Automotive Software Engineering und AUTOSAR - TU...
Transcript of Automotive Software Engineering und AUTOSAR - TU...
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INFORMATIK ▪ CONSULTING ▪ SYSTEMS AG
Automotive Software Engineering und AUTOSAR
21. Januar 2010, Technische Universität Darmstadt
Dr. Bernhard Hohlfeld
ICS AG
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Automotive und AUTOSAR
Vortrag im Rahmen der Vorlesung „Echtzeitsysteme“ (WS 2009/10) http://www.es.tu-darmstadt.de/lehre/es-v/
Prof. Dr. rer. nat. Andy Schürr andy.schuerr(at)es.tu-darmstadt.de
Fachgebiet Echtzeitsysteme http://www.es.tu-darmstadt.de/hauptseite/
Fachbereich Elektrotechnik und Informationstechnik http://www.etit.tu-darmstadt.de/
Technische Universität Darmstadthttp://www.tu-darmstadt.de/
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Ein paar Worte zur Person und zur ICS AG
Automotive Software Engineering Was sind die Probleme
Fachgruppe Automotive Software Engineering (ASE) in der Gesellschaft für Informatik (GI)
AUTOSAR
Weiterführende Literatur
Automotive und AUTOSAR
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Ein paar Worte zur Person und zur ICS AG
Automotive Software Engineering Was sind die Probleme
Fachgruppe Automotive Software Engineering (ASE) in der Gesellschaft für Informatik (GI)
AUTOSAR
Weiterführende Literatur
Automotive und AUTOSAR
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Organisation
Schichtenmodell
Systementwicklung
Bussysteme im KFZ
Software-Architektur
Anwendungsbeispiele
Geplante AUTOSAR-Anwendungen
AUTOSAR
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Organisation
Schichtenmodell
Systementwicklung
Bussysteme im KFZ
Software-Architektur
Anwendungsbeispiele
Geplante AUTOSAR-Anwendungen
AUTOSAR
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AUTOSAR – Core Partners and Members (Phase II)
Ca. 170 Firmen (Stand Ende 2009)
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Core Partners in Phase III
Initial discussions 2002: BMW, Bosch, Continental, DaimlerChrysler and Volkswagen, partners were joined soon afterwards by Siemens VDO.
Additional Core Partners 2003: Ford, Peugeot Citroën, Toyota, 2004: GM
2008 Siemens VDO became part of Continental.
Phase III will start with 8 Core Partners
GM announced to continue in phase III as Premium Member
The 8 Core Partners agreed on the phase III 2010-2012 development contract
Phase III planning started and is well under way8
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AUTOSAR Membership Levels
Core Partners Organizational control
Technical contributions
Administrative control
Definition of external Information(web-release, clearance, etc.)
Leadership of Working Groups
Involvement in Working Groups
Utilization of AUTOSAR standard
Premium Members Leadership of Working Groups
Involvement in Working Groups
Technical contributions
Access to current information
Utilization of AUTOSAR standard
Associate Members Access to finalized documents
Utilization of AUTOSAR standard
Development Members (for small companies with specific expertise) Technical contributions
Access to current information
Utilization of AUTOSAR standard
Attendee (e.g. Universities) Support Role
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Executive Board
Legal Team Follow-up Team
Core Partner
Core Partner, Premium and Development Member
Subcontractor
System Architecture
Application Interfaces
Software and Test
SpecificationValidation
Quality Manager
Change Manager
Release Manager
Technical Office
… … … …
Administration
General Manager
AUTOSAR Phase III Organization
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Steering Commitee
Technical Steering Team
Communica-tionTeam
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Initial WP structure Phase III
Existence of Work Packages will depend on
sufficient participation
Work Packages
Functional Safety
WP-1.3
Body and Comfort
WP-10.1
Powertrain
WP-10.2
Chassis Control
WP-10.3
Occupants and Pedest. Safety
WP-10.4
Methodology and Configuration
WP-1.2
Conformance Test Specification
WP-2.2
Software Architecture
1.1
Software Architecture
and OS
WP-1.1.1Vehicle and
Application Mode Mgmt.
WP-1.1.2
COM StackWP-2.1.1
MCALWP-2.1.3
DiagnosticsWP-2.1.4
Basic Software
2.1Basic Software
Validation
WP-3.1
MM / T / HMI
WP-10.5
1
System Architecture
2Software and
Test Specification
3
Validation
Coordination of Appl. Interfaces
WP-10.0
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Application Interfaces
LibrariesWP-2.1.5
VFB and RTE
WP-1.1.5
Lead Work Package
WP-x.y
Work Package
WP-x.y
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Initial WP structure Phase III
Existence of Work Packages will depend on
sufficient participation
Work Packages
Functional Safety
WP-1.3
Body and Comfort
WP-10.1
Powertrain
WP-10.2
Chassis Control
WP-10.3
Occupants and Pedest. Safety
WP-10.4
Methodology and Configuration
WP-1.2
Conformance Test Specification
WP-2.2
Software Architecture
1.1
Software Architecture
and OS
WP-1.1.1Vehicle and
Application Mode Mgmt.
WP-1.1.2
COM StackWP-2.1.1
MCALWP-2.1.3
DiagnosticsWP-2.1.4
Basic Software
2.1Basic Software
Validation
WP-3.1
MM / T / HMI
WP-10.5
1
System Architecture
2Software and
Test Specification
3
Validation
Coordination of Appl. Interfaces
WP-10.0
10
Application Interfaces
LibrariesWP-2.1.5
VFB and RTE
WP-1.1.5
Lead Work Package
WP-x.y
Work Package
WP-x.y
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Initial WP structure Phase III
Existence of Work Packages will depend on
sufficient participation
Work Packages
Functional Safety
WP-1.3
Body and Comfort
WP-10.1
Powertrain
WP-10.2
Chassis Control
WP-10.3
Occupants and Pedest. Safety
WP-10.4
Methodology and Configuration
WP-1.2
Conformance Test Specification
WP-2.2
Software Architecture
1.1
Software Architecture
and OS
WP-1.1.1Vehicle and
Application Mode Mgmt.
WP-1.1.2
COM StackWP-2.1.1
MCALWP-2.1.3
DiagnosticsWP-2.1.4
Basic Software
2.1Basic Software
Validation
WP-3.1
MM / T / HMI
WP-10.5
1
System Architecture
2Software and
Test Specification
3
Validation
Coordination of Appl. Interfaces
WP-10.0
10
Application Interfaces
LibrariesWP-2.1.5
VFB and RTE
WP-1.1.5
Lead Work Package
WP-x.y
Work Package
WP-x.y
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What Daimler expects from AUTOSAR
Provisioning of an interoperable reliable software kit. Increase of quality and development speed through a comprehensive and standardized design and implementation approach.
