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More and more passenger cars are equipped with passive side protection systems such as thorax airbags for front and rear passengers. In the past, side airbag protection systems used sensors based on acceleration measurements [1]. In the meantime different sensor principles have been tested in order to increase the performance of this application. The intention has been to achieve faster firing decisions and to decrease the misuse risk for a floor or chassis impact. This paper presents the partitioning of an advanced chipset for pressure and acceleration based airbag systems. It shows the communication link between the sensors, the receiver-IC and other blocks in the application.

As the demand for enhanced comfort, safety and differentiation with new features continues to grow and as electronics and software enable most of these, the number of electronic units or components within automobiles will continue to increase. This will increase the overall system complexity, specifically with respect to the number of controller actuators such as e-motors. However, hard constraints on cost and on physical boundaries such as maximum power dissipation per unit and pin-count per unit/connector require new solutions to alternative system partitioning. Vehicle manufacturers, as well as system and semiconductor suppliers are striving for increased scalability and modularity to allow for most cost optimal high volume configurations while featuring platform reuse and feature differentiation. This paper presents new semiconductor based approaches with respect to technologies, technology mapping and assembly technologies.

The following article discusses various proposed solutions, for driving small motors from the existent 12V or 24V supply voltage system at the 42V PowerNet by using dc-dc converters or pulse width modulation (PWM) for voltage- and power- matching with respect to the EMI behaviour.

Increasing fuel costs and emission regulations force the car manufacturers to develop powerful but efficient engines. The 3-liter car (3-liter/100 km fuel consumption → 80 miles/gallon) is one of the slogans. To fulfill these requirements a fully electronic controlled Engine Management is necessary. Carburetor systems are replaced by fuel injection systems. Direct injection for Diesel as well as for gasoline engines is the clear trend for the future. The mechanical throttle systems, used for a long time will not fit to the requirements of direct injection. A DC motor for electronic throttle control in conjunction with λ regulation and exhaust gas recirculation are the key elements for low emission cars. Also the automotive ignition system is in a process of change today.

In terms of modern technical systems, the automotive sector is characterized by escalating complexity and functionality requirements. The development of embedded control systems has to meet highest demands regarding process-, time- and cost-optimization. Hence, the efficiency of software development becomes a crucial competitive advantage. Systems design engineers need effective tools and methods to achieve exemplary speed and productivity within the development phase. To obtain such tools and methods, semiconductor manufacturers and tool manufacturers must work closely together. Within the joint efforts of ETAS and Infineon, the software tool suite ASCET-SD was enhanced to generate efficient C code for Infineon's TriCore architecture mapped on ETAS's real-time operating system ERCOSEK. The processor interface to application & calibration tools was realized using the ETK probe based on a JTAG/Nexus link at very high bandwidth.

The recent improvements in automotive electronics have had a tremendous impact on safety, comfort and emissions. But the continuous increase of the volume of electronic equipment in cars (representing more than 25% of purchasing volume) as well as the increasing system complexity represent a new challenge to quality, post-sales customer support and maintenance. Identifying a fault in a complex network of ECUs, where the different functions are getting more and more intricate, is not an easy task. It can be shown that with the levels of reliability common in 1980, an upper-range automobile of today could never function fault-free. On-Board-Diagnostics (OBD) concepts are emerging to assist the maintenance personnel in localizing the source of a problem with high accuracy, reducing the vehicle repair time, repair costs and costs of warranty claims.

This paper presents the objectives and preliminary results of the BRAKE project - a joint effort of Delphi Automotive Systems, Infineon Technologies, Volvo Car Corporation and WindRiver. The objective of this project is to use microelectronics technologies to design a distributed Brake-by-Wire system including: A distributed fault tolerant system for enhanced safety An extension of the OSEK based operating system for a distributed time triggered architecture An open interface between vehicle control, and brake system control The results comprise the requirements, interface specification (see [1]), a full simulation model, a hardware-in-the-loop bench, and a demonstration vehicle. The application has been developed using advanced automatic code generation for Infineon's TriCore based automotive microcontrollers.

