed direct to the workshop.”
Penny Lyon, managing director of Cumfybus, said: “The compre-hensive workshop system manages our scheduling and maintenance compliance, and we have intro-duced the driver’s walk around check to manage the driver’s first use inspection. As a management team, we can instantly see the checks as they are completed and can rectify defects efficiently, sav-ing downtime.”
AFTER SIX years of successful operation on trucks, Magic In-ternet Technologies is moving its internet based fleet management system over to the bus market. And after trials with Cumfybus in Merseyside and Airporter in Derry, the company officially launched the system – called Busfile – at the Eurobus show in Birmingham in November.
The previous Truckfile prod-uct was introduced in 2006, has 11,000 users and has been installed on around 110,000 commercial ve-hicles.
“We have now moved into the bus market,” said Paul Whitting-ham, marketing manager. “We have done one in Northern Ireland and one in Liverpool and we are talking with a lot more.”
The system lets fleet operators scan in legal documents such as MoTs and safety certificates and produces a document timeline so the user can see all relevant docu-ments for a particular vehicle on a particular date.
“The history is kept for the life of the vehicle,” said Whittingham. “If you have internal workshops, you can set up workshop schedules
Fleet manager moves to buses
and email alerts.”
A compliance management fea-ture can be used to prove all the maintenance has been done at a set time. An option is an electronic check system for drivers.
“Some drivers just sit in their cabins and tick boxes,” said Whit-tingham. “This system means they have to get up and walk round the vehicle.”
The driver has to scan in QR codes situated around the vehicle and then answer on a handheld device various safety questions re-lated to that location.
“If the driver finds a defect, that
Paul Whittingham demonstrates how Busfile works
Consumer Electronics
Show
8th-11th January 2013 Las Vegas, USA www.cesweb.org
Autosport International
10th-13th January 2013 Birmingham, UK www.autosportinternational.comNorth American
International Auto Show
16th-27th January 2013 Detroit, USA www.naias.com
Automotive World
16th-18th January 2013 Tokyo, Japan www.automotiveworld.jpV2X for Auto Safety
& Mobility
20th-21st February 2013 Frankfurt, Germany telematicsupdate.com/v2xeuropeAdvanced Battery
Development
26th-27th February 2013 Aachen, Germany www.battery-power.euEmbedded World
26th-28th February 2013 Nuremberg, Germany www.embedded-world.deGeneva International
Motor Show
7th-17th March 2013 Geneva www.salon-auto.chCommercial Vehicle
Show
9th-11th April 2013 Birmingham, UK www.cvshow.comAutotronics
10th-13th April 2013 Taipei, Taiwan www.taipeiampa.com.twMost Forum
23 April 2013 Stuttgart, Germany www.mostforum.comGlobal Automotive
Components & Suppliers
4th-6th June 2013 Stuttgart, Germany
www.globalautomotivecomponentsand suppliersexpo.com
12
automotive electronics | issue four 2012 www.automotive-electronics.co.uk
Steve Rogerson
reports from
November’s
Advanced
Automotive
Electronics
conference in
Daventry
AAE 2012 was held at the Daventry Court Hotel13
www.automotive-electronics.co.uk issue four 2012 | automotive electronics
Market showing steady growth despite problems in Europe
Despite a somewhat gloomy
picture in Europe, the market for automotive electronics is continuing with an overall steady growth, according to Ian Riches, director of global automotive practice at Strategy Analytics.
“There has been quite steady growth in automotive electronics, and that will continue,” he told delegates.
One of the key drivers, however, is the number of cars being produced, and here the outlook has been worsening over the past year, with the situation in Europe particularly bad. This is being countered by the growth in the amount of electronics per vehicle.
“But the content per car average could be flattening off,” he said. “This is because of production transferring to India and China where the content of electronics tends to be lower. This is dragging down the global average.”
At the moment, he said, the market for automotive electronics was growing at about 10 to 20% per year worldwide.
to get into with huge investment from a relatively small number of players.”
Connectivity requirements are growing with people wanting to connect their smart phone with the car, but navigation systems, once a fast growth area, have stalled.