Inter OEM exchange through interoperable software kits
Reduction of testing effort inthe automotive community
Internal and external libraries for off-the-shelf applications
Convenient integration into the development chain of Tier1s and OEMs
Faster SW integration processes
Standard application interfaces for‘SW as a product’
14Source: AUTOSAR PM Conference 02-2008 / AUTOSAR - a key enabler for comprehensive E/E standardization / S. Wolfsried, Daimler AG
ApplicationInterfaces Methodology
Architecture/Basic Software
Workflow
.xml
Data Exchange
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Preconditions for the introduction of AUTOSAR
Introduction of a standard depends on its maturity and the benefits of its Geplante AUTOSAR-Anwendungen: Daimlers assessment is positive for AUTOSAR 3.0.
Remaining issues: Conformance tests are essential for guaranteeing AUTOSAR’s integrity as a standard.
Furthermore, the standard appears ‚overloaded‘.
Maturity of a new standard has to be assured The release of AUTOSAR 3.0 has been determined to be the sweet spot for introduction according to our
maturity and benefit assessment
Maintenance shall be managed The AUTOSAR community is seen capable to assure this
Conformance tests must be available to ensure the standard’s continuous integrity Conformance tests not yet available
Today the standard appears overloaded: too many requirements with a “one-size-fits-all” approach
15Source: AUTOSAR PM Conference 02-2008 / AUTOSAR - a key enabler for comprehensive E/E standardization / S. Wolfsried, Daimler AG
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AUTOSAR TutorialOct. 23rd 20089
Technical scope of AUTOSAR
Industry-wide
consolidation of
‚existing‘ basic
software designs
New
concepts
OS Kernel
Memory
Services
µController
Abstraction
ECU
Abstraction
Diagnostics
Complex
Drivers
Bus systems
Mode
Management
Gateway
Network
Management
Comm.
Services
Drivers
RunTime
Environment
Configuration
Concept
Exchange
Formats
Input
Templates
Methodology
Virtual Function
Bus (VFB)
Meta Model
Error
Handling
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AUTOSAR TutorialOct. 23rd 20089
Technical scope of AUTOSAR
Industry-wide
consolidation of
‚existing‘ basic
software designs
New
concepts
OS Kernel
Memory
Services
µController
Abstraction
ECU
Abstraction
Diagnostics
Complex
Drivers
Bus systems
Mode
Management
Gateway
Network
Management
Comm.
Services
Drivers
RunTime
Environment
Configuration
Concept
Exchange
Formats
Input
Templates
Methodology
Virtual Function
Bus (VFB)
Meta Model
Error
Handling
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2
Organisation
Schichtenmodell
Systementwicklung
Bussysteme im KFZ
Software-Architektur
Anwendungsbeispiele
Geplante AUTOSAR-Anwendungen
AUTOSAR
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AUTOSAR Architekturkonzept
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AUTOSAR-Schichtenmodell Abstraktionsschichten der Steuergerätesoftware
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Anwendungsschicht (Application Layer)
Laufzeitumgebung (Runtime Environment, RTE)
Basissoftware (BSW)
Bas
isso
ftwar
e (B
SW
)
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AUTOSAR-Schichtenmodell Anwendungsschicht (Application Layer)
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Der Application Layer realisiert die Anwendungsfunktionalität des Steuergeräts mittels Anwendungs-Softwarekomponenten (SWC).
Bas
isso
ftwar
e (B
SW
)
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AUTOSAR-Schichtenmodell Laufzeitumgebung (Runtime Environment, RTE)
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Die Laufzeitumgebung (Runtime Environment, RTE) integriert den Application Layer mit der Basissoftware (BSW). Sie implementiert den Datenaustausch und steuert die Interaktion zwischen Anwendungs-Softwarekomponenten (SWC) und der BSW.
Bas
isso
ftwar
e (B
SW
)
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AUTOSAR-Schichtenmodell BSW - Service Layer
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Der Service Layer stellt verschiedene Arten von Hintergrunddiensten wie Netzwerkdienstze, Speicherverwaltung und Buskommunikationsdienste bereit. Das Betriebssystem ist ebenfalls in dieser Schicht enthalten.
Bas
isso
ftwar
e (B
SW
)
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AUTOSAR-Schichtenmodell BSW - ECU Abstraction Layer
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Der ECU Abstraction Layer bietet einen einheitlichen Zugriff auf alle Funktionalitäten eines Steuergeräts wie Kommunikation, Speicher oder E/A.
Ziel: Unabhängigkeit der höheren Schichten von der Steuergeräte-Hardware
Bas
isso
ftwar
e (B
SW
)
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AUTOSAR-Schichtenmodell BSW - Microcontroller Abstraction Layer
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Der Microcontroller Abstraction Layer (MCAL) bietet beispielsweise Treiber für den Zugriff auf Kommunikation, Speicher und E/A des Mikrocontrollers.
Ziel: Unabhängigkeit der höheren Schichten von der Mikrocontroller-Hardware
Bas
isso
ftwar
e (B
SW
)
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AUTOSAR-Schichtenmodell BSW - Complex Drivers
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Die Complex Drivers enthalten die in AUTOSAR nicht standardisierten Treiber für die spezifischen Eigenschaften eines Mikrocontrollers oder Steuergeräts. Beispiele: Sensorauswertung, direkter Zugriff auf Mikrocontroller
Bas
isso
ftwar
e (B
SW
)
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AUTOSAR Basis Software Module
27
20
AUTOSAR Runtime Environment (RTE)
Application Layer
Microcontroller
AD
C
DIO
CC
U
PW
M
LIN
CA
N
SP
I
EE
PR
OM
FLA
SH
WD
T
GP
T
Ext. B
US
MC
U
Pow
er &
Clock U
nit
µC
e.g. CC
U
e.g. PC
P
e.g. TP
U
FlexR
ay
SC
I
I/O Drivers
PO
RT
Driver
AD
C D
river
DIO
Driver
PW
M D
river
ICU
Driver
Microcontroller Drivers
Watchdog D
river
MC
U D
river
GP
T D
river
Communication Drivers
CA
N D
river
LIN D
river
SP
I Handler D
river
Memory Drivers
RA
M T
est
internal EE
PR
OM
D
river
internal Flash D
river
Communication Services
Generic NM Interf.
FlexR
ay NMFlexRay
TP
DCMDiagnostic
Com.Manager
IPDU Multi-plexer
Communication Hardware Abstraction
Memory Services
NVRAM Manager
CR
C Lib
Flash C
heck
System Services
Function Inhibition M
anager FIM
Watchdog M
anager
Developm
ent Error
Tracer
Diagnostic E
vent M
anager DE
M
AU
TO
SA
R O
S
I/O Hardware Abstraction
Memory Hardware Abstraction
Memory Abstraction Interface
Onboard Device Abstraction
External Watchdog
Driver
CAN NM
CAN TP
Ext. Flash Driver
Flash EEPROM Emulation
FR
Driver
LIN Interface
Ext. C
AN
D
river
CAN Interface
CA
N transc
Driver
Ext. F
R
Driver
FR InterfaceF
R transc
DriverExt.
EEPROM Driver
EEPROM Abstraction
Watchdog Interface
PDU Router
LIN TP
AUTOSAR COM
LIN C
omm
unication S
tack
BS
W S
cheduler
Com
munication
Manager
I/O Hardware Abstraction
AUTOSAR Basic Software Modules
CANSM
LINSM
FRSM
EC
U S
tate Manager
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Organisation
Schichtenmodell
Systementwicklung
Bussysteme im KFZ
Software-Architektur
Anwendungsbeispiele
Geplante AUTOSAR-Anwendungen
AUTOSAR
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SystementwicklungAUTOSAR Software Komponenten (SWC)
Grundsätzlicher Design-Ansatz:
Trennung zwischen Steuergerät (Infrastruktur) und Anwendung (Funktionalität)
Eine Anwendung besteht aus miteinander verbundenen Software Komponenten
Die Software Komponenten sind atomar, d.h. sie können nicht über mehrere Steuergeräte verteilt werden.
Die Implementierung der Software Komponenten ist unabhängig vom Steuergerät.
Methodik
Beispiele
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Systementwicklung
Die Anwendungssoftware wird unabhängig vom konkreten Steuergerät als ein System von untereinander verbundenen SWCs entworfen
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Systementwicklung
Die Anwendungssoftware wird unabhängig vom konkreten Steuergerät als ein System von untereinander verbundenen SWCs entworfen
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SystementwicklungFormale Definition der Schnittstellen
Sender/Empfänger-Ports
Client/Server-Ports
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Systementwicklung Sender/Empfänger-Ports
The sender-receiver pattern gives solution to the asynchronous distribution of information, where a sender distributes information to one or several receivers. The sender is not blocked (asynchronous communication) and neither expects nor gets a response from the receivers (data or control flow), i.e. the sender just provides the information and the receivers decides autonomously when and how to use this information.
The sender component does not know the identity or the number of receivers to support transferability and exchange of AUTOSAR Software Components.
33 Quelle: http://www.autosar.org
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SystementwicklungClient/Server-Ports
The client initiates the communication, requesting that the server performs a service, transferring a parameter set if necessary. The server waits for incoming communication requests from a client, performs the requested service, and dispatches a response to the client‘s request.
The client can be blocked (synchronous communication) or non-blocked (asynchronous communication), respectively, after the service request is initiated until the response of the server is received.
34 Quelle: http://www.autosar.org
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Beispiel
Regen-Licht-Sensor meldet Helligkeit an Komfort-Lichtsteuerung (Sender/Receiver)
Komfort-Lichtsteuerung schickt „Licht anschalten“ an Lichtsteuerung (Client/Server)
35
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SystementwicklungVirtual Function Bus (VFB)
Während der Systementwurfsphase werden die SWCs auf Basis des Virtual Function Bus (VFB) logisch integriert
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SystementwicklungSystem Description
Zuordnung der Komponenten zu den Steuergeräten
Beschreibung der Netzwerkkommunikation im Fahrzeug
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SystementwicklungAUTOSAR-Methode (1)
Beschreibt Abläufe von der Systemkonfiguration zur Generierung von Code für Steuergeräte
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SystementwicklungAUTOSAR-Methode (2)
Erstellung von SWC Description, System Description und System Communication-Matrix unter Berücksichtigung der System Constraints (Beispiel: Übernahme einer Kommunikationsmatrix aus dem Vorgängerfahrzeug)
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SystementwicklungAUTOSAR-Methode (3)
Aus SWC Description, System Description und System Communication-Matrix wird die ECU Extract of System Description generiert
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SystementwicklungAUTOSAR-Methode (4)
Aus ECU Extract of System Description und BSW Module Description (Herstellerabhängig) werden die konkreten BSW-Module und die RTE (Herstellerunabhängig) generiert
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Integration ins Fahrzeug
Steuergeräte
Bussysteme
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2
Organisation
Schichtenmodell
Systementwicklung
Bussysteme im KFZ
Software-Architektur
Anwendungsbeispiele
Geplante AUTOSAR-Anwendungen
AUTOSAR
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Bussysteme im KFZ - ÜberblickQuelle: Vector Informatik GmbH
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CAN Lowspeed Bus
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CAN Highspeed Bus
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Protokolle und Bussysteme: CAN (Controller Area Network)
Entwickelt von Bosch und Intel 1981
ISO/OSI-Standard
Eigenschaften: Bandbreite bis 150 kbit/s, mit Terminierung bis 500 kbit/s (PT-CAN)
Asynchroner Betrieb ohne Busmaster mit Arbitrierung
