Technical Articles

We can now look back on a successful 2011, which was a success due to a very healthy sales increase in the automotive industry. The good mood is only overshadowed by a sense of uncertainty that pervades the financial markets. For Vector, as a producer of tools and software components for electronic development in the automotive field, the following are some of the key topics for 2012:

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When debugging in an environment of networked ECUs, debuggers are often of limited use, especially if errors only occur sporadically or in the test vehicle. In such cases, the proven measurement and calibration protocol XCP offers useful services. Described in the following is a method for using XCP to monitor processes in the AUTOSAR basic software (BSW) and in the software components (SWCs). Certain features must be added to the basic software for these measurement purposes. Specialized extensions for the analysis tool allow for efficient debugging and easy evaluation.

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AUTOSAR is the future-oriented reference architecture for ECU software. Clearly specified interfaces, standardized behavior and XML-based data formats are the key features of this standard. In AUTOSAR, diagnostics are handled in the modules DCM (communications) and DEM (fault memory). This article first addresses diagnostics in AUTOSAR and related data formats. Description data in ODX format (Open Diagnostic Data Exchange) represents an alternative to configuring the diagnostic software. The next issue will address the topic of “ODX in the AUTOSAR development process”.

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The standard mix does it: Diagnostics with AUTOSAR and ODX – Part 2: ODX in the AUTOSAR development process The Open Diagnostic data eXchange (ODX) format is an XML-based data format for describing the data relevant to vehicle diagnostics. ODX was conceptualized as an open format for exchanging diagnostic data between automotive OEMs and their suppliers. AUTOSAR is the future-oriented reference architecture for ECU software. Clearly specified interfaces, standardized behavior and XML-based data formats are key features of the AUTOSAR standard. This is the second article of the “Diagnostics with AUTOSAR and ODX” series, and it addresses the topic of ODX and how available ODX data can be profitably integrated in AUTOSAR development.

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With the introduction of the new ISO 26262 standard, requirements for safety-related functions are becoming much more challenging than they used to be. At the same time, they are more precisely and clearly defined. Formally validated systems and the re-use of existing solutions do not need to contradict one another here. Generic safety modules in hardware and software can supplement proven components.

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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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In calibrating engine controllers for production vehicles, electronic developers typically work with engine test stands and numerous test drives over different route scenarios. However, no such tools are available for special engine controllers used for drag racing. Using Vector’s CANape measurement and calibration tool enables an engine controller to be calibrated for top performance without using a test stand while staying within a tight budget even under the continual risk of destroying the engine after just a few test runs.

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The inter-system and inter-OEM compatibility of ISOBUS-conformant devices lets farmers interconnect tractors and implements from different manufacturers in any desired combinations. As easy as this may seem from the user’s perspective, the level of effort required in the device development side is high, especially in the testing phase. A look at John Deere shows that conventional industry methods for testing electronic components are now often running into their limits. An incomparably faster and more efficient means for attaining the desired goal is automatic test sequences with a simulated implement environment.

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Functions such as adaptive cruise control, crash protection systems, active body control and ESP are increasing in complexity and taking an ever more active role in controlling the car. These functions are realized by systems of sensors, actuators and interconnected electronic control units. The systems must be designed to function under a variety of operating conditions and must adhere to a number of mechanical, hardware and software constraints. In order to be able to manage the emerging product liability risks associated with such systems as well as ensuring the high level of quality required of automotive systems, significant improvements to engineering processes are necessary. In this article, we describe our experiences in adapting companies’ development processes to conform to safety standards and to cope with the challenges mentioned above. We detail key success factors in overcoming these challenges and provide practical examples from working with global OEMs and tier-one suppliers on implementing safety standards in E/E development.

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New electrically powered vehicles pose special challenges to test systems: in particular, ECUs must utilize electrical energy efficiently in development and testing. This requires measuring the current consumption of the ECUs as a function of software states – this is the only way to attain the required energy efficiency.

