NEWS ToyotalookstoFordfor smartphoneintegration · Page 2: Toyota-Ford integration Page 3: ......

The monthly magazine for automotive electronics engineers

vehicle-electronics.biz

IN THISISSUE

Page 2: Toyota-Fordintegration

Page 3: Bosch andDaimler automatedparking project

Page 7: MentorAutomotive Forumreport

5: Turning acar into a revenuestream

Page 21: Learningdata security lessons

Page 25: JaguarLand Rover researchprogrammes

Page 30: Altera andXilinx plans

Page 34: Ford seesround the bend

Page 35: Productnews

Page 40: Contactdetails

Issue 19July 2015

NEWS

Vehicle Electronics July 2015, Page 2

An open-source versionof Ford AppLink, calledSmart Device Link(SDL), is being studiedby Toyota for future inte-gration into vehicles forcommand and control ofsmartphone apps throughdashboard buttons, dis-play screens and voicerecognition technology.Adoption of SDL by

other vehicle manufactur-ers and suppliers shouldgive drivers more choicein how they connect andcontrol their smart-phones, and help growthe automotive developercommunity by creatingapps that work across dif-ferent brands and vehi-cles.SDL lets car makers

maintain control of userinterface design for prod-uct differentiation whilehelping provide animproved consumer ex-perience through enter-tainment, information andnavigation app develop-ment.Toyota’s adoption of

SDL technology is said toshow traction is gainingfor the open-source soft-ware project goal of cre-ating an automotiveindustry-based standardfor integrating smart-phone apps into vehicles.

“Dashboard interfacedesign and smartphoneconnectivity are key ele-ments for product differ-entiation within theindustry,” said Don But-ler, executive director ofFord Connected Vehicle& Services. “At Ford, weview all aspects of timebehind the wheel as coreto the experience we pro-vide customers. We’repleased other members ofthe industry feel the sameway, and look forward toworking together to driveeven more support for theSDL developer commu-nity.”In Ford vehicles

equipped with Sync,AppLink serves as the ap-plication programminginterface that allowssmartphone apps suchas Spotify, Glympse,iHeartRadio, Pandora andothers to be accessed bydrivers using voice recog-nition and dashboard con-trols.Ford created SDL by

contributing the AppLinksoftware to the open-source community. Thegoal is to help drivegrowth of the automotiveapp developer commu-nity and provide car mak-ers with a way tomaintain differentiated

Toyota looks to Ford forsmartphone integration

connectivity and naviga-tion systems that deliveron expectations for smart-phone app integration.SDL software allows

access to in-vehicle con-trols including displayscreens, buttons and thevoice recognition engineto deliver a fully inte-grated app experience fordrivers and passengers.Toyota is engaging with

the SDL project, and in-vestigating further collab-oration with Livio andFord. Livio, a whollyowned subsidiary ofFord, is the project main-tainer of SDL technology.“We first introduced

AppLink to serve our cus-tomers’ desire to accesstheir apps inside the car,”said Butler. “Then we

launched the Ford devel-oper programme to sup-port the ecosystem ofdevelopers creating new,innovative experiences.Now, with SDL, we’redemonstrating our long-term commitment to ourcustomers, and the indus-try overall, to make iteasy for smartphones andcars to work togethereverywhere around theworld.”Branded as AppLink,

SDL technology is avail-able on more than fivemillion Ford vehicles inNorth America, SouthAmerica, Europe and theAsia Pacific. Three newmarkets are slated tocome on board this year –Taiwan, New Zealandand Thailand.

SDL could bring AppLink to more vehicles

Intel is collaborating withJaguar Land Rover to in-tegrate the company’sRealsense technologyinto the next generationof cars, according toIntel’s senior VP DougDavis speaking at lastmonth’s Automobil Elek-tronik Congress in Lud-wigsburg, Germany.Realsense is Intel’s

strategy for a next-gener-ation software-definedcockpit and the companydemonstrated a sensor-laden glove for use in au-tomobile manufacturing.“Imagine stepping into

a car that recognises yourfacial features and beginsplaying your favouritemusic,” said Davis, “or apair of gloves that knowsthe history of your vehi-cle from the time of its in-ception as a lone chassison the factory floor.”Intel is working with

several automotive com-panies including MagnetiMarelli, Harman, BMW,Porsche, Jaguar LandRover, Fiat Chrysler

Intel and Jaguar collaborateon software-defined cockpit

Auto, Ford and GM.“We have all heard that

the car is the ultimateconsumer device,” saidDavis. “To that end, weare making bold invest-ments in 3D, whichblends reality with thedigital world throughIntel Realsense technol-ogy.”The consolidation of

cluster displays with in-vehicle infotainmentforms the basis of Intel’ssoftware-defined cockpit.This approach seamlesslymerges IoT-connected ex-periences, both inside andoutside the vehicle, into a

centralised communica-tions, command andcontrol console that auto-matically conforms tothe needs of individualdrivers.Former employees of

BMW and Ideo collabo-rated to build ProGlove,which is built on IntelEdison. The sensor-ladenglove improves factoryefficiency by recognisingthe vehicle parts thewearer is assembling.Since the ProGlove has ascanner built in, assemblyworkers no longer have toscan each part before itgoes into a vehicle.

Doug Davis tells of Intel-Jaguar collaboration

NEWS NEWS

Vehicle Electronics Vehicle ElectronicsPage 3, July 2015 July 2015, Page 4

No, this isn’t a scene from a horror movie but a virtual crash test dummy,and it is in the brace position, something difficult to achieve with a realdummy. If a car is about to hit something, the driver is likely to hit thebrakes and turn the wheel and the passenger, aware of what’s about to hap-pen, braces for impact.

These changes in posture – relaxed or braced – aren’t something physicalcrash test dummies can copy, but Toyota has produced software for itsThums virtual human modelling that replicates pre-collision reactions. Thelatest version adds a muscle modelling feature that can simulate he bodyattitude of different vehicle occupants, from relaxed to braced, allowing formore detailed computer analysis of the injuries collisions can cause.

Brace, brace!Virtual software isno dummy

Daimler, Bosch andCar2Go are to start a pilotproject this month for au-tomating parking in a carpark, with features suchas valet parking viasmartphone.Automated parking is

made possible thanks toan intelligent infrastruc-ture in the car park and avehicle control unit fromBosch in conjunctionwith the latest Mercedes-Benz on-board sensorsand the car-sharing ex-pertise of Car2Go. Thiscould enable automatedmanoeuvring in appropri-ately equipped parkinggarages in the near future.“Our customers are al-

ways the centre of atten-tion and all of our actionsare oriented towardsthem,” said ThomasWeber, a member of theDaimler board. “In future,the car will even go tothem. In collaborationwith our partner Boschand our mobility serviceCar2Go we are develop-ing and testing an infra-structure-based solutionfor a fully automatedvalet parking service. Forus another step on ourway to autonomous driv-ing – or as in this case to-wards autonomousparking.”A smartphone would

book a vehicle via

PSAPeugeot Citroën is touse Sierra Wireless de-vice-to-cloud technologyin its next generation ofconnected cars to expandfrom emergency notifica-tion into additional value-added connected servicesfor its customers.This will involve the

Airprime AR series ofsmart automotive mod-ules, the Legato platformand theAirvantage cloud.PSA has been a Sierra

Wireless customer since2001 and has connectedmore than 1.6 million ve-

hicles. Since the introduc-tion of its in-vehicleemergency notificationsystems in 2003, Peugeot,Citroën and DS vehicleshave sent more than13,000 alerts to emer-gency services operatingin 17 European countries.“Our long collaboration

with Sierra Wireless hasenabled us to offer ourcustomers leading-edgetechnology that not onlyhelps keep them safer, butnow could also provideconnected services thatdeliver additional value,”

said Brigitte Courtehoux,director of connