This is the golden age of the automotive industry. The emergence of open source software (OSS), "Internet of Everything", and the myriad of hardware used to support active security systems, driver information displays, and in-vehicle electronics make even the most ordinary cars a true superstar. potential.
This is not just about the connection of the internal components of the car's digital infrastructure, but about the connection between the car and the outside world -- for example, with other cars, the Internet, and the cloud. While hardware vendors continue to make significant contributions, the focus has shifted to driving software for connected cars. In fact, the development of software for embedded systems, including prototyping, debugging, testing, and verification, now takes up most of the time in automotive manufacturing.
The car that is being built may have about 20 million lines of code in the near future (already over one US F-35 jet fighter), and the code for luxury high-end cars is expected to exceed 100 million lines. The development of automotive software is a serious matter.
Meet new Linux, different from old Linux
Although it is not a household name, it may be seen in a car near you. The Linux operating system is the preferred automotive open source software platform for many top auto manufacturers. It has replaced countless proprietary or closed operating systems. Many of the world's leading automakers use Linux as an operating system, not only for running car audio or infotainment centers, but also for telematics systems, dashboards, and more. Of course, Linux has been around for decades and has proven itself to be a high-performance computer operating system. Today, Linux is more of a network operating system, which bodes well for connected cars. As everyone knows, Linux has helped drive the development of the smartphone industry. Many advanced technologies that are well developed in the mobile phone industry are being developed for automotive Linux. In addition to its extensive network capabilities, the Linux platform has significant cost savings potential. With the support of a worldwide open source developer community, the Linux kernel will continue to evolve and update. To be honest, "opening" doesn't necessarily mean that everyone can use the operating system for free, but that software developers can open up the Linux kernel. Of course, there are some rules about the "free use" statement, but the fact remains that Linux's software licensing method is more streamlined, which is very attractive for automakers who must consider profit.
Is upgrading a car software like a smartphone?
A well-known fact is that automakers and Tier 1 suppliers are skeptical when Linux first introduced automotive electronics systems. The average life expectancy of a car is about ten years. The life of a smartphone is far less than a decade. As the car ages, how do you promise customers the latest electronic innovations? How to introduce a new in-vehicle infotainment system into a hardware architecture that has been in use for five years?
First, Linux is part of a collaborative design environment. Thousands of software developers have been working on the Linux kernel and middleware layers. No other operating system in the world has invested so much manpower (or working hours) to proactively address the needs and challenges that are occurring in the automotive industry. Automakers can take advantage of this collaborative open source effort to accelerate the adoption of new technologies in the automotive sector and save costs in the process.
In addition, numerous organizations and non-profit alliances have been established to assist automakers in maintaining software and middleware updates, as well as meeting the rigorous standards set by the automotive industry and regulatory agencies. There are two such alliances, the GENIVI Alliance and the Linux Foundation's AutomoTIve Grade Linux (AGL).
Last year, Ford Motor Company launched its AppLink proprietary source code and platform through the GENIVI Alliance. GENIVI is a non-profit organization of automotive manufacturers and Tier 1 suppliers that build and share Linux-based in-vehicle infotainment platforms. GENIVI primarily promotes open source middleware compatibility and is designed to create a more versatile system platform for all members. While middleware is shared, members can still add their own differentiated features at the application level to create unique brands and products (Figure 1). With the addition of Ford, GENIVI and its members can complement this open-source in-vehicle infotainment platform with a proven framework to interact with smartphone and tablet applications. Ford succeeded because the synchronization platform now has the potential to become an open source automotive standard in this respect.
Figure 1: GENIVI software architecture.
Today there is wireless software update technology and is used to update in-vehicle telematics and infotainment systems. The focus is still on the programming of other modules on the in-vehicle communication network (such as controller area networks), especially security and memory requirements. But such technology does exist to keep infotainment systems and other electronic modules up-to-date throughout the life of the vehicle.
Connected car
Look inside the car today and you will find that there are many electronic systems at work. Today's cars may include military night vision capabilities to help identify pedestrians at intersections; advanced safety procedures to ensure that airbags are activated in less than a microsecond; electronic stability control systems and anti-lock brakes help guide vehicles in inclement weather; or An alternate camera (sensor) to help the driver see more clearly in a poor driving environment. All of these electronic systems require an electronic control unit to keep it running. Once the vehicle has been added to the in-vehicle infotainment system, developers are now faced with many complex connectivity challenges on a car. Obviously, the multimedia functions of a car are categorized and differentiated from the safety-critical functions.
Connected cars also mean the use of an unprecedented number of electronic control units. Recent studies have shown that nearly 100 electronic control units can be seen on today's high-end luxury cars. The transfer from 8-bit and 16-bit application processors to low-end 32-bit microcontrollers was also discovered. This only applies when hardware costs are declining and hardware performance and functionality are improving. These activities in connected cars require complex activities to be handled. This is where the full-featured automotive operating system comes into play. As an operating system, Linux has shown a broad development prospect, and it can integrate many functions into its middleware.
Efforts are being made to ensure that key automotive activities are separated while meeting basic activity requirements, ensuring security and data integrity, often using a set of virtualization layers and virtualization technologies. Combining Linux with a securely verified RTOS in virtual layer technology provides an excellent choice for integrating critical applications on a single-chip platform and reducing overall vehicle costs through module integration.
In addition to supporting security-critical applications, security is becoming a major concern in the connected automotive space. Security-enhanced Linux (SELinux) is a mature component of Linux and is currently being researched for the internal functions of a secure supremacy connected car. This is also an aspect of Linux far beyond proprietary operating systems.
Electronic control unit and module integration
As electronic capabilities continue to increase, the need for modular integration becomes more apparent. Many problems have arisen due to the addition of new electronic control units to the car structure. The complexity and weight of automotive wiring harnesses has increased. Additional software features are often configured to provide better support for the scalability of the automotive platform. For example, a car is equipped with a telematics module that supports speech recognition, while an infotainment system also supports speech recognition for command and control. In-vehicle infotainment systems may implement hands-free functionality through networked mobile devices. We also see that the emerging Advanced Driver Assistance System (ADAS) and driver's seat infotainment and driver information systems share many commonalities in sensor input processing, which provides another use case for module integration.
The increasing number of electronic control units in automobiles also highlights the importance of standardization. As the hardware platform changes, this requires redesigning the software and even redesigning the system to integrate the functionality of each module. The Automotive Open System Architecture (AUTOSAR) has created open standards for different automotive software architectures to address these issues (Figure 2). Automotive original equipment manufacturers, electronics suppliers, chip manufacturers and software companies form the AUTOSAR alliance.
Figure 2: AUTOSAR development environment.
Take you into a new field
Interconnectivity is not limited to electronic control units in cars, but also to the way cars communicate with the outside world. The car may need to access a cellular wireless network. Infotainment systems will benefit from being connected to mobile devices that are brought into the car, not only accessing multimedia, applications and data on the device, but also providing new options for accessing the Internet.
There are two emerging technologies in this area: vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) communications, collectively referred to as V2X (Figure 3). V2X is a machine-to-machine (M2M) communication that enables automatic communication between cars, between cars and roadside infrastructure, and even between cars and the cloud. V2V enables cars to intercom and use short-range radio to exchange traffic jams, weather conditions and unexpected construction areas. There are also many commercial applications such as fees. V2V can greatly improve the safety of driving, so the prospects are very broad.
Vehicle communication systems such as V2V communication are not exclusive to ADAS, but they bring a lot of interesting new features to ADAS applications. This technology is based on dedicated short-range communication (DSRC) and uses the 5.9 GHz band, which is also used for Wi-Fi. This allows you to send information to nearby cars, typically up to 1000 meters. This technology is suitable for sending and receiving local information between cars or between cars and roadside stations. From an ADAS perspective, V2V represents another sensor-like input system that can be used to improve strategy and response.
Of course, the practicality of V2V and V2I is based on cost and customer needs. Deployment incentives are likely to eventually be enforced by the government. In any case, cost will become a problem. As an open source software platform, Linux plays an important role in reducing development costs. In addition, alliances such as GENIVI will have to increase their efforts to ensure that V2V and V2I meet the common standards accepted by the industry.
Figure 3: V2X landscape: vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) communication.
Establish a car system using the Linux operating system
From infotainment and sound systems to telematics systems that require immediate start-up and a powerful layer of security, Linux will play the role of running most connected car functions, which is the trend. Open source software is rapidly occupying traditional areas such as bare-metal operating systems, real-time operating systems, or closed-end automotive operating systems.
To meet the needs of today's automotive software solutions, an open source software solution must have a mature and trusted core like Linux. Therefore, you can consider the Linux operating system, in addition to a large number of secure and high-quality custom software components. Vendors providing such components need not only a wealth of relevant experience and service consistency, but also engineering services across a wide range of disciplines to work with Tier 1 suppliers and other partners to create a final solution.
In addition to the trusted security kernel, the software platform should be able to meet the specific needs of the automotive industry. Not only does it include performance requirements that end users can easily detect, such as quick-start and image effects, but also system requirements for early response to controller LAN messages within 50 milliseconds, which is of interest to original equipment manufacturers.
In addition, having early-developed hardware prototypes is also important, and automakers and Tier 1 suppliers can use them for application development. Get hardware prototypes from the start, allowing automakers to participate more deeply in the development process, working with Tier 1 supply chains in an efficient and unique way.
to sum up
The in-vehicle entertainment information system has formed a highly flexible tuning/presetting function for broadcast content, which is capable of presenting many new forms of content, some of which are Internet-based and interactive. These new systems can be built using a variety of basic technologies and operating systems. The in-vehicle entertainment information system that has been put into production uses Microsoft Windows, Linux, and QNX proprietary operating systems. However, industry insiders believe that the focus of attention is shifting from technological innovation to cost optimization, driven by the requirements of automotive OEMs. Next, Linux will obviously be the lowest cost option.
Other automotive systems are evolving as new requirements emerge, and the models are similar. Telematics systems, dashboards, and other electronic systems are beginning to have standardized new feature sets, and because of commercial factors, Linux is likely to be favored by these systems. In fact, the whole will change, because all parts of the car will be affected. We will see that a large number of removable, interchangeable parts will make the car a big change. Will open source software become the core force of this huge transformation? let us wait and see.
With a deep expertise in systems engineering, Mentor AutomoTIve creates advanced automotive design tools and software products to help customers solve the most complex design challenges facing the industry. Mentor AutomoTIve's solutions include: Electronic and Electrical Distribution System Design and Engineering; Product Definition/Architecture; In-Vehicle Entertainment Information System; ADAS; Network/AUTOSAR Design and Integration; Service and Technical Documentation; Printed Circuit Board (PCB) System Design; Power electronics technology reliability and computational fluid dynamics (CFD) simulation. Mentor uses these solutions to help customers turn complex challenges into innovation and competitive advantage.
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