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Today, there are numerous research projects that focus on topics related to electric mobility. One aspect that is still considered a critical issue is the limited driving range of electric vehicles. The so-called “Schluckspecht” project holds special interest here; in the Solar Challenge 2010 in South Africa, a vehicle by this name covered 626.6 km – the longest distance an electric car has ever driven on a single battery charge in real traffic on public roads. This milestone was enabled by state-of-the-art drivetrain technologies and power electronics paired with highly professional implementation of the control and networking systems.

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Compared to conventionally powered vehicles, electric vehicles (EVs) have significantly shorter driving ranges due to the low energy density of their batteries. For EVs to experience a successful market launch, it is important to have a charging infrastructure in place that is widely accessible and easy to use. It is equally as important to have a standardized charging process. This article describes Smart Charging and its standardization in the ISO 15118 standard. With Smart Charging, in addition to a power connection, the vehicle also establishes a communication channel with the charging station. Today,Vector is already providing a first implementation based on its MICROSAR IP communication stack.

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Without model-based technologies, it would have become impossible to understand or master the complexities of automotive development long ago. However, various development and architecture tools have now become established in mechanical and Electrical/Electronic areas – originating from their different perspectives. A strate-gic partnership between Vector Informatik GmbH and Sie-mens PLM Software now makes it possible to interrelate the data from mechanical, electrical, electronics and soft-ware areas. This lets developers implement sustainable optimizations early in the development process, and it reveals any inconsistencies at interface points.

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The many different bus systems used in the development of electric/hybrid vehicles (EV/HEV) are pushing conventional hardware interfaces to their performance limits. A crucial factor in determining testing depth, analysis quality and simulation options is the degree of real-time performance in data exchange. Communication between vehicle networks and the test and simulation tools is of primary importance here. To satisfy these heightened requirements, Vector has added a modular high-performance interface with integrated real-time computer to its interfaces product line. This interface’s realtime performance leads to short deterministic cycle and response times and enables flexible use in the EV/HEV development field and in numerous new application areas.

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New bus systems and a growing number of networks are pushing conventional interfaces to their performance limits. A crucial factor in the quality of tests, analyses and simulations is the degree of real-time performance in data exchange between vehicle networks and test systems. A modular hardware interface concept now enables extremely short cycle and response times plus, it offers the potential for interesting applications in a stand-alone operation.

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Developing software is complex, especially with many interacting people and teams. A variety of tools exist to model the development process and thus facilitate communication, automation, and collaboration. This article looks to support tools for process modeling and their underlying methodologies.

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When different bus systems are used in vehicles, the effort required for troubleshooting and analysis always increases. Laboratory tests are no longer sufficient to simulate real situations for communication in the total vehicle system. Only extensive test drives in the real environment can deliver the necessary testing depth. In test fleets, data loggers installed in the vehicles are the tool of choice for logging the data traffic of all buses and select I/O lines. This makes it possible to access the test drive data at any time in quality assurance tasks.

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On the Panamera, Porsche is implementing the “Porsche Echtzeit (‘real-time’) TRace Analyser” (PETRA) for validation of gateway ECUs. PETRA, which is based on the CANoe test tool, automatically generates gateway tests from routing tables. These tests are used in driving trials, checking the routing functions online. PETRA can be used to conduct analysis later as well, based on recordings of the bus communication as a supplement to the scope of sequential testing in the laboratory. This gives Porsche a test tool for automatically detecting routing errors.

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Due to new application layer requirements, SAE is continuing to develop the J1939 standard, which is primarily used to network powertrains in commercial vehicles. However, optimizations and extensions are being made in the other communication layers as well, right up to the physical transmission layer. This article summarizes the current state of discussions within the SAE J1939 working committee, such as the planned introduction of the 500 kBit physical transmission layer and changes to network management. Moreover, it also explains ongoing efforts to standardize J1939 in AUTOSAR Release 4 and WWH-OBD diagnostics.

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Individual automobiles require customized electric/electronic architectures. Delphi uses a special software tool suite to design power distribution and data networks and all necessary components precisely to customer wishes.

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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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