Gernot Spiegelberg

RACE: A Centralized Platform Computer Based Architecture for Automotive Applications

In the last couple of years software functionality of modern cars increased dramatically. This growing functionality leads directly to a higher complexity of development and configuration. Current studies show that the amount of software will continue to grow. Additionally, advanced driver assistance systems (ADAS) and autonomous functionality, such as highly and fully automated driving or parking, will be introduced. Many of these new functions require access to different communication domains within the car, which increases system complexity. AUTOSAR, the software architecture established as a standard in the automotive domain, provides no methodologies to reduce this kind of complexity and to master new challenges. One solution for these evolving systems is developed in the RACE project. Here, a centralized platform computer (CPC) is introduced, which is inspired by the well-established approach used in other domains like avionics and automation. The CPC establishes a generic safety-critical execution environment for applications, providing interfaces for test and verification as well as a reliable communication infrastructure to smart sensors and actuators. A centralized platform also significantly reduces the complexity of integration and verification of new applications, and enables the support for Plug&Play.

Employing early model-based safety evaluation to iteratively derive E/E architecture design

Abstract ISO 26262 addresses development of safe in-vehicle functions by specifying methods potentially used in the design and development lifecycle. It does not indicate what is sufficient and leaves room for interpretation. Yet the architects of electric/electronic systems need design boundaries to make decisions during architecture evolutionary design without adding a risk of late changes. Correct selection of safety mechanisms from alternatives at early design stages is vital for time-to-market of critical systems. In this paper we present and discuss an iterative architecture design and refinement process that is centered around ISO 26262 requirements and model-based analysis of safety-related metrics. This process simplifies identification of the most sensitive parts of the architecture, selection of the best suitable safety mechanisms to reduce thereby failure rate on the system level and improve the metrics defined by the standard. To support the defined process we present the metamodels that can be integrated with existing DSL (domain-specific language) frameworks to extend them with information supporting further extraction of fault propagation behavior. We provide a framework for architecture model analysis and selection of safety mechanisms. We provide details on the model-based toolset that has been developed to support the proposed analysis and synthesis methods, and demonstrate its application to analysis of a steer-by-wire system model and selection of safety mechanisms for it.

Early safety evaluation of design decisions in E/E architecture according to ISO 26262

ISO 26262 addresses development of safe in-vehicle functions by specifying methods potentially used in the design and development lifecycle. It does not indicate what is sufficient and leaves room for interpretation. However, the architects of electric/electronic systems need design boundaries to make decisions during architecture evolution without adding a risk of late architectural changes. Designing and changing a system benefits from correct selection of safety mechanisms at early design stages. This paper presents an iterative architecture design and refinement process that is centered around ISO 26262 requirements. We propose a domain-specific modeling scheme and component repositories to build up a bottom-up analysis framework that allows early quantitative safety evaluation. To guarantee that the target ASIL level can be reached, we complement our design-time component-level analysis with conservative top-down analysis. Given that analysis starts at early design stages, evolution of the architecture is supported by different levels of detail used in the analysis framework.

Towards the deployment of a centralized ICT architecture in the automotive domain

The effort for the integration of new functionalities in todays vehicles is increasing as the interconnection and verification of the growing amount of heterogeneous and distributed electric control units (ECUs) becomes more difficult. The demand for a new architectural approach that can cope with the increasing complexity and offers possibilities for a smooth integration of future technologies is urgent. Such technologies are drive-by-wire systems or advanced driver assistance systems. This paper extends the previously introduced ICT architecture for future vehicles by the analysis of a possible system, hardware and software architecture and their properties. In addition, a migration path from the current vehicle architecture is suggested and economic impacts of suggested improvements are shown. A short description of differences to AUTOSAR is given. Demonstrators for proof-of-concept and evaluation are also discussed. With this work we have brought the previously described ICT architecture one step closer to the large-scale implementation in the automotive domain.

