Technical Articles (Archives)

Software components and the Virtual Functional Bus of AUTOSAR define a new layer in the application software. This layer enables testing of individual software components and the communication between them. This article explains how you can test parts of the application even during early development phases and thereby simplifying the later integration of the software components.

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OEM-specific test implementations play an important role for suppliers in the ECU development process. They are used to check the network conformance, assure error-free communication between the numerous ECUs and are important criteria for the final acceptance from the automotive OEM. Suppliers of the Volkswagen Group (VAG) can now minimize both ECU development times and costs using a VAG-specific test software to automatically generate high-speed CAN tests according to the VW80118 specification.

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Commercial vehicle producers are continually being confronted with problems in integrating networked systems with the J1939 protocol. Weaknesses include information exchange between OEM and supplier and different variants of the J1939 standard. Initial approaches to improvement: establish a uniform data exchange format for the CAN communication, introduce a tool for conformity testing and define mandatory device profiles.

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The gateway architecture defined in AUTOSAR makes it possible to interconnect different bus systems. However, at this time AUTOSAR only defines couplings of CAN, LIN, FlexRay and Ethernet buses. Despite this limitation, there are various solutions for implementing a CAN-MOST gateway based on AUTOSAR. But which is the right one? Vector Informatik presents three approaches and describes their respective advantages and disadvantages.

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The required “unlimited compatibility” of components on the ISOBUS cannot be attained by performing conformity tests at the end of device development alone. Rather, sound and continual tests over the entire development phase are necessary. Efficient use of such tests can only be achieved by using tools with domain knowledge that cover a large number of tasks ranging from simulation to analysis tests as well as conformity tests. Developers of implements and tractors need a tool that covers conformity testing, cycles through the tests independently, yet offer the freedom to only test certain sections and can be extended to test the application.

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Blackbox tests are typically conducted in the framework of ECU development or in analyzing faulty ECU behavior. This involves connecting an ECU‘s inputs and outputs to a test system for stimulation and measurement. Although this method lets the test engineer perform extensive analysis, certain tests require looking directly into the ECU. This is the only way to obtain meaningful test results or reduce testing effort.

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DE: Software-Messung stellt sicher, dass wir bei unserer Arbeit und in unseren Projekten die Kontrolle behalten und erfolgreiche Ergebnisse wiederholen können. gemessen werden Produkte (z.B., Leistung und Qualität), Prozesse (z.B. Verbesserung der Effizienz), Projekte (z.B. Lieferunggenauigkeit), und die beteiligten Personen (z.B. Entwicklung der Kompetenz). Dieser Artikel beschreibt, wie praktisch gemessen wird. Er bietet eine konkrete Anleitung und Beispiele für Projekt-und Prozess-Messung.

EN: Software measurement is the discipline that ensures that we stay in control and can replicate successful processes. It applies to products (e.g., ensuring performance and quality), processes (e.g., improving efficiency), projects (e.g., delivering committed results), and people (e.g., evolving competence). This article discusses software measurement and provides practical guidance for project and process measurement.

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The need for system testing is on the rise with the increasing modularization of components in automobile development. Calsonic Kansei Corporation (Calsonic Kansei) introduced Vector’s ECU testing solution for meter control systems, succeeding in building a testing system environment.

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Software design is easy when the processor can provide far more computing time than the application needs. In practice, however, just the opposite is often the case. Good real-time embedded programming requires a lot of time and effort by the software engineer to steer clear of the cliffs of insufficient computing time. Now an embedded operating system offers welcome assistance; not only does it determine runtimes of tasks and interrupts directly, the “TimingAnalyzer” analysis tool also reveals runtime conflicts.

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In the future, Vector Informatik (Stuttgart) and TTTech Automotive (Vienna) will work together to develop standard software modules for ECUs. While Vector brings its competence in AUTOSAR basic software to the joint venture, TTTech will focus on safety electronics based on ISO 26262 and FlexRay.

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The first part of the article covers the structure of AUTOSAR-conformant ECU software, the AUTOSAR development method and helpful auxiliary tool support. The second part of the article presents realistic scenarios illustrating how AUTOSAR ECU software is maintained over its life cycle.

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The introduction of AUTOSAR changes the cooperation between OEM, TIER1, HW manufacturer and software deliverer. This first part of a two part series describes the basics of a successfull cooperation - the AUTOSAR specific exchange formats and tools.

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The FlexRay communication bus and the FIBEX database exchange format represent the current state-of-the-art of in-vehicle networking. In this context, the FlexRay bus must fulfill requirements related to remaining bus simulation, diagnostics and higher protocols, testing and AUTOSAR development methodology, over the entire development process. These requirements are fulfilled by FlexRay development tools quickly and extensively, sometimes in completely new ways. This article discusses the requirements that need to be met for an effective development platform. It addresses special requirements of the FlexRay bus for remaining bus simulations, higher-level protocols, diagnostics, highly specialized tests and AUTOSAR development methodology.

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In the automobile, airbags are among the safety-critical systems whose reliability can be a matter of life or death. The airbag control unit is responsible for proper operation of the entire occupant restraint system, consisting of all sorts of airbags, belt tensioners, sensors and switches. Even during product development, numerous validation tests are indispensable at all development stages. A new test system at the Robert Bosch company increases efficiency in early test phases in development; it shortens test times while simultaneously increasing testing depth. It also reduces the number of test iterations for system tests on existing HIL test benches.

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In the development of complex ECU applications, there are greater and greater quantities of data to be processed, more signals to be measured, and a growing number of parameters to be optimized. Previous methods for measuring, calibrating and flashing are increasingly encountering limits with regard to the necessary data throughput. It was in this context that Robert Bosch GmbH initiated a search for a more powerful and future-robust measurement concept for the next generation of its ECUs, in particular for the development of a new long-range radar sensor.

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Emerging from the Crisis: Improving Engineering Efficiency in Tough Times. Increasing cost pressure, shortening innovation cycles, global competition and grow-ing saturation in many markets demand efficiency improvement in product develop-ment. Successful organizations consider efficiency improvements an investment in their future – and in the current crisis of the world economy this need is even stronger. Many of our clients ask us whether the current situation with lots of cost cutting measures is the right time for process improvement. If done well and with good guidance on the necessary change management, process improvements will lead to quick wins and improved efficiency. Profound process improvement helps to trim RD&E specifically for the crisis. This article provides experiences and empirical evidence from such improvements in different context and companies.

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In the future, data communications in the automobile will also take place beyond the vehicle`s boundaries. New requirements are evolving, especially in the development of applications such as Car2x and remote diagnostics. These challenges are best solved with relevant tool support, where CAN messages are tunneled via the wireless air interface.

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Seamless tool support makes ECU calibration easier. You can effortlessly cover a broad range of tasks with CANape: Measuring, calibrating, diagnostics, flashing and model-based software development. This collection of technical articles gives you a little insight into the performance capabilities of CANape. eASEE.cdm also lets you manage your extensive calibration data - efficiently, conformant to processes and with high data quality.

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Functional testing of automotive ECUs, besides testing for basic functionality, must also test the most significant faults at the ECU’s communication interfaces and the I/O interfaces. By using the VT System, a modular test system by Vector that is tailored to automotive industry requirements, you can efficiently execute functional tests during early development phases.

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Test case generators that implement the concepts of model-based testing in functional model development have been commercially available since 2007. The automatically generated test cases simplify regression tests during iterative development of complex models. Transformations make it possible to re-use the test cases that are generated, e.g. in ECU acceptance testing, so that test cases do not need to be recreated manually. This results in considerable savings in time and cost for functional developers.

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Besides testing actual functionality, a modern test system for ECUs must also permit testing of the most important fault cases. This applies to the ECU`s communication interfaces as well as to its I/O interfaces. Suitable test systems can be implemented early in the development process using special test strategies tailored to the needs of the automotive industry. The new compact test hardware VT System from Vector meets the various challenges that face such a test system.

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ECU networking in heavy-duty vehicles is characterized by the same challenges as in the automobile. Added difficulties are caused by the large numbers of variants with low production volumes and longer product life cycles, requiring a suitable architecture layout. Specially modified development methods are indispensable in handling cost pressure and sending reliable vehicles onto the street.

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In networking ECUs in heavy-duty vehicles, it is the J1939 protocol that plays a key role. J1939 networks are based on the CAN bus (high-speed CAN per ISO11898); they are primarily used in powertrain and chassis components. The protocol creates a uniform basis for communication between electronic control units, and it supports the plug-and-play principle. Special J1939 tools and software components spare developers from needing to train in the details of the J1939 protocol, and they improve the quality of the development process.

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PC interfaces for various standards are indispensable tools in all development phases of automotive electronics, wherever access is needed to what is happening on the bus. OEMs and suppliers are being confronted with especially complex challenges with the current introduction of the FlexRay bus in first production vehicles. Much more than on the CAN bus, high performance hardware is a prerequisite for experiencing reliable operation in all situations and fully exploiting the potential of software tools for simulation and analysis.

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The transition from the current LIN Version 2.0 to LIN 2.1, consistent LIN network design and efficient test strategies were key topics at the 3rd LIN Symposium hosted by Vector Informatik GmbH in February 2008 in Stuttgart. Over 150 participants from Germany and across the globe learned about the latest developments and trends related to the LIN bus, and shared their experiences on efficient use of simulation, design and test tools.

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Contents: 8 technical articles in English covering the following topics:

• Design of LIN networks
• LIN Master Conformance Tests
• ECU Test with the VT System
• Success Story: Wireless analysis in a multi-protocol CAN environment at BOMAG
• FlexRay interfaces
• Success Story: Calibration data management with eASEE.cdm at ZF
• Success Story: Diagnostic and Flash solution with script control at LuK
• AUTOSAR on its way to production

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Content: Efficient testing in automotive electronics, reliable engineering testing on a wiper motor test bench, prototyping and testing CANopen systems, FlexRay becomes daily routine, serial bus systems in the automobile, The Universal Gateway ECU Flexible Flash Solution for every Job, Tool-supported Data and Process Management at MAN Nutzfahrzeuge AG

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Contents: Current Challenges in Automotive Networking; Simple and cost-effective data exchange in the automobile with LIN; FlexRay for data exchange in highly critical safety applications; Calibration: Use of XCP on FlexRay at BMW; Network Management for FlexRay; AUTOSAR: Early Migration creates Opportunities for Innovations; Flash programming via CAN requires supplier`s flexibility; Vehicle Diagnostics - The whole Story

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Contents: Motivation, advantages, tasks and architecture of serial bus systems in the automobile; Reliable data exchange in the automobile with CAN; FlexRay Sets the Pace; Successful Integration of Existing ECU Software in the AUTOSAR Architecture; Trends in Embedded Development; Timing, memory protection and error detection in OSEK systems; CAN and J1939 under Extreme Duty Conditions; Before considering tools it is essential to have a handle on the processes first

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The growing complexity of today`s system architectures is associated with an increase in the effort that must be invested in test specification, test creation and test execution during the development of such systems and system components. Test specifications should be available in early phases of the development process, e.g. after the system architecture has been created or during component design. This makes it possible to detect errors early and correct them cost-effectively. Device descriptions can be prepared for CANopen systems as early as after definition of the component architecture. Together with the system definition, the device descriptions form the basis for creating test specifications. They can be used to derive executable test sequences, which in turn can be executed in a suitable runtime environment.

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Contents: AUTOSAR on its way to production, The Universal Gateway ECU, Early Migration creates Opportunities for Innovations, Successful Integration of Existing ECU Software in the AUTOSAR Architecture, Tool-Supported Integration of Microcontroller-Specific Modules

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High quality and reliability are essential preconditions for the successful application of bus systems to modern automobiles. Due to the significant increase in the number of LIN (Local Interconnect Network) components used in automotive developments, efficient test strategies for this cost-efficient bus system are gaining in importance. Vector describes the current possibilities for testing LIN nodes according to the latest LIN conformance test specification. For Master nodes a new and efficient black box test strategy is presented based on the well-known development and simulation tool CANoe.LIN.

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MOST for transmission of multimedia data: A premium class car is growing to resemble a mobile office. In response to customer demand, increasing numbers of entertainment and information media that are making their way into automobiles. The most significant challenges in this area are, first, to keep wiring expense as low as possible, and second, to fully satisfy the heightened functional requirements of an infotainment system in the car. As a result, the MOST (Media Oriented System Transport) bus system is now used to transmit audio and video signals in approx. 50 model series.

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Reprogramming of modern flash chips has become a commonplace process in development and production. In practice, the jobs are exceptionally diverse – depending on the ECU, department, manufacturer and supplier – so preparation, management and the flash process itself all involve considerable effort. Therefore, this article first surveys the purely technical terrain in which flash solutions occur. Afterwards, the perspective is expanded to cover process-oriented jobs and rational approaches to solutions.

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High flexibility of gateway ECUs is achieved by the post-build principle, since it permits a later configuration at any time - even in late development phases during ECU integration or even in the field. This results in universally deployable ECUs. Based on the AUTOSAR standard, a method is presented here that describes how the gateway functionality in the finished ECU can be adapted to new requirements.

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During functional tests a modern and flexible test system must control the I/O interfaces of the ECU. Test cases make different demands on the connection and the operation of sensors and actuators, as well as the signalling or errors and measurement of signals. Beside the different challenges to the test system this article describes also a new, compact test hardware of the Vector Informatik GmbH.

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The FlexRay bus will increasingly come into use in new vehicle generations. This opens up the possibility of efficiently execute necessary software updates of the ECUs via FlexRay. To achieve shorter programming times, and finally to save costs, system designers and developers have to pay attention to the configuration of both the software and the FlexRay schedule.

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In just a very short time the LIN bus has established itself as the technology of choice for simple and cost-effective data exchange in the automobile. Today, many automotive OEMs are relying on LIN to transmit non-critical signals in the body/convenience area. The following article points out the reasons for the victory of LIN (Local Interconnect Network) in the automobile and explains the underlying technology.

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FlexRay is going into production for the first time. It will appear on the BMW X5, which was presented to the public at the Paris Auto Salon in August 2006, and it can be purchased in Germany beginning in March of this year. Within its active chassis system, FlexRay provides for secure and reliable data transmission between the central control module and the four satellite ECUs, one located at each shock absorber. This article traces FlexRay’s path into the automobile and explains the key principles of FlexRay bus technology.

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The vision of cross-platform use of ECUs, universal communication capability, interchangeability and reusability of software modules beyond vehicle and OEM boundaries is fast approaching reality. Until production maturity is reached, however, automotive OEMs and suppliers still need to overcome a number of challenges. Two presentations, one by Volkswagen and the other by Bosch, given at the Vector Congress in October 2006 serve to explain this.

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The development and introduction of new diagnostic concepts and diagnostic solutions offer significant potential to automotive OEMs and suppliers for realizing efficiency gains and quality improvement. Growing complexity in automotive electronics can only be mastered – technically and economically – by use of nonproprietary standards such as ODX, close cooperation and powerful tools. This article offers an overview of topics relevant to the past, present and future of automotive diagnostics as presented and discussed in October 2006 before an audience of 350 participants at the Vector Congress in Stuttgart.

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Mix of Individual Software and AUTOSAR Components in Vehicle Electronics: ECU development in the motor vehicle is evolving rapidly. This article sheds light on one important aspect: The introduction of standardized basic software defined by the AUTOSAR development partnership. If AUTOSAR software components are added to the overall architecture in a stepwise and differentiated manner, this assures quality enhancements.

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Standardized software components will help in mastering the growing complexity of the interplay of all software components in an ECU. The ways in which today’s ECU software should be developed for FlexRay were presented at the Vector FlexRay Symposium in March of this year.

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In March 2007, over 200 developers met in Stuttgart for the FlexRay Symposium sponsored by Vector Informatik. Automotive OEMs and suppliers outlined their successes to date, experiences in system integration and concepts for future implementations.

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More and more electronic functions for safety and convenience are finding their way into the modern automobile. Since the number of ECUs is being held in check, however, this means that the complexity of individual devices must grow to compensate. Making an important contribution toward rationalization of the development process for these distributed systems is the XCP communication protocol, whose main tasks include measurement and calibration of ECU-internal variables at runtime. A tremendous advantage of this successor protocol to CCP is its independence of the physical transport layer.

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The development of ECU-specific software is taking a new path. The AUTOSAR development partnership has defined a software architecture resulting in standardized base software to be used as a foundation for development of reusable applications. This places special requirements on semiconductor producers.

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The automotive industry is making great efforts to improve software quality. In this context the “Embedded Software Components” business area of Vector Informatik GmbH successfully completed a process improvement project. One requirement of the project specification was to attain SPICE Level 3 for all relevant processes. This article summarizes the methods and experiences from practice.

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The relentless pace of globalization has brought growing competitive pressure to bear on automotive OEMs and suppliers, which in turn leads to one innovative offensive after another. Electronics plays a decisive role here: Increasingly complex electronic systems provide for a high level of safety and comfort in car driving. The CAN (Controller Area Network) serial bus system makes a crucial contribution here with to its specific properties. It assures reliable data exchange even under harsh environmental conditions for example. This technical article is intended to serve as an introduction to CAN technology.

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In the future continual advances in the development of automotive electronics will place significant new demands on underlying base technologies. In spite of growing functionality automotive OEMs must keep costs under control; one way to achieve this is by limiting the number of ECUs in a car. At the same time extended safety and reliability concepts will be key areas of interest. In light of the challenges and multitude of electronic components, powerful tools for development, data management and transfer of software modules into a control module’s flash memory will continue to gain in importance.

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"Cooperate on standards – compete on implementation", that is how the guiding principle of the Autosar standardization initiative reads. A long harboured wish of the automotive industry is now on an ideal path toward becoming a reality. The industry is prepared to implement the necessary paradigm change to accomplish this.

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The diagnostic exchange format ODX has been implemented successfully in a number of pilot projects. For the first time now it has also been used productively in a multi-OEM, vehicle project. Experience to date has been promising. Practice has shown that the standard offers sufficient latitude for individual variation, but due to its complexity it places enormous requirements on the tools used.

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Vector Consulting partner Christof Ebert had been interviewed by IT Metrics and Productivity Journal. This article covers the interview in a format easy to access major themes around software productivity. It elaborates how software productivity is measured and how to improve it. Starting with a goal-oriented measurement approach, it emphasizes the need to take a value-oriented perspective when improving productivity. It explains an objective-driven process improvement approach and how to get most business value from improvement activities.

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The use of CAN with J1939 or CANopen based higher layers leads to cost efficient and flexible solutions, but also to a high increase of the electronics` complexity. An additional complication is the typical approach of distributed development between OEMs and several suppliers. The consequence has to be a systematic improvement of the development process. Project risks are to be reduced by taking testability as a design requirement and by performing the appropriate tests in the very early project phases. This paper discusses concepts combining system prototyping with test case generation along the V-model.

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To couple the systems in a car, various bus systems have established themselves. In the future, it may be that FlexRay will gain additional significance since it is able to aid time- and security-critical applications as well as data intensive applications. Thanks to the increasing number of intelligent sensors and actuators, LIN might also play a more significant role in the future.

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The immense innovative potential of electronics - and its associated abilities to make car driving safer, more comfortable, economical and environmentally friendly - has caused the automobile to undergone a genuine electronification that started in the 1970s and gained momentum in the 1980s. Above all, this is due to the networking of electronic components, which is a prerequisite to greater functionality and consequently a greater range of performance. In order to reduce the cabling effort and also the costs, the weight and the need for space that come with increasing networking, the vehicle manufacturers have long since decided upon serial data transmission. In addition to the serial bus system CAN, LIN and MOST have established themselves in vehicles within a very short time. In Fall 2006, BMW will introduce its new X5 as the first production vehicle with FlexRay, a bus system specially designed for use in time-critical and safety-critical applications.

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The share of semiconductors in the total value of an automobile has been growing in recent years. It is 10 % for the average medium-sized automobile today, and is expected to rise to 20 % in 2015. Associated with this trend are an intensified competitive environment and growing demands for new strategies and evelopment processes. Mastery of complexity, further improvements in development quality and reductions in development costs are called for. This paper by Robert Bosch GmbH and Vector Consulting GmbH shows how the CMMI model is applied to semiconductor development with a special focus on management involvement.

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The real-time and multitasking operating system OSEK is the standard in automotive embedded developments today. Its most important properties include low consumption of processor resources and memory, and event-driven task management that effectively handles both cyclic and non-cyclic program blocks. Continuing advances in automotive electronics and the new HIS and AUTOSAR standardization initiatives also place new demands on the operating system. Areas of emphasis in future operating system versions will be timing and memory protection.

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CANopen has become an accepted standard for cost-effective networking of components for many types of applications. Systems networked by CANopen offer ample flexibility at well-defined costs. Nevertheless, as with any other new technology the initial implementation of such a system is always associated with high technical risks for the system producer. What potential challenges must a developer of CANopen systems overcome? A majority of the development tasks within the framework of the V-Model can be ascribed to the areas of verification and validation. Comprehensive testing conducted as early as possible allows the developer to nearly exclude errors that might otherwise be discovered too late.

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The FlexRay bus gains ground. The standardization of the protocol and database description for the FlexRay communication network have mostly been accomplished. In 2006, the first vehicle with FlexRay on board will hit the streets. With its continuous offerings, Vector Informatik supports FlexRay developers in all phases of development.

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To cope with the growing complexity of vehicle electronics, car manufacturers and suppliers have been transitioning from a test it at the end to simulate it at the beginning mindset Complete simulation requires a well-defined process and development environment, an extensive number of tools and cooperation at the tier-one module suppliers down to component suppliers. Thus, car models today include plant models, signal delivery models, and algorithm models. In short, simulation and testing will drive future vehicle electronics.

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In mid-June in Stuttgart, more than 100 users met for the second Vector symposium “The use of CAN and open protocols in commercial vehicles.” Among the numerous sensors and ECUs in a vehicle there is, according to the statement of a contributor, a large field in which networking with CAN, SAE J1939, CANopen, and LIN and FlexRay is the focal point.

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In many systems embedded in a technical context it is essential that certain timing conditions are fulfilled. That means that activities can be guaranteed to produce their effects at times that are needed to maintain an orderly processing. In such cases it may be useful to have a means to predict the behaviour of the system before it is executed.

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Vector Informatik GmbH invited users and developers from the commercial vehicle industry to a special symposium in May of this year. The focus was on current trends and developments in commercial vehicle electronics and the Networking systems and protocols implemented there. The fully attended event with about 100 participants demonstrated once again how much OEMs and suppliers value regular opportunities to share their experiences.

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Diagnostic functionality is typically implemented very late in the development cycle of an Electronic Control Unit (ECU). Suitably configured diagnostic test systems are usually not available until shortly before production startup. An informal never-ending requirements phase further aggrivates this situation. The solution of Stuttgart-based Vector Informatik GmbH: (1) Formalize Requirements Management and fill in the gaps between the customer specification and the requirements specification with the help of OEM-specific templates; and (2) implement diagnostic requirements in a XML database. With this approach (Frontloading) the total effort required to implement the diagnostic protocol can be reduced by a factor of 6 to 7. This creates in a win-win situation for both suppliers and OEMs.

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The XCP STIM mechanism is a very effective method for bypassing parts of an ECU algorithm and can speed up software development cycles, depending on the duration of the alternative flash programming. The real-time suitability of the system composed of XCP master and slave depends on the operating systems used.

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With the intensified entry of software, even into safetycritical areas such as steering and braking [1] product safety is becoming a hot topic. Besides leading to costly recall actions that also take a toll on a producer’s image, substantial financial risks are also incurred, above all in product liability and producer liability. How can product safety be assured, and what consequences does this have for the development process? Does everything need to be restructured – or is it possible to build upon tried and true methods? In this article Dr. Klaus-Jürgen Amsler, Senior Consultant, Dr. Joachim Fetzer, Director of Vector Consulting GmbH and Dr. Meinhard Erben, Legal Counsel for IT Law, explain what is meant by a safety-relevant development process.

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The possibilities of virtual design are highlighted in this article of Vector Informatik GmbH and Vector Consulting GmbH using the example of an automobile ECU network. Here, all elements of the network and the total system are modeled and simulated with the help of suitable CA(S)E tools. Only after successful conclusion of the simulation does the successive implementation on real control units occur. Design certainty - especially in the early phase of development - is thus improved significantly.

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A glance at the last decade shows that nearly all important innovations in vehicle technology have been made with software-based electronic systems. This especially becomes clear if one considers the degree of networking in vehicles – as this article from Vector Consulting GmbH and Audi AG shows.

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Diagnostics is becoming more and more important –not only in managing the rising share of electronics in the automobile, but also in accelerating development processes. Vector Informatik GmbH offers a number of tools designed to simplify the development of electronic control unit software. Diagnostics functionality continues to play an increasingly more important role here.

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Increasing comfort demands and the postulation of reduced environmental impacts lead to an ever growing complexity of software intensive mechatronic and electronic systems in the vehicle. The resulting challenge for automotive development: reduction of quality problems and their connected costs.

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