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Software complexity of vehicles is constantly growing especially with additional autonomous driving features being introduced. This increases the risk for bugs in the system, when the car is delivered. According to a car manufacturer, more than 90% of availability problems corresponding to Electronic Control Unit (ECU) functionality are either caused by software bugs or they can be resolved by applying software updates to overcome hardware issues. The main concern are sporadic errors which are not caught during the development phase since their trigger condition is too unlikely to occur or is not covered by the tests. For such systems, there is a need of safe and secure infield diagnosis. In this paper we present a tool software architecture with remote access, which facilitates standard read/write access, an efficient channel interface for communication and file I/O, and continuous trace.

The current automotive electronic and electrical (EE) architecture has reached a scalability limit and in order to adapt to the new and upcoming requirements, novel automotive EE architectures are currently being investigated to support: a) an Ethernet backbone, b) consolidation of hardware capabilities leading to a centralized architecture from an existing distributed architecture, c) optimization of wiring to reduce cost, and d) adaptation of service-oriented software architectures. These requirements lead to the development of Zonal EE architectures as a possible solution that require appropriate adaptation of used security mechanisms and the corresponding utilized hardware trust anchors. 1 The current architecture approaches (ECU internal and in-vehicle networking) are being pushed to their limits, simultaneously, the current embedded security solutions also seem to reveal their limitations due to an increase in connectivity.

Recently, vehicle networks have increased complexity due to the demand for autonomous driving or connected devices. This increasing complexity requires high bandwidth. As a result, vehicle manufacturers have begun using Ethernet-based communication for high-speed links. In order to deal with the heterogeneity of such networks where legacy automotive buses have to coexist with high-speed Ethernet links vehicle manufacturers introduced a vehicle gateway system. The system uses Ethernet as a backbone between domain controllers and CAN buses for communication between internal controllers. As a central point in the vehicle, the gateway is constantly exchanging vehicle data in a heterogeneous communication environment between the existing CAN and Ethernet networks. In an in-vehicle network context where the communications are strictly time-constrained, it is necessary to measure the delay for such routing task.

For highly automated driving, commercial vehicles require an Electric/Electronic (E/E) architecture, which - in addition to sensor fusion - ensures safety-critical processes such as steering and braking at all times. Among other things, a redundant 24 V supply with corresponding disconnection is required. The battery switch is a key component. Commercial, construction, and agricultural vehicles (CAV) need to operate at the highest possible availability and the lowest possible cost of ownership. This is why automated and autonomous driving has the potential to revolutionize the CAV sector. Driverless machines can be operated around the clock and almost non-stop. Platooning allows automated, interconnected trucks to drive in a convoy and very close to each other. Platooning saves fuel.

In-vehicle communication faces increasing bandwidth demands, which can no longer be met by today's MOST150, FlexRay or CAN networks. In recent years, Fast Ethernet has gained a lot of momentum in the automotive world, because it promises to bridge the bandwidth gap. A first step in this direction is the introduction of Ethernet as an On Board Diagnostic (OBD) interface for production vehicles. The next potential use cases include the use of Ethernet in Driver Assistance Systems and in the infotainment domain. However, for many of these use cases, the Fast Ethernet solution is too slow to move the huge amount of data between the Domain Controllers, ADAS Systems, Safety Computer and Chassis Controller in an adequate way. The result is the urgent need for a network technology beyond the Fast Ethernet solution. The question is: which innovation will provide enough bandwidth for domain controllers, fast flashing routines, video data, MOST-replacement and internal ECU buses?

A variety of methodologies to use embedded multicore controllers efficiently has been discussed in the last years. Several assumptions are usually made in the automotive domain, such as static assignment of tasks to the cores. This paper shows an approach for efficient task allocation depending on different system modes. An engine management system (EMS) is used as application example, and the performance improvement compared to static allocation is assessed. The paper is structured as follows: First the control algorithms for the EMS will be classified according to operating modes. The classified algorithms will be allocated to the cores, depending on the operating mode. We identify mode transition points, allowing a reliable switch without neglecting timing requirements. As a next step, it will be shown that a load distribution by mode-dependent task allocation would be better balanced than a static task allocation.

In modern vehicles, the number of small electrical drive systems is still increasing continuously for blowers, fans and pumps as well as for window lifts, sunroofs and doors. Requirements and operating conditions for such systems varies, hence there are many different solutions available for controlling such motors. In most applications, simple, low-cost DC motors are used. For higher requirements regarding operating time and in stop-start capable systems, the focus turns to highly efficient and durable brushless DC motors with electronic commutation. This paper compares various electronic control concepts from a semiconductor vendor point of view. These concepts include discrete control using relays or MOSFETs. Furthermore integrated motor drivers are discussed, including system-on-chip solutions for specific applications, e.g. specific ICs for window lift motors with LIN interface.

In addition to basic switching functionality, smart power switches mainly provide diagnostic and protection functions, e.g. for short circuits to the load, which makes it all the more surprising that short circuit protected smart switches have been used for years in automotive applications without there being a precise definition of a short circuit. This article describes what Infineon has done to fill this gap. It was first necessary to define the kind of short circuits likely to occur in automotive applications and to specify the use and operating points of the smart switches. The next logical step was the standardization of the test circuit and application conditions in the AEC (Automotive Electronics Council) to allow an industry-wide comparison of the test results.

Increasingly stringent requirements to improve fuel economy and reduce emissions are pushing the automotive industry toward more innovative solutions. To fulfill the demand, OEMs are developing hybrid systems with powerful electronics. The key technology is in all cases the battery. It is the most critical and expensive element of hybrid systems. The battery requires special care, as it must supply up to 400 Volts (V) and have a capacity of up to several kilowatt-hours (kWh). This paper will review the main functions of a Lithium-ion (Li-ion) battery management system, including power on/off, charging/discharging, and computation of the state of charge and state of health. In order to increase the battery lifespan, new functions such as active load balancing must be implemented.

The signal delivery and quality of sensor data is of growing importance for modern automotive control applications. Sensors tend to be calibrated subsystems that are designed to stay in a defined tolerance and thus can easily be modeled. Compared to this deterministic behavior the transmission channel is time variant due to EMC and aging of contacts for example. The use of analog signaling, which is the actual state of realization in many cases, is sensitive to the time variant effects mentioned before. This time variance is hard to consider for the control system development. In this paper we will analyze the role of the sensor in the signal supply chain and discuss approaches for digital sensor-ECU communication and their potential to establish a link, which allows neglecting low level effects of the channel.

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.

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.