“The days of £2000 navigation systems have gone,” said Riches. “People now either expect navigation as a standard fit, or use their phones, or buy a £100 Tomtom system.”
The news from the USA of some states allowing a degree of autonomous driving, albeit always with a human in overall control, has led to speculation as to whether this will take off in a big way.
“Fully autonomous vehicles will take many years to mature,” said Riches. “But humans are becoming more willing to hand over parts of the control to the car. Cruise control has become accepted and it will grow as more autonomous features become available. The first autonomous system was parking and that is becoming more sophisticated. In Europe, this growth was only
5%, with the UK bucking the trend slightly with a growth of 10%.
“Automotive electronics is a growing market, but Europe is a back water,” he said. “It is the weakest region. But the emerging markets are more fragmented.”
As to car types, he the said the fastest growth in electronics was in the smaller vehicles. This was particularly noticeable in India where production of small cars was increasing rapidly.
Other fast growth areas, unsurprisingly, are hybrid and electric vehicles, plus the trend towards advanced driver assistance systems (adas).
The problem with the HEV and EV market though is the lack of a large number of players. Toyota, for example, is responsible for 70% of the market, and even though that is shrinking as more car makers take the plunge, Riches predicted that even by 2019 it would still have 25%.
“There is very big market potential in HEV and EV,” he said, “but it is a tricky market
We are seeing more steps in this direction but it won’t be an overnight thing.”
The Euro NCap rating could start to play a major role in this, he said, as the indications are that within a few years cars will have to have some form autonomous braking system if they are to get the full five stars.
These types of driver assist-ance were one of the fastest growth areas, he said, and features such as cruise control were moving from premium brands into more cheaper cars. Here, though, some are levelling off the cost of making the car by making structural savings.
“If a car never crashes,” said Riches, “it can be made out of paper. The structural aspects become less important.”
However, conference chair Elias Stipidis, director of the vetronics research centre at Brighton University, asked whether extra safety systems could have the opposite effect to what was intended.
“These increase safety to a certain extent,” he said. “But
Elias Stipidis: “These increase safety to a certain extent,”
Ian Riches: “If a car never crashes, it can be made out of paper.”
Philip Clarke: “Your brain still has to process a lot of information.”
Chris Hills: “Will you have to have different driving tests?”
Mark Fowkes: “We might have to see what accidents are caused before we can regulate.”
if these sensors bombard the driver with all this information, does the driver spend more time looking at this information and thus damage the safety?”
Philip Clarke, business manager for DSpace, said it was a matter of how this information was presented to the driver.
“Is it giving the driver raw data or making it more intuitive?” he said. “The driver is processing enough raw data from looking out of the window. It is possible to misinterpret a complex image. It is a question of how the ECU interprets the information and presents it to the driver.”
An alternative problem is that if there is too much autonomous control, the driver may lose concentration because he or she starts to think the car can handle any situation. This is a problem that airlines have already come across.
“On long-distance airlines, they are finding that the pilots are going to sleep because all the senor information is being handled automatically,” said Chris Hills, CTO of Phaedrus Systems. “Could this happen with car drivers? Will the driver start fading out the information?”
Head-up displays are one way to help in that the driver can see the information from the car while still being focussed on the road.
“But your brain still has to process a lot of information,” said Clarke.
This raises the question of how to design a system that can suit all drivers with such a vast difference in skills and
concentration levels.
“It is important to understand the impact of new technology on drivers,” said Mark Fowkes, senior engineer at Mira. “People have a range of driving skills from the naïve to the more experienced. If you allow the driver to tune the system, is it being done correctly? If someone else is tuning it, how do they know the driver?”
Hills also raised the question of how these systems will affect
the driving test.
“Will you have to have different driving tests?” he said. “You have to have them for geared and automatic cars. Maybe there will be tests for with and without a head-up display.”
But Fowkes said it was hard to regulate for these systems until we knew how drivers would use them.
“We might have to see what accidents are caused before we
can regulate,” he said.
There is also the Volvo factor, which happened in the 1980s when the Volvo cars were so solidly built that their drivers believed they couldn’t be hurt and some drove accordingly giving the car the reputation of being the worse driven car in Britain.
