The electrification of automobiles is the most fundamental change in this industry since the early 20th century. We have witnessed the proliferation of electronic subsystems in conventional vehicles over the past 10 years, and the growth forecast for hybrid and pure electric vehicles will bring significant boost to the automotive semiconductor market.
The market size of the electronic control unit (ECU) alone was close to 48 billion US dollars in 2010, an increase of approximately 29% over 2009. Overall, it is expected that the proportion of electronic auto parts will grow slightly below 8% every year by 2015. Some application areas are expected to experience ultra-high growth (over 50%), including pure electric vehicles, head-up displays, drowsiness detection, LED lighting, parking / starting, lane departure warning and blind spot monitoring. In 2010, the cost of electronic systems and software accounted for 30% of the total cost of GM fuel-powered vehicles, and 65% of the total cost of hybrid and electric vehicles.
Electrification of automobiles is the key to innovation of automobile manufacturers. This article analyzes the challenges facing the design team and the key qualities they need for a platform for virtual design.
Critical electrical connection
The driver's experience (including safety, comfort, ecology and economy)-the link between the car and its passengers-has become as important as the purpose of the car as a means of transportation. The industry has been focusing on how to make vehicles more user-friendly for the past 20-30 years. Therefore, the electrical subsystem supports the functions of many automotive systems. Some key connection factors between people and vehicles (including those that have been put into production and are being studied) include:
â— Driver comfort and electrification in the entertainment field;
â— Electrification of power system to reduce emissions;
â— Access to instant information such as navigation, GPS, cloud navigation, etc .;
â— Minimize power architecture and power consumption;
â— Safe driving between adjacent vehicles, sign / pedestrian / lane recognition, and automatic driving without the need for a driver.
To realize the above-mentioned connections makes the car more complicated, how much more complicated it can be distinguished from the number of software designed by automotive engineers.
Automotive systems are beginning to approach the same level of software complexity included in modern operating systems—both surprisingly 50 million to 300 million lines of code. In fact, the automobile system is actually much more complicated than it is, because the interaction of the automobile mechanical electronic system is far more important than a computer. Cars can kill you, but computers may not.
System challenge
At the 2010 American Society of Automotive Engineers (SAE) International Conference, top engineers from Honda, GM, Ford, BMW, Chrysler, Peugeot Citroen and Toyota participated in an "Automotive Manufacturers Forum" round table where car design was confirmed The main system challenges. They are:
Function and software configuration and verification: This work is the core of today's automotive design. It involves determining the functions of the vehicle and assigning them to the corresponding hardware and software resources.
System engineering and simulation: Automotive engineers must redesign every system in a vehicle to achieve electrification.
Power generation, management and transmission: The core system of automobiles is still the generation, management and consumption of electricity, and its scope is also being extended to include power systems.
We will discuss the above three challenges in more detail below.
Function and software configuration and verification
The key challenge facing automotive system engineers is not just to increase reliability, software makes the problem more difficult. Manufacturing cars that do not crash the system, providing drivers with information without causing distractions, and without pollution are the most significant system engineering challenges facing the industry. Most importantly, the success of the industry depends on whether there is sufficient demand for these cars, which means that the design team needs to constantly work under pressure to find the latest "cool factor". The essence of system design is to design a distributed computing system that interacts with various physical systems, and then define and map software on this distributed system.
When each ECU in the vehicle implies a single function, and the ECU / software is delivered as a "black box", this task is more straightforward-this is a kind of meaning in today's high-end cars Usually more than 100 ECU methods can be found. To reduce the number of ECUs, existing technologies can integrate multiple functions into one ECU. The complexity of each function has also increased, so that multiple ECUs must cooperate to achieve advanced functions, such as automatic parking or collision prevention functions must communicate and control multiple subsystems.
A big challenge when integrating systems is that spare parts always come from multiple suppliers invariably, which compromises safety and quality. When starting ECU-software integration, thousands of errors may occur. The later people discover these problems, the higher the cost of solving them. Once the problem is revealed when the car is in the hands of the customer, the repair becomes very expensive. "Business Weekly" reported that Toyota's recall from 2009 to 2010 caused the company to lose more than 2 billion US dollars, including legal costs, sales losses and warranty payments.
Systems engineering and simulation
So with the electrification of vehicles, how can car design teams conquer system design challenges? The focus of this issue is not limited to software and electronic equipment—the design team must also consider electromechanical systems. Possible solutions need to support detailed physical modeling, conceptual design and implementation, and parallel, multi-level modeling and verification.
The history of automotive electronics has evolved from simple power generation and transmission through electronic control systems to electronic driving systems. The cost of electronic components has increased from 10% to 60% of electronic hybrid vehicles. The cost is not in the software (the manufacture of the software is almost free), but the electronic, electrical and electromechanical components that make up the vehicle.
Model-based embedded system engineering
Car manufacturers need models for multiple purposes:
â— Analyze / verify the needs of products;
â— Define software applications for electronic engineering systems;
â— Support simulation and verification of factory / multiphysics / automotive system models.
Therefore, modeling requires the use of many different frameworks:
â— AUTOSAR-software running on a virtual processor;
◠EAST-ADL2——Software running in an environment (including factory);
◠VHDL-AMS / MAST——Mechatronics modeling and electrical system;
◠SystemC / SystemC-AMS——System-level description and interconnection of various system-on-chip (SoC);
◠SystemVerilog / Verilog-AMS——SoC implementation and SPICE-IC simulation.
Bringing all these elements together requires a platform capable of modeling and performing physical system simulation. It supports virtual prototype verification of the entire system and can be used for simulation / power electronics, power generation, conversion, transmission, and mechatronics ( As shown in Figure 1).
Figure 1 System-level physical modeling and simulation
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