This paper will outline the results of a study performed to analyze the market introduction of x-by-wire applications in the context of weak global industry environment, technological and legislative challenges, standardization issues and end customer benefits. This paper attempts to provide a bird-view on influence factors and impacts for the x-by-wire market, including e.g. the end customer's acceptance and legal environment driving further development in specific areas. Further, major driving forces on semiconductor/component level will be outlined regarding e.g. pin-count, computation performance and heat dissipation, but also possible scenarios and solutions towards safe and efficient system design and partitioning.

This paper outlines the results of a study performed to analyze the mission of TTCAN from applications to products for automotive systems. As commonly acknowledged communication is one of the key elements for future and even present systems such as an automobile. A dramatically increasing number of busses and gateways even in low- to midrange vehicles is putting significant burden upon the validation scenario as well as the cost. Accordingly, numerous new initiatives have been started worldwide in order to find solutions to this; some of them by the definition of enhanced or new protocols. This paper shall have a look particular on the new standard of TTCAN (time-triggered communication on CAN). This protocol is based on the CAN data link layer as specified in ISO 11898-1 and may use standardized CAN physical layers such as specified in ISO 11898-2 (high-speed transceiver) or in ISO 11898-3 (fault-tolerant low-speed transceiver).

A mechatronic approach to implementing a BLDC motor drive control system is described. The partitioning method used allows the motor power to be scaled from around 100 watts to 1 kilowatt. The chosen approach maps the required electronic functionality to different existing front-end technologies. By drawing on vast experience with back-end technologies, especially chip-on-chip assembly, it is possible to implement a system in a one-package solution. The advantages of each technology are used to achieve a cost-effective, space-saving solution.

Based on the example of a door soft close automatic the potential of integrated system simulation in the automotive systems development is demonstrated. The modeling approach is covering several physical domains like mechanics, electromagnetics and semiconductor physics. With adequate simplifying methods a time efficient model is generated, which allows system optimization in the concept phase. Time consuming redesigns can thus be minimized.

In defining innovative and cost-effective chip sets for future automotive applications, system architects need high-level tools that allow them to rapidly determine the best silicon partitioning for a given application in terms of system performance as well as cost. The tool needs to be flexible, modular, and swift such that the system designer can perform abstract simulation iterations quickly for various functional partitioning scenarios, without requiring excessive computer resources. The tool must also be portable and adaptable to provide a simulation environment suitable to systems- or car-manufacturers for in-depth applications simulation and architecture assessment. The semiconductor component definition process using such a “mission-level” design tool for the automotive application electronic valve will be demonstrated. Methods for the analysis of electronic valve control system architectures using mission-level simulation will be developed.

Functional safe systems fulfilling the ISO 26262 standard are getting more important for automotive applications where additional redundant and diverse functionality is needed for higher rated ASIL levels. This can result in a very complex and expensive system setup. Here we present a sensor product developed according ISO 26262. This sensor product comprises a two channel redundant and also diverse implemented magnetic field sensor concept with linear digital outputs on one monolithically integrated silicon substrate. This sensor is used for ASIL D applications like power-steering torque measurement, where the torque is transferred into a magnetic field signal in a certain magnetic setup, but can also be used in other demanding sensor applications concerning safety. This proposed and also implemented solution is beneficial because of implementation on a single chip in one single chip-package but anyway fulfilling ASIL D requirements on system level.

Driven by the growing internet and remote connectivity of automobiles, combined with the emerging trend to automated driving, the importance of security for automotive systems is massively increasing. Although cyber security is a common part of daily routines in the traditional IT domain, necessary security mechanisms are not yet widely applied in the vehicles. At first glance, this may not appear to be a problem as there are lots of solutions from other domains, which potentially could be re-used. But substantial differences compared to an automotive environment have to be taken into account, drastically reducing the possibilities for simple reuse. Our contribution is to address automotive electronics engineers who are confronted with security requirements. Therefore, it will firstly provide some basic knowledge about IT security and subsequently present a selection of automotive specific security use cases.