“If people are aware they have safety systems, they tend to drive in a more reckless way,” said Clarke.
Feeling the future
Delegates were treated to a rare chance of experiencing a rather unusual DeLorean car with this full-scale replica of the vehicle made famous in the iconic Back to the Future films. Built by a former Nasa electrical engineer who used to work at Universal Studios, the car is not only screen accurate but can also perform some of the special effects. And they can all be activated wirelessly along with audio clips from the film. Sadly, though, the time travel function was disabled and all the delegates were still in 2012 at the end of the show. The car was provided by Fusion Time Travel.
14
Controlling ECUs to save power
Having all the ECUs in a car
running at full power all the time is wasteful and electric vehicles will struggle to maintain that. Even petrol engines are using more fuel to handle the power requirements and ways need to be found to control the use of the ECUs just to what is necessary.
For every 100W of energy in a car, that uses an extra 0.1 litre of fuel per 100km, which equates to 2.5g of CO2 per kilogram, according to Alistair Robertson, a systems engineer with Freescale Semiconductor. Passenger cars worldwide account for about 5.5% of CO2 emissions and in Europe that rises to 12%.
“Fuel costs are doubling every ten years,” said Robertson. “Any
impact, however slight, on fuel efficiency is welcome.”
He is looking at ways banks of ECUs can be switched off when not used to save power as well as considering standard techniques such as sleep and standby modes.
“The goal is to spend as much time as possible outside the full run mode,” he said. “Another technique is to only clock what is required. Controlling the clock is a major contributor to the power. You can stop the clock and only wake it up when it needs to do something.”
Multi-core, which is becoming more popular in automotive, he said, also gave more performance per milliwatt. He also encouraged designers to find way of doing
things without using the CPU. “The CPU is the most power hungry module in the core,” he said, “so if you can disable that and let something less powerful do the job then you can save a lot.”
Another technique is to use partial networking where individual or groups of ECUs can be started up and shut down as needed, and this includes the communications with the ECUs. The alternative is pretended networks where ECUs are switched to a low power mode while keeping up bus connections.
“This is a local approach,” said Robertson. “It doesn’t need something else telling it to shut down; it does it itself. You
Alistair Robertson: “The CPU is the most power hungry module in the core.”
15
Autosar falls short on diagnostic interface
One Of the problems with
Autosar is the diagnostic event manager, basically an API that forms the bridge between the diagnostic software and the interface seen by the engineers and service personnel. However, this interface is too much geared towards software engineers, according to David Price, chief technical officer at Pi Innovo.
“The API is very much written for software engineers,” he said, “which means you need another layer to translate for the systems guys. This probably leads to errors when you cross the boundary. The fewer APIs the better as there is less scope for confusion.”
He proposed a single API that
sat on the boundary between the infrastructure and the monitors. And he described the infrastructure as like an iceberg with the bulk of it unseen by those who do diagnostic work.
“It is a complex area,” he said. “There are over 3000 pages of specifications that you have to follow. But the service guys just need to know what is wrong with the car and how it can be fixed.”
While similar, the regulations are slightly different for each country. And the systems have to handle the problems of different vehicles.
“So, you can be more abstract or more flexible with the API,” said Price. “You have to decide
how much flexibility you want or how much you want it to do what the regulations say. You have to be aware of the 3000 pages of regulations but have enough flexibility to work round the wrinkles depending on which vehicle you are working with.”
He said the API choice therefore depended on the target audience.
“What do the guys who are designing the monitors want to think about?” he asked. “They are generally working with high-level tools such as Simulink, so you want the interface to work in the language with Simulink blocks.”
The idea he said was to configure it so the user sees the simple stuff and the complex stuff
is underneath.
“It is the simple high-level interface that is the important thing,” he said. “You have to build up all the blocks underneath that manage the data. And then you have to put it all together with all the faults. There is a lot. There can be 500 to 1000 faults. The target audience are system engineers and not software experts, so you need to hide all the software.”
Can one DC-DC converter handle all the voltage levels?
if eurOpean Union CO2 and
tailgate emission targets for 2020 are going to be met, then electric and hybrid electric vehicles will be necessary, but to get the most out of these a more efficient way must be found for converting battery voltages into other voltages needed round the car.
Peter Tibbles, research mana-ger for Prodrive, reported on the work from two consortia looking at producing an all-in-one DC-DC converter that can handle the temperature difficulties encountered in vehicles.
The EU has set targets for both 2015 and 2020, but Tibbles said the targets for 2015 could be met by improving existing technology.
“The industry is slightly ahead of the curve with more fuel efficient vehicles and more diesels,” he said. “To hit the 2015 target, that will be done by making existing technology more efficient. But to get to the 2020 target, a lot more work needs to be done, and that is where they are looking to HEVs
and EVs. It is forcing the market to do things differently, and one way is to electrify part of the drive train.”
If an electric vehicle has a 200 to 250V battery, a DC-DC converter is needed to bring that down to 12V for the legacy systems in a car. But if another DC-DC converter increases that to 500 to 600V for the motor, the current and the losses can be reduced.
“You can have smaller battery packs and use DC-DC conversion to boost the voltage for the motor,” he said. “This is the way it has gone on the Prius range.”
He said though there was no clear winner on finding a
technology that suits all drive cycles for electric vehicles.
“There are a lot of technologies being touted as the next big thing for automotive,” he said.
Prodrive was part of a consortium set up in 2010 to look at DC-DC converters. Other partners included Manchester University, Raytheon and Tata.
The key part of the work they are doing is using silicon carbide (SiC) for the semiconductor material.
“This has significant advantages over silicon,” said Tibbles. “It will operate at higher voltages and temperatures. It can switch at much higher frequencies, and this means you can reduce the size of the capacitors and inductors. You can also reduce the size of the cooling pack and ultimately delete the cooling pack.”
However, the main problem with SiC is that it is relatively new and hence more expensive that silicon. The goal though of the consortium is to reduce the cost of the entire system and have it in a much smaller package.
Peter Tibbles: “Our goal is to have a single box.”
don’t need dedicated hardware to support this. But the power savings are not as great as with partial networks.”
He said though there was a limit to what could be done within the microcontroller and that system-wide techniques had to be applied.
Another problem concerns high temperature operation. SiC can work at up to 500˚C but the other parts in the package need to do the same, including the box in which it all sits. Thus another consortium was set up in July this year to look at all the temperature issues. This will run for two years and, as well as Prodrive, its members include TT Electronics, GE, Ricardo and Warwick University.
“Our goal is to have a single box that can handle multiple ins and outs and work both ways,” said Tibbles. “It will reduce complexity. We also want some sort of plug-and-play capability.”
This means all the different voltage levels in the vehicle can be handled from a single device. Because that becomes a hub for the vehicle’s power management requirements, there is the potential to add other functionalities using software.
The next stage of the project will be looking at the safety aspects and the effects of ISO 26262. That will start in the new year.
Different approaches to consolidating ECUs
tHe number of ECUs in a car is
increasing with each generation, with some models having up to 150 units and some 1.5km of cable connecting them.
One answer appears to be ECU consolidation. But this must be done in a way that maintains safety and security – non-critical systems must not interfere with crucial functions.
Yet consolidation must take place when more electronics is being called for in cars, such as adaptive cruise control and other advanced driver assistance systems (adas), as well as c o m m u n i c a t i o n s with other vehicles and information infrastructures (V2V and V2I).
Two approaches were put, one by Franz Walkembach, senior project manager at Wind River, and one by Rolland Dudemaine, technical manager at Green Hills Software.
“The car is becoming a node to the cloud,” said Walkembach. “There are lots of devices in the car that are communicating with each other.”
Dudemaine added: “One way to reduce power is to reduce the number of chips, and thus the number of boards and the amount of cable in the system. You also want to reduce the software complexity, but software complexity is going up not down.”
One of the first tasks when considering consolidation is to look at how ECUs can be grouped together into areas such as powertrain, chassis, body, safety, adas, and V2V and V2I communications.