A case study on implementing future human-machine interfaces

In the scope of the Diesel Reloaded project, we conducted a study on future automotive human-machine interfaces (HMI) with an overview of their relationship to driver assistance systems (DAS). Furthermore, we implemented a series of HMI and DAS concepts in our prototype vehicle and in a modified driving simulator. Emphasis was placed on the following goals: Pushing the complexity away from the driver and inside the intelligent vehicle, developing unified and extendable descriptions of interaction context, defining transitional steps to the long-term goal of user interfaces which augment the driver, leveraging cross-domain technology transfer and addressing relevant societal trends. In this work, we provide a top-level overview of our results and conclusions we drew based upon our two-year research and prototype construction and deployment in the area of human-machine interfaces and driver assistance.

Reducing the impact of vibration-caused artifacts in a brain-computer interface using gyroscope data

We implemented an artifact prediction method for a saline-pad wireless electroencephalograph equipped with two-axis gyroscope used as a basic brain-computer interface (BCI). The BCI unit serves two purposes in the scope of the project Innotruck. Firstly, it enables remote control of vehicles and other systems over a limited set of trained mental activity. Secondly, it is a source of data for the passive analysis of the operators mental fitness, which is further integrated into the driver assistance systems. The latter aspect has been the focus of our work. Saline-pad electrodes used in consumer grade electronics are prone to errors stemming from vibrations and sudden head movements. The implemented approach successfully preconditions the signal processing pipeline to take such artifacts into account and reduces the later processing overhead.

Elektrofahrzeuge – Auf dem Weg zur Mobilität 2.0

Die Zukunft der Mobilitat konnten die Berliner schon vor uber 100 Jahren bestaunen: Ab 1905 chauffierten rund 50 Exemplare der „Elektrischen Viktoria“ Hotelgaste und Waren durch die Hauptstadt – lautlos und ohne Emissionen. Statt eines knatternden Verbrennungsmotors sorgte ein Elektromotor mit rund funf PS Leistung fur eine Reisegeschwindigkeit von maximal 30 Stundenkilometern, und je nach Grose der Batterie kamen die Fahrgaste mit dem visionaren Gefahrt bis zu 80 Kilometer weit. Spater bekam der Wagen sogar ein System fur die Bremsenergie-Ruckgewinnung, um seine Reichweite weiter zu steigern. Hinter dem zukunftsweisenden Fahrzeug stand einer der weltweiten Pioniere der Elektrotechnik: Siemens. Die Elektrische Viktoria wurde im damaligen Berliner Automobilwerk des Unternehmens gebaut.

Risking the Future of Automotive Industry

Changes in lifestyle, electrification, autonomous driving and car sharing open up both opportunities and risks, depending on the way we deal with such trends. In this context combined with the trend to digitization the business in automotive may change extremely. The new product may not be the car itself but more services like mobility as a service (MaaS). In consequence the shape of the car, the lifecycle and the way of development and production will change with big influence to related industries. Who will be the big players in this scenario?

Geschäftsmodellinnovation und Heuristiken: Das Beispiel E-Mobility bei Siemens

Wie konnen Unternehmen mit neuen Technologien Geld verdienen? Das ist eine Frage des Geschaftsmodells, lautet eine plausible Antwort. Aber was sind Geschaftsmodelle? Der Aufsatz definiert Geschaftsmodelle als Konfigurationen von Heuristiken, einfachen Daumenregeln. Eine solche Perspektive ist besonders im Bereich von technologischen Innovationen nutzlich, da oft weder massenmarkttaugliche Technologien noch erfolgreiche Benchmarks oder breite Kundennachfrage real existieren. Die Geschaftsmodellierung muss daher robuste Annahmen uber eine unsichere Zukunft treffen. Aufbauend auf diesem Verstandnis ist Geschaftsmodellinnovation ein modellbildender Prozess der Konfiguration von Heuristiken. Am Beispiel E-Mobility und der Firma Siemens werden Stufen des Prozesses charakterisiert.

Keynote Talks: Requirements on E/E-system architecture for future car concepts — Example eMobility with project RACE

These tutorials discuss the following: requirements on E/E-system architecture for future car concepts - example eMobility with project RACE; Complexity management in cyber-physical system-of-systems; and Challenges in embedded multicore system virtualization for critical systems.