The automotive industry experiences a major change as vehicles are gradually becoming a part of the Internet. Security concepts based on the closed-world assumption cannot be deployed anymore due to a constantly changing adversary model. Automotive Ethernet as future in-vehicle network and a new E/E Architecture have different security requirements than Ethernet known from traditional IT and legacy systems. In order to achieve a high level of security, a new multi-layer approach in the vehicle which responds to special automotive requirements has to be introduced. One essential layer of this holistic security concept is to restrict non-authorized access by the deployment of embedded firewalls. This paper addresses the introduction of automotive firewalls into the next-generation domain architecture with a focus on partitioning of its features in hardware and software.

Connecting mobile communication channels to vehicles’ networks is currently attracting engineers in a wide range. Herein the desire of vehicle manufacturers to remotely execute software updates over the air (SOTA) within electronic control units (ECU) is probably the field of highest attention at the moment. Today software updates are typically done at vehicle service stations and connection the vehicles electronic network via the onboard diagnosis (OBD) interface to a service computer. Herby the duration of the update is invisible to the user, as this happens during standard service appointments. With introduction of SOTA, these updates become very convenient to the customer and can lead to higher customer satisfaction levels. SOTA can be made transparent to the user however the method of implementation can affect the user experience.

Automotive applications classed as safety-related or safety-critical are now important differentiating technologies in the automotive industry. The emergence of safety standard ISO 26262 underlines the increasing importance of safety in automotive software. As well as functional requirements, hard real-time requirements are of crucial importance to safety-related software as there is a need to prove that the system functionality is fulfilled, even in worst-case scenarios. Measurement-based WCET (Worst-Case Execution Time) analysis combines on-target timing measurements with static analysis of program structure to calculate predicted worst-case paths and times. This is in contrast to traditional end-to-end timing measurements, which give no confidence that the worst-case path is actually tested and no insight into the location of any timing problems that do emerge.

Advanced safety features and new services in connected cars depend on the security of the underlying vehicle functions. Due to the interconnection with the outside world and as a result of being an embedded system a modern vehicle is exposed to both, malicious activities as faced by traditional IT world systems as well as physical attacks. This introduces the need for utilizing hardware-assisted security measures to prevent both kinds of attacks. In this paper we present a survey of the different classes of hardware security devices and depict their different functional range and application. We demonstrate the feasibility of our approach by conducting a case study on an exemplary implementation of a function-on-demand use case. In particular, our example outlines how to apply the different hardware security approaches in practice to address real-world security topics. We conclude with an assessment of today’s hardware security devices.

ISO 26262 is the actual standard for Functional Safety of automotive E/E (Electric/Electronic) systems. One of the challenges in the application of the standard is the distribution of safety related activities among the participants in the supply chain. In this paper, the concept of a Safety Element out of Context (SEooC) development will be analyzed showing its current problematic aspects and difficulties in implementing such an approach in a concrete typical automotive development flow with different participants (e.g. from OEM, tier 1 to semiconductor supplier) in the supply chain. The discussed aspects focus on the functional safety requirements of generic hardware and software development across the supply chain where the final integration of the developed element is not known at design time and therefore an assumption based mechanism shall be used.

Integration scenarios for ECU software become more complicated, as more constraints with regards to timing, safety and security need to be considered. Multi-core microcontrollers offer even more hardware potential for integration scenarios. To tackle the complexity, more and more model based approaches are used. Understanding the interaction between the different software components, not only from a functional but also from a timing view, is a key success factor for high integration scenarios. In particular for multi-core systems, an amazing amount of timing data can be generated. Usually a multi-core system handles more software functionality than a single-core system. Furthermore, there may be timing interference on the multicore systems, due to the shared usage of buses, memory banks or other hardware resources.