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This paper describes current engineering approaches to Electronic Architecture by TOYOTA and shows how systems are implemented with basic technologies such as Software Platform and In-Vehicle Networks. In addition, AUTOSAR Pilot and its analysis are introduced, showing actual software performance and indicating foreseen benefits and drawbacks introduced by AUTOSAR. A possible migration scenario from legacy architecture to AUTOSAR architecture is also presented.

The AUTomotive Open System ARchitecture (AUTOSAR) Development Partnership has published early 2008 the specifications Release 3.0 [1], with a prime focus on the overall architecture, basic software, run time environment, communication stacks and methodology. Heavy developments have taken place in the OEM and supplier community to deliver AUTOSAR loaded cars on the streets starting 2008 [2]. The 2008 achievements have been: Improving the specifications in order to secure the exploitation for body, chassis and powertrain applications Adding major features: safety related functionalities, OBD II and Telematics application interfaces.

Many papers have published techniques for estimating SEA parameters using Finite Element Methods (FEM). We have also developed a technique for virtual prototyping of an automotive vehicle body using FEM. In our technique, FEM models are used to derive parameters for an SEA model. The technique does not require a FEM model of the whole system, but uses extracted FEM models that include subsystems sharing a single junction. The subsystem energies and power inputs are calculated by frequency response analysis in FEM. The determination of loss factors is based on the Power Injection Method (PIM). The objective of this work is the construction of an SEA model of a passenger car body-in-white. The model has only structural subsystems. In order to develop a model with high accuracy, the subdivision of the tested body-in-white is first evaluated using the Initial Slope Ratio (ISR) indicator that shows the coupling strength between subsystems.

The current automotive electric/electronic (E/E) architecture landscape is characterized by proprietary solutions, which seldom allow the exchange of applications between both automotive OEMs and their suppliers. It is apparent that on the basis of a continued exponential growth in functional scope, further proliferation of proprietary solutions will consume more and more resources and may become difficult to control. AUTOSAR is a joint initiative of several major industry players and aims to prepare for the increase in functional scope. This paper presents an overview over the development partnership as well as the technical concept and methodology. It concludes that introduction of an industry-wide standard of automotive E/E architecture is indeed vitally important and it is that, which will allow the industry players to concentrate on innovation rather than wasting effort when adapting existing components to different environments.

Reductions of hardware costs as well as implementations of new innovative functions are the main drivers of today's automotive electronics. Indeed more and more resources are spent on adapting existing solutions to different environments. At the same time, due to the increasing number of networked components, a level of complexity has been reached which is difficult to handle using traditional development processes. The automotive industry addresses this problem through a paradigm shift from a hardware-, component-driven to a requirement- and function-driven development process, and a stringent standardization of infrastructure elements. One central standardization initiative is the AUTomotive Open System ARchitecture (AUTOSAR). AUTOSAR was founded in 2003 by major OEMs and Tier1 suppliers and now includes a large number of automotive, electronics, semiconductor, hard- and software companies.