Variante für Synchronbetrieb: TTCAN (time triggered CAN)
Physical Layer: Bus, twisted pair
Fehlererkennung: CRC-16, d=6
Große Zahl von Systemkomponenten verfügbar (Transceiver, Controller) Geeignet für allgemeine, nichtkritische Anwendungen (Karosserie, Komfortsysteme)
Nicht geeignet für Multimedia, x-by-Wire, Sicherheitssysteme
http://www.can-cia.org/
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LIN Local Interconnect Network
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Protokolle und Bussysteme: LIN (Local Interconnect Bus)
Entwickelt von internationalem OEM-Konsortium
Nichtkommerziell
Eigenschaften: Bandbreite 19.2 kbit/s
Synchroner Master/Slave-Betrieb, optimierbar für P2P
Physical Layer: Bus, twisted pair
Fehlererkennung: inverted mod256-Checksum
Mit gängigen Line Drivers realisierbar: kostengünstig
Flexible, kostengünstige und hinreichend sichere Lösung für alle wenig datenintensiven Kommunikationsdienste und Point2Point-Verbindungen Intelligente Sensoren
Backupleitungen
Diagnoseschnittstellen
http://www.lin-subbus.org/
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MOST
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Protokolle und Bussysteme: MOST (Media Orientated System Transport)
Entwickelt von BMW, DaimlerChrysler, Harman, OASIS seit 1998
ISO/OSI-Standard, frei
Eigenschaften: Bandbreite 24.8 Mbit/s
Asynchroner und synchroner Betrieb mit Busmaster
Physical Layer: Stern, Kette, Ring (in praxi: Ring), Lichtwellenleiter
Fehlererkennung: CRC-16, d=6
Geeignet für datenintensive Infotainment-Dienste
Nicht geeignet für x-by-Wire, Sicherheitssysteme
http://www.mostcooperation.com/home/index.html
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FlexRay
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Protokolle und Bussysteme: FlexRay
Entwickelt von BMW, DaimlerChrysler & div. HL-Herstellern seit 1999
Nichtkommerziell, frei
Eigenschaften: Bandbreite bis 10 Mbit/s
Asynchroner und synchroner Betrieb mit Busmaster
Physical Layer: beliebige Topologie, beliebiges Medium
Redundante Systemauslegung möglich
Fehlererkennung: CRC-16, d=6
Geeignet für sicherheitskritische Anwendungen (x-by-Wire)
Für Multimedia u.U. Bandbreite zu niedrig
http://www.flexray.com/
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AUTOSAR Basis Software Module
54
20
AUTOSAR Runtime Environment (RTE)
Application Layer
Microcontroller
AD
C
DIO
CC
U
PW
M
LIN
CA
N
SP
I
EE
PR
OM
FLA
SH
WD
T
GP
T
Ext. B
US
MC
U
Pow
er &
Clock U
nit
µC
e.g. CC
U
e.g. PC
P
e.g. TP
U
FlexR
ay
SC
I
I/O Drivers
PO
RT
Driver
AD
C D
river
DIO
Driver
PW
M D
river
ICU
Driver
Microcontroller Drivers
Watchdog D
river
MC
U D
river
GP
T D
river
Communication Drivers
CA
N D
river
LIN D
river
SP
I Handler D
river
Memory Drivers
RA
M T
est
internal EE
PR
OM
D
river
internal Flash D
river
Communication Services
Generic NM Interf.
FlexR
ay NMFlexRay
TP
DCMDiagnostic
Com.Manager
IPDU Multi-plexer
Communication Hardware Abstraction
Memory Services
NVRAM Manager
CR
C Lib
Flash C
heck
System Services
Function Inhibition M
anager FIM
Watchdog M
anager
Developm
ent Error
Tracer
Diagnostic E
vent M
anager DE
M
AU
TO
SA
R O
S
I/O Hardware Abstraction
Memory Hardware Abstraction
Memory Abstraction Interface
Onboard Device Abstraction
External Watchdog
Driver
CAN NM
CAN TP
Ext. Flash Driver
Flash EEPROM Emulation
FR
Driver
LIN Interface
Ext. C
AN
D
river
CAN Interface
CA
N transc
Driver
Ext. F
R
Driver
FR InterfaceF
R transc
DriverExt.
EEPROM Driver
EEPROM Abstraction
Watchdog Interface
PDU Router
LIN TP
AUTOSAR COM
LIN C
omm
unication S
tack
BS
W S
cheduler
Com
munication
Manager
I/O Hardware Abstraction
AUTOSAR Basic Software Modules
CANSM
LINSM
FRSM
EC
U S
tate Manager
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AUTOSAR Basis Software Module
55
20
AUTOSAR Runtime Environment (RTE)
Application Layer
Microcontroller
AD
C
DIO
CC
U
PW
M
LIN
CA
N
SP
I
EE
PR
OM
FLA
SH
WD
T
GP
T
Ext. B
US
MC
U
Pow
er &
Clock U
nit
µC
e.g. CC
U
e.g. PC
P
e.g. TP
U
FlexR
ay
SC
I
I/O Drivers
PO
RT
Driver
AD
C D
river
DIO
Driver
PW
M D
river
ICU
Driver
Microcontroller Drivers
Watchdog D
river
MC
U D
river
GP
T D
river
Communication Drivers
CA
N D
river
LIN D
river
SP
I Handler D
river
Memory Drivers
RA
M T
est
internal EE
PR
OM
D
river
internal Flash D
river
Communication Services
Generic NM Interf.
FlexR
ay NMFlexRay
TP
DCMDiagnostic
Com.Manager
IPDU Multi-plexer
Communication Hardware Abstraction
Memory Services
NVRAM Manager
CR
C Lib
Flash C
heck
System Services
Function Inhibition M
anager FIM
Watchdog M
anager
Developm
ent Error
Tracer
Diagnostic E
vent M
anager DE
M
AU
TO
SA
R O
S
I/O Hardware Abstraction
Memory Hardware Abstraction
Memory Abstraction Interface
Onboard Device Abstraction
External Watchdog
Driver
CAN NM
CAN TP
Ext. Flash Driver
Flash EEPROM Emulation
FR
Driver
LIN Interface
Ext. C
AN
D
river
CAN Interface
CA
N transc
Driver
Ext. F
R
Driver
FR InterfaceF
R transc
DriverExt.
EEPROM Driver
EEPROM Abstraction
Watchdog Interface
PDU Router
LIN TP
AUTOSAR COM
LIN C
omm
unication S
tack
BS
W S
cheduler
Com
munication
Manager
I/O Hardware Abstraction
AUTOSAR Basic Software Modules
CANSM
LINSM
FRSM
EC
U S
tate Manager
LIN CAN Flexray
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AUTOSAR Basis Software Module
56
20
AUTOSAR Runtime Environment (RTE)
Application Layer
Microcontroller
AD
C
DIO
CC
U
PW
M
LIN
CA
N
SP
I
EE
PR
OM
FLA
SH
WD
T
GP
T
Ext. B
US
MC
U
Pow
er &
Clock U
nit
µC
e.g. CC
U
e.g. PC
P
e.g. TP
U
FlexR
ay
SC
I
I/O Drivers
PO
RT
Driver
AD
C D
river
DIO
Driver
PW
M D
river
ICU
Driver
Microcontroller Drivers
Watchdog D
river
MC
U D
river
GP
T D
river
Communication Drivers
CA
N D
river
LIN D
river
SP
I Handler D
river
Memory Drivers
RA
M T
est
internal EE
PR
OM
D
river
internal Flash D
river
Communication Services
Generic NM Interf.
FlexR
ay NMFlexRay
TP
DCMDiagnostic
Com.Manager
IPDU Multi-plexer
Communication Hardware Abstraction
Memory Services
NVRAM Manager
CR
C Lib
Flash C
heck
System Services
Function Inhibition M
anager FIM
Watchdog M
anager
Developm
ent Error
Tracer
Diagnostic E
vent M
anager DE
M
AU
TO
SA
R O
S
I/O Hardware Abstraction
Memory Hardware Abstraction
Memory Abstraction Interface
Onboard Device Abstraction
External Watchdog
Driver
CAN NM
CAN TP
Ext. Flash Driver
Flash EEPROM Emulation
FR
Driver
LIN Interface
Ext. C
AN
D
river
CAN Interface
CA
N transc
Driver
Ext. F
R
Driver
FR InterfaceF
R transc
DriverExt.
EEPROM Driver
EEPROM Abstraction
Watchdog Interface
PDU Router
LIN TP
AUTOSAR COM
LIN C
omm
unication S
tack
BS
W S
cheduler
Com
munication
Manager
I/O Hardware Abstraction
AUTOSAR Basic Software Modules
CANSM
LINSM
FRSM
EC
U S
tate Manager
LIN CAN Flexray
IP
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Protokolle und Bussysteme: Beispiele
Audi A2, Modelljahr 2002
Powertrain: Highspeed-CAN
Innenraum/Karosserie: Lowspeed-CAN
Display/MMI: Lowspeed-CAN
Unabhängiger Diagnosebus
Gateway: Kombi Motor-CAN
Innenraum-CAN
Display-CAN
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Protokolle und Bussysteme: Beispiele
BMW 7er, Modelljahr 2001 (E65)
Powertrain: Highspeed-CAN
Karosserie und Peripherie: Lowspeed-CAN
Infotainment: MOST
Passive Sicherheit: byteflight
Motor: Highspeed-CAN (nicht gezeigt)
Diagnose: K-Line
Backups: K-Line Airbag-Telefon, Blinkerhebel-LSZ,
Gangwahl-EGS, DSC-ABS,...)
Gateways ZGM (byteflight, K-CAN, PT-CAN, Diagnose)
DME (PT-CAN, LoCAN)
MMI (K-CAN, MOST)
Kombi (K-CAN, MOST)
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2
Organisation
Schichtenmodell
Systementwicklung
Bussysteme im KFZ
Software-Architektur
Anwendungsbeispiele
Geplante AUTOSAR-Anwendungen
AUTOSAR
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Systementwurf
60
Kommunikation über Virtual Function Bus (VFB)
AUTOSAR Interface
Standardized AUTOSAR Interface
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Systementwurf
61
Kommunikation über Virtual Function Bus (VFB)
AUTOSAR Interface
Standardized AUTOSAR Interface
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Systementwicklung
Abbildung der SWCs auf ECUs
Abbildung der Kommunikation über VFB auf Kommunikation über RTE
Kommunikation über Bussysteme
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Systementwicklung
Abbildung der SWCs auf ECUs
Abbildung der Kommunikation über VFB auf Kommunikation über RTE
Kommunikation über Bussysteme
63
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Systementwicklung
Abbildung der SWCs auf ECUs
Abbildung der Kommunikation über VFB auf Kommunikation über RTE
Kommunikation über Bussysteme
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Logische Kommunikation über RTE
65
AUTOSAR TutorialOct. 23rd 200830
! Ports implement the interface according
to the communication paradigm (here
client-server based).
! Ports are the interaction
points of a component.
! The communication is
channeled via the RTE.
! The communication layer
in the basic software is
encapsulated and not
visible at the application
layer.
Appli-
cation
SW-C
A
RTE
BSW
ECU I
Appli-
cation
SW-C
B
RTE
BSW
ECU II
Appli-
cation
SW-C
C
VFB
Sensor
Communication Bus
Communication Path
Hardware
AUTOSAR
Infrastructure
Ports
Application
Intra- and Inter-ECU Communication
Innerhalb eines Steuergerätes
Zwischen Steuergeräten über Kommunikationsbus
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Logische Kommunikation über RTE
66
AUTOSAR TutorialOct. 23rd 200830
! Ports implement the interface according
to the communication paradigm (here
client-server based).
! Ports are the interaction
points of a component.
! The communication is
channeled via the RTE.
! The communication layer
in the basic software is
encapsulated and not
visible at the application
layer.
Appli-
cation
SW-C
A
RTE
BSW
ECU I
Appli-
cation
SW-C
B
RTE
BSW
ECU II
Appli-
cation
SW-C
C
VFB
Sensor
Communication Bus
Communication Path
Hardware
AUTOSAR
Infrastructure
Ports
Application
Intra- and Inter-ECU Communication
Innerhalb eines Steuergerätes
Zwischen Steuergeräten über Kommunikationsbus
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Logische Kommunikation über RTE
67
AUTOSAR TutorialOct. 23rd 200830
! Ports implement the interface according
to the communication paradigm (here
client-server based).
! Ports are the interaction
points of a component.
! The communication is
channeled via the RTE.
! The communication layer
in the basic software is
encapsulated and not
visible at the application
layer.
Appli-
cation
SW-C
A
RTE
BSW
ECU I
Appli-
cation
SW-C
B
RTE
BSW
ECU II
Appli-
cation
SW-C
C
VFB
Sensor
Communication Bus
Communication Path
Hardware
AUTOSAR
Infrastructure
Ports
Application
Intra- and Inter-ECU Communication
Innerhalb eines Steuergerätes
Zwischen Steuergeräten über Kommunikationsbus
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AUTOSAR Interface
Standardized AUTOSAR Interface
Standardized Interface
AUTOSAR SW-Architektur
68
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AUTOSAR Interface
Standardized AUTOSAR Interface
Standardized Interface
AUTOSAR SW-Architektur
69
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AUTOSAR Interface
Standardized AUTOSAR Interface
Standardized Interface
AUTOSAR SW-Architektur
70
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AUTOSAR Interface
Standardized AUTOSAR Interface
Standardized Interface
AUTOSAR SW-Architektur
71
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AUTOSAR Interface Generische Schnittstelle, abgeleitet aus den Ports einer SWC.
Werden von RTE bereitgestellt
Schnittstellen zwischen SWCs (VFB)
Schnittstellen zwischen SWC und Steuergeräte-Firmware
Standardized AUTOSAR Interface Vordefiniert durch AUTOSAR Standard
Zugriff von SWC auf BSW-Module des Service Layer
Standardized Interface Im AUTOSAR-Standard als C-API vordefiniert
Zwischen BSW-Modulen in einem Steuergerät
Zwischen RTE und Betriebssystem
Zwischen RTE und Kommunikations BSW
AUTOSAR SW-Architektur
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2
Organisation
Schichtenmodell
Systementwicklung
Bussysteme im KFZ
Software-Architektur
Anwendungsbeispiele
Geplante AUTOSAR-Anwendungen
AUTOSAR
73
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74
AUTOSAR TutorialOct. 23rd 200817
Use Cases of AUTOSAR Results
! Exchange of SW-Components
! Re-use of SW components for different platforms
… shown by uses cases
pedal management
front light management
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75
AUTOSAR TutorialOct. 23rd 200818
! Implementation of functions independent on distribution on different ECU
as communication will be done via ECU-individual AUTOSAR-RTE exclusively
Use Case ‘Pedal Management’ view for one ECU
void distribute_v(void)
{
…
Rte_Write_p_v(rte_i, v)
…
}
void v_warn(void)
{
…
Rte_Read_p_v(rte_i, v)
…
}
distribute_v()
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76
AUTOSAR TutorialOct. 23rd 200819
Use Case ‘Pedal Management’ view for two ECUs
! Reuse of Intellectual Property ! Increase in design flexibility! Simplification of the integration task! Reduction of SW development costs
Technical benefits
e.g. FlexRay, CAN, etc.
distribute_v()
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SystementwicklungAUTOSAR-Methode
Verteilung auf 2 Steuergeräte
77
unverändert
neu
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Scheinwerfersteuerung
78
10
AUTOSAR RTE
AUTOSAR Int.
SwitchEvent
Standardized Interface
Microcontroller Abstraction
Std. AUTOSARInterface
Services
Std. Interface
ECUAbstraction
AUTOSARInterface
Std. Interface
ComplexDeviceDrivers
AUTOSARInterface
StandardizedInterface
Communi-cation
Std. Interface
StandardizedInterface
OperatingSystem
DIO
check_switch ()
AUTOSAR Interface
LightRequest
AUTOSAR Interface
Front-Light Manager
get_keyposition()
AUTOSAR Interface
Headlight
set_current (…)
CAN Driver
switch_event(event)
switch_event
(event)request_light
(type, mode)
request_light(type, mode)
set_light(type, mode)
set_light(type, mode)
PWM
Sta
nd
ard
ized
Inte
rfac
e
Use case ‘Front-Light Management’
Operating System
Communication Control
Memory Management
Drivers
Hardware
ECU1
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Austausch Schweinwerfer gegen Xenon-Scheinwerfer
79
11
Standardized Interface
Microcontroller Abstraction
AUTOSAR RTE
AUTOSAR Int.
SwitchEvent
Std. AUTOSARInterface
Services
Std. Interface
ECUAbstraction
AUTOSARInterface
Std. Interface
ComplexDeviceDrivers
AUTOSARInterface
StandardizedInterface
Communi-cation
Std. Interface
StandardizedInterface
OperatingSystem
DIO
check_switch ()
AUTOSAR Interface
LightRequest
AUTOSAR Interface
Front-Light Manager
get_keyposition()
AUTOSAR Interface
Headlight
set_current (…)
CAN Driver
switch_event(even
t)switch_event
(event)request_light
(type, mode)
request_light(type, mode)
set_light(type, mode)
set_light(type, mode)
PWM
Sta
nd
ard
ized
Inte
rfac
e
AUTOSAR Interface
Xenonlight
set_light(type, mode)
set_current (…)
DIO
Use case ‘Front-Light Management’ Exchange of type of front-light
Operating System
Communication Control
Memory Management
Drivers
Hardware
ECU2
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SystementwicklungAUTOSAR-Methode
Wechsel von Scheinwerfer auf Xenon-Scheinwerfer
80
unverändert
neu
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Verteilung auf drei Steuergeräte
81
13
Use case ‘Front-Light Management’ – Multiple ECUs
CAN Bus
ECU-Hardware
AUTOSAR RTE
Standardized Interface
Microcontroller Abstraction
ECUAbstraction
AUTOSARInterface
Std. Interface
StandardizedInterface
Communi-cation
Std. Interface
CAN Driver PWM
AUTOSAR Interface
Xenonlight
set_light(type, mode)
set_current (…)
ECU-Hardware
AUTOSAR RTE
AUTOSAR Int.
SwitchEvent
Standardized Interface
Microcontroller Abstraction
Std. AUTOSARInterface
Services
Std. Interface
ECUAbstraction
AUTOSARInterface
Std. Interface
StandardizedInterface
Communi-cation
Std. Interface
DIO
check_switch ()
AUTOSAR Interface
LightRequest
switch_event(event)
switch_event
(event)request_light
(type, mode)
AUTOSAR Interface
Front-Light Manager
get_keyposition()
request_light(type, mode)
set_light(type, mode)
Microcontroller Abstraction
Standardized Interface
StandardizedInterface
Communi-cation
Std. Interface
CAN Driver
ECU-Hardware
AUTOSAR RTE
CAN Driver
Operating System
Communication Control
Memory Management
Drivers
Hardware
ECU3
Operating System
Communication Cont.
Memory Management
Drivers
Hardware
ECU4
Operating System
Communication Cont.
Memory Management
Drivers
Hardware
ECU5
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SystementwicklungAUTOSAR-Methode
Verteilung auf 3 Steuergeräte
82
unverändert
neu
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83
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Xenon-Scheinwerfer
84
Xenon-Scheinwerfer bieten deutliche Verbesserungen gegenüber konventionellen Halogenlampen. Sie entlasten den Fahrer bei Nachtfahrten durch ihr dem Tageslicht ähnliches Lichtspektrum und führen damit zu mehr Sicherheit. Sie zeichnen sich durch eine große Reichweite sowie eine sehr gute Seitenausleuchtung aus. Weitere Pluspunkte sind der geringe Energieverbrauch sowie die Haltbarkeit, die konventionellen Halogen-Lampen überlegen ist.
Als Lichtquelle dient eine so genannte "Gasentladungslampe":Durch einen Funkenüberschlag zwischen zwei Elektroden entsteht in der Xenongas-Atmosphäre im Lampenkolben ein ionisierter Gasschlauch, durch den dann elektrischer Strom fließt, der das Gasgemisch in Form eines Lichtbogens zum Leuchten anregt. Für den Betrieb dieser Lampen ist eine aufwendige Elektronik erforderlich, um unter anderem die hohe Zündspannung von 18.000 bis 30.000 Volt zu erzeugen und das automatische Wiederzünden und den konstanten Betrieb (bei nur 35 Watt Leistung) zu gewährleisten.
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Xenon-Scheinwerfer
85
Xenon-Scheinwerfer bieten deutliche Verbesserungen gegenüber konventionellen Halogenlampen. Sie entlasten den Fahrer bei Nachtfahrten durch ihr dem Tageslicht ähnliches Lichtspektrum und führen damit zu mehr Sicherheit. Sie zeichnen sich durch eine große Reichweite sowie eine sehr gute Seitenausleuchtung aus. Weitere Pluspunkte sind der geringe Energieverbrauch sowie die Haltbarkeit, die konventionellen Halogen-Lampen überlegen ist.
Als Lichtquelle dient eine so genannte "Gasentladungslampe":Durch einen Funkenüberschlag zwischen zwei Elektroden entsteht in der Xenongas-Atmosphäre im Lampenkolben ein ionisierter Gasschlauch, durch den dann elektrischer Strom fließt, der das Gasgemisch in Form eines Lichtbogens zum Leuchten anregt. Für den Betrieb dieser Lampen ist eine aufwendige Elektronik erforderlich, um unter anderem die hohe Zündspannung von 18.000 bis 30.000 Volt zu erzeugen und das automatische Wiederzünden und den konstanten Betrieb (bei nur 35 Watt Leistung) zu gewährleisten.
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Bi-Xenon-Scheinwerfer
Der Bi-Xenon-Scheinwerfer ("Bi" = Zwei) ist eine Weiterentwicklung des Xenon-Scheinwerfers. Mit einem Scheinwerfer können sowohl Abblend- als auch Fernlicht erzeugt werden. Eine bewegliche Blende (Shutter) schirmt beim Abblendlicht einen Teil des Lichtstrahls ab. Wird die Lichthupe, beziehungsweise das Fernlicht betätigt, wird die Blende aus dem Lichtstrahl bewegt und gibt die zusätzliche Leuchtkraft frei.
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SystementwicklungAUTOSAR-Methode
Anpassung Limousine - Kabrio, Kombi
87
neu
neu
neu
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SystementwicklungAUTOSAR-Methode
Anpassung an andere Modelle
88
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SystementwicklungAUTOSAR-Methode
Anpassung an andere Modelle bei gleicher Funktionsarchitektur
89
unverändert
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SystementwicklungAUTOSAR-Methode
Anpassung an andere Modelle bei gleicher E/E-Architektur
90
unverändert
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SystementwicklungAUTOSAR-Methode
Anpassung an andere Modelle bei gleicher Vernetzung/Verkabelung
91
unverändert
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SystementwicklungAUTOSAR-Methode
Anpassung an andere Modelle bei gleicher Funktionsarchitektur, gleicher E/E-Architektur und gleicher Vernetzung/Verkabelung
92
unverändert
unverändert
unverändert
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Soweit zur Theorie, in der Praxis
„Es gibt nur wenige AUTOSAR-Schnittstellen weils so aufwendig ist.“
Folgende Punkte aus dem Vortrag von Dipl.-Phys. Andreas Möstel, Robert-Bosch GmbH sollten in Erinnerung bleiben: Bosch verwendet für die Implementierung des Steuergerätes DCM ein Autosar Stack von Elektrobit mit 7
BMW spezifischen Modulen und einer MCAL Anpassung von Infineon.
Die jetztige Tool Landschaft und Unterstützung macht die Einbindung von neuen Funktionalitäten (wie z.B. eines neuen Signals) sehr aufwändig, an vielen Komfigurationsdateien des AUTOSAR Stacks muss geändert werden und die Konsistenz wird nicht durch die Tools unterstützt.
Die Konfiguration des AUTOSAR Stacks erlaubt keinen Merge-Funktion. Beispiel 80% ist von Projekt übernehmbar und nur 20% wäre auszutauschen für eine andere Baureihe oder OEM. Dazu muss der komplette Stack getrennt und isoliert verwaltet und konfiguriert werden.
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Unterschiedliche Interessen
Automobilhersteller Wiederverwendung
Austauschbarkeit von Zulieferern
Kostensenkung durch geringere Einkaufspreise
Zulieferer Wiederverwendung
Verkauf an verschiedene Kunden
Kostensenkung durch höhere Stückzahlen
Keine Austauschbarkeit
Werkzeughersteller, BSW-Anbieter Keine Austauschbarkeit
Halbleiterhersteller Ein MCAL für alle BSW unabhängig vom BSW-Anbieter
94
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12
CUBAS
Bosch entwickelt eine eigene AUTOSAR-Basis-Software, die für alle Steuergeräteplattformen der Geschäfts- und Produktbereiche des gesamten Unternehmensbereichs Kraftfahrzeugtechnik (UBK) eingesetzt wird. Sie wird als CUBAS (Common UBK Basis-Software) bezeichnet.
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6
AUTOSAR Consulting
6
Microcontrollers by XYZ
Microcontroller abstraction layer to be
developped
Provided by customers of XYZ
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Artop – AUTOSAR Tool Platform
97
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22
Organisation
Schichtenmodell
Systementwicklung
Bussysteme im KFZ
Software-Architektur
Anwendungsbeispiele
Geplante AUTOSAR-Anwendungen
AUTOSAR
98
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Initial WP structure Phase III
Existence of Work Packages will depend on
sufficient participation
Work Packages
Functional Safety
WP-1.3
Body and Comfort
WP-10.1
Powertrain
WP-10.2
Chassis Control
WP-10.3
Occupants and Pedest. Safety
WP-10.4
Methodology and Configuration
WP-1.2
Conformance Test Specification
WP-2.2
Software Architecture
1.1
Software Architecture
and OS
WP-1.1.1Vehicle and
Application Mode Mgmt.
WP-1.1.2
COM StackWP-2.1.1
MCALWP-2.1.3
DiagnosticsWP-2.1.4
Basic Software
2.1Basic Software
Validation
WP-3.1
MM / T / HMI
WP-10.5
1
System Architecture
2Software and
Test Specification
3
Validation
Coordination of Appl. Interfaces
WP-10.0
10
Application Interfaces
LibrariesWP-2.1.5
VFB and RTE
WP-1.1.5
Lead Work Package
WP-x.y
Work Package
WP-x.y
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100
AUTOSAR TutorialOct. 23rd 200861
! Powertrain Domain" Powertrain Coordinator
" Transmission System
" Combustion Engine
" Engine torque and mode management
" Engine Speed And Position
" Combustion Engine Misc.