“The number of ECUs is going down in the older groups but growing in areas such as adas, V2V and V2I,” said Walkembach. “And the number of sensors in the car is growing by about 50% per year. The question is how to consolidate.”
The obvious answer is to put more functionality on the chips, which not only reduces the number of chips but also the communications needed. However, Dudemaine warned that this came with dangers.
“If a failure crashes the whole system,” he said, “there is no easy way to see where the failure occurred. If you integrate more functions, you have stability problems.”
Walkembach said there were three main options, the first being letting the software run on a main ECU with one operating system. Alternatively, have virtual management of devices or virtual ECUs taking advantage of multi-core technology.
Considering virtualisation, there were three options: a hypervisor or virtual machine monitor; Linux containers; or Linux kernel-based virtual machines (KVMs).
“It all depends on the use,” said Walkembach, “or how many software partitions, graphics, user interfaces and real-time requirements that influence what operating system to use.”
In the virtualisation and partitioning approach, there would be a single or multi-core processor on top of which sits the hypervisor and on top of that the virtual machines each with a guest operating system.
“Virtualisation lets you partition a system and that gives
Franz Walkembach: “The question is how to consolidate.”
Rolland Dudemaine: “A separation kernel brings freedom from interference.”
you fast boot options,” said Walkembach. “When one p a r t i t i o n crashes you can define the h y p e r v i s o r such that other par–
titions don’t see it at all.” Each partition can have the data assigned in different ways, from no trust to full trust, and they can have definitions specifying how the data are transmitted.
Dubemaine believes the answer to these problems is to use a separation kernel.
“This means the amount of code with access to all the systems is the minimum possible,” he said. “The application code has no way to access memory from outside its own application.”
He said the operating system could guarantee there were no unintended communications as the user could define all the paths that were allowed.
“A separation kernel brings freedom from interference when integrating multiple ECUs on one chip,” he said.
David Price: “You need to hide all the software.”
16
automotive electronics | issue four 2012 www.automotive-electronics.co.uk
How to keep Formula One cars on track
tHe prOblems of keeping
the electronics working on a Formula One car can be nightmarish but it could all become even worse as new control units and powertrains are brought in for all teams over the next two years.
Peter van Manen, managing director of McLaren Electronic Systems, explained to delegates in his keynote speech how, with so little testing, the development of a Formula One car continues throughout the racing season.
“There are three to eight large engineering upgrades in the two weeks between races,” he said. “Teams are making thousands of components each year. And it is a very violent environment in which they have to operate.”
And with in-season testing banned these upgrades are only really put to the test on the
each car sending about 1.5Gbyte per race. The people at the team’s headquarters are also receiving the same real-time data so they can provide inputs as well.
“In the one hundred minutes of a race, everything has to be reliable,” he said, raising a few smiles given McLaren’s problems this season.
McLaren provides the electronic control unit for all the cars, and van Manen explained the difficulties in keeping it cool. Though it might seem logical to use the airflow from the fast moving vehicle to provide the cooling, this is a bad idea as it can compromise the finely tuned aerodynamics.
The team’s current challenge though is building the new control unit for the 2013 season ready for the new powertrains due to be introduced in 2014.
Delegates browse the exhibits at the Advance Automotive Electronics show
“It is quite an exciting stage,” he said.
One big difference will be that the processor will be partitioned in a way that will allow all the teams to write some of their own software.
“We will create a single version of the software that everyone uses but there will be elements that the teams can use,” he said. “It will be standard electronics with the flexibility the engineers will need when they build the new powertrains.”
race weekend, which is why telemetry plays such a crucial role in grand prix racing. A race car, for example, will have around 120 sensors.
“These are very highly strung machines,” said van Manen, “so we monitor the health to see very quickly if something goes wrong. Also, with no testing during the season, it is important to monitor the cars to get the optimal set-up.”
He said that teams build the car, spend the season trying to make it better and then throw it away and start again.
“So we need to understand what we have very quickly,” he said.
During a race, he said, up to 500 parameters were being logged at about 1kHz. Around 2.4Mbit/s of data are being sent from the car to the garage, with
Peter van Manen: “Teams are making thousands of components each year.”
18 Power Technologies
L
ithium-ion batteries require considerable care if they are expected to operate reliably over a long period. They cannot be operated to the extreme end of their state-of-charge (SoC). The capacity of Li-ion cells diminish and diverge over time and usage, so every cell in a system must be managed to keep it within a constrained SoC.To provide sufficient power for a vehicle, tens or hundreds of battery cells are required. These cells must be configured in a long series; as much as 1kV and higher. The battery electronics must operate in this very high-voltage environment and reject common mode voltage effects, while differentially measuring and controlling each cell in these strings. The electronics must be able to translate information from the battery stack to a central point for processing.
On top of these requirements, operating a high-voltage battery stack in a vehicle or other high-power applications imposes tough conditions, such as operation with significant electrical noise and wide operating temperatures. The battery management electronics are expected to increase operating range, lifetime, safety and reliability, while reducing cost, size and weight.
Battery management
The electronic system that measures and manages the battery stack (also known as the BMS, or battery management system) has three key requirements.
First, the BMS must know the health of each battery cell in the stack. Primarily, this is accomplished by estimating the SoC of each cell in the battery system. The current SoC can be combined with historical
information for determining the status of each cell.
Secondly, the BMS must control the SoC for each cell in a system. This is done by controlling the charge, discharge and balancing of each cell in a system.
The third requirement concerns safety. The BMS must know the electronics are properly working such that the battery information is valid. The golden rule is that no over voltage cell can appear as an OK voltage cell. To do this, the BMS has to communicate the status of all cells and the BMS electronics to the rest of the system.
The key element in the battery management electronics is the battery monitor IC. The battery monitor performs the difficult task of accurately measuring the voltage, current and temperature of each cell and passing the data to a control
Power Technologies
19
circuit. A controller then uses thecell data to compute the state of charge and state of health of the pack. The controller may command the battery monitor to charge or discharge certain cells to maintain a balanced state of charge within the pack.
Battery monitor
Linear Technology has completely redesigned its high-voltage battery monitor chip in a move that it claims will raise the bar for stacked battery monitoring in hybrid and electric vehicles. The LTC6804 chip has had all aspects of the design changed from its predecessors – the LTC6802 and LTC6803.
“This is the state of the art in terms of a stacked battery monitor,” said Erik Soule, vice president and general manager of signal conditioning products. “This comes from a lot of different things all working together. We have dealt with every issue we have been asked to improve.”
The chip will monitor a bank of 12 cells at voltages up to 4.2V with
16bit resolution and better than 0.04% accuracy. This is claimed to be four times more accurate than the predecessors.
A key upgrade is the use of two 16bit ADCs rather than one 12bit circuit in the LTC6803.
“This means it will run at ten times the speed,” said Soule. “And it lets us better synchronise voltage and current measurements. You get closer time alignment between voltage and current and that is important for calculating an accurate state of charge.”
One difficulty the company had designing the chip was trying to make it work with a standard SPI interface. In the end, the designers opted for the proprietary IsoSPI interface, which means the device has to be used with the companion LTC6820 chip to translate signals to and from this environment.
“We tried to find a standard bus but failed,” said Soule, “so we designed our own IsoSPI. This is new.”
The voltage reference technology is completely different from the
older chips to improve measurement accuracy and long-term stability. And there are more built-in self test circuits than the predecessors.
Also important is that it has been engineered with ISO26262 in mind.
“There are features to help the system designer comply with the specification,” said Soule.
The use of burned Zener technology is said to improve time and temperature stability giving it references similar to that used in precision instruments.
“Nobody else is using this or even thinking of using it,” said Soule.
The company also plans to introduce the LTC3300 bidirectional active balancing device early next year, and this will be controllable by the LTC6804, which itself will be in full production during the first quarter of 2013.
“We have been sampling it with out customers and had tremendous interest,” said Soule. “The feedback has been unbelievable. We are going to change the industry with this. It is a whole bunch of little tricks all working together.” l
Erik Soule: “We are going to change the industry with this.”