" Electric Machine
" Vehicle Motion Powertrain
" Driver Request
" Accelerator Pedal Position
" Safety Vehicle Speed Limitation
! Chassis Control Domain" Vehicle Longitudinal Control
" Electronic Stability Program
" Electronic Parking Brake
" Adaptive Cruise Control
" Roll Stability Control
" Steering System
" Suspension System
" Stand Still Manager
" High Level Steering
" Vehicle Stability Steering
" Driver Assistance Steering
" All Wheel Drive/ Differential Lock
! Body Domain" Central Locking
" Interior Light
" Mirror Adjustment
" Mirror Tinting
" Seat Adjustment
" Wiper/Washer
" Anti Theft Warning System
" Horn Control
" Exterior Lights
" Defrost Control
" Seat climatization
" Cabin climatization
" Steering wheel climatization
" Window Control
" Sunroof/Convertible control
" Steering column adjustment
" Roller blind control
AUTOSAR Application Interfaces
Compositions under Consideration
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101
AUTOSAR TutorialOct. 23rd 200861
! Powertrain Domain" Powertrain Coordinator
" Transmission System
" Combustion Engine
" Engine torque and mode management
" Engine Speed And Position
" Combustion Engine Misc.
" Electric Machine
" Vehicle Motion Powertrain
" Driver Request
" Accelerator Pedal Position
" Safety Vehicle Speed Limitation
! Chassis Control Domain" Vehicle Longitudinal Control
" Electronic Stability Program
" Electronic Parking Brake
" Adaptive Cruise Control
" Roll Stability Control
" Steering System
" Suspension System
" Stand Still Manager
" High Level Steering
" Vehicle Stability Steering
" Driver Assistance Steering
" All Wheel Drive/ Differential Lock
! Body Domain" Central Locking
" Interior Light
" Mirror Adjustment
" Mirror Tinting
" Seat Adjustment
" Wiper/Washer
" Anti Theft Warning System
" Horn Control
" Exterior Lights
" Defrost Control
" Seat climatization
" Cabin climatization
" Steering wheel climatization
" Window Control
" Sunroof/Convertible control
" Steering column adjustment
" Roller blind control
AUTOSAR Application Interfaces
Compositions under Consideration
UnterhaltungselektronikEntertainment
Telematik
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AUTOSAR Basis Software Module
102
20
AUTOSAR Runtime Environment (RTE)
Application Layer
Microcontroller
AD
C
DIO
CC
U
PW
M
LIN
CA
N
SP
I
EE
PR
OM
FLA
SH
WD
T
GP
T
Ext. B
US
MC
U
Pow
er &
Clock U
nit
µC
e.g. CC
U
e.g. PC
P
e.g. TP
U
FlexR
ay
SC
I
I/O Drivers
PO
RT
Driver
AD
C D
river
DIO
Driver
PW
M D
river
ICU
Driver
Microcontroller Drivers
Watchdog D
river
MC
U D
river
GP
T D
river
Communication Drivers
CA
N D
river
LIN D
river
SP
I Handler D
river
Memory Drivers
RA
M T
est
internal EE
PR
OM
D
river
internal Flash D
river
Communication Services
Generic NM Interf.
FlexR
ay NMFlexRay
TP
DCMDiagnostic
Com.Manager
IPDU Multi-plexer
Communication Hardware Abstraction
Memory Services
NVRAM Manager
CR
C Lib
Flash C
heck
System Services
Function Inhibition M
anager FIM
Watchdog M
anager
Developm
ent Error
Tracer
Diagnostic E
vent M
anager DE
M
AU
TO
SA
R O
S
I/O Hardware Abstraction
Memory Hardware Abstraction
Memory Abstraction Interface
Onboard Device Abstraction
External Watchdog
Driver
CAN NM
CAN TP
Ext. Flash Driver
Flash EEPROM Emulation
FR
Driver
LIN Interface
Ext. C
AN
D
river
CAN Interface
CA
N transc
Driver
Ext. F
R
Driver
FR InterfaceF
R transc
DriverExt.
EEPROM Driver
EEPROM Abstraction
Watchdog Interface
PDU Router
LIN TP
AUTOSAR COM
LIN C
omm
unication S
tack
BS
W S
cheduler
Com
munication
Manager
I/O Hardware Abstraction
AUTOSAR Basic Software Modules
CANSM
LINSM
FRSM
EC
U S
tate Manager
LIN CAN Flexray
IP
MOST!!
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103
AUTOSAR Roll-Out
The AUTOSAR Core Partner Exploitation Plan (2008 - 2012)
8. October 200926
Core Partner 2008 2009 2010 2011 2012
! !10 AUTOSAR BSW
modules as part of Std Core in
vehicles, tool / serial support in
place
! Powertrain-, Chassis-,
Safety-, Body- ECUs use
AUTOSAR architecture
! Body Computer with subset
of AUTOSAR specs
incorporated
! Instrument Cluster with
subset of AUTOSAR specs
incorporated
! ACC ECU using
AUTOSAR architecture.
! Powertrain EDC/ME(D)17
ECUs using AUTOSAR
architecture
! Domain Control Unit using
AUTOSAR BSW
! Chassis ECU using
AUTOSAR architecture
! Body Computer using
AUTOSAR architecture
! Complete BSW Stack as
Product
! AUTOSAR Configuration
Tool
! Body ECUs using
AUTOSAR architecture
! Powertrain ECUs using
AUTOSAR architecture
! Chassis ECUs using
AUTOSAR architecture
! Engine Systems Platform
based on AUTOSAR
architecture
! First usage of AUTOSAR
modules in vehicles
! First AUTOSAR compa-
tible ECUs in vehicles
! Introduction of AUTOSAR
architecture and methodology
in vehicles
! 1-2 AUTOSAR conformant
ECUs; first use of conformant
tools/methodology
! Continuous roll-out of ECUs
into vehicle architecture
increased use of conformant
tools / methodology
! First usage of AUTOSAR
modules
! First use of AUTOSAR
architecture ECU
! Powertrain ECU using
AUTOSAR architecture! Body ECU using
AUTOSAR architecture
! First usage of AUTOSAR
modules! AUTOSAR Architecture ECU
! First AUTOSAR modules
in series production
! First complete ECUs
in series production
AUTOSAR – A Worldwide Standard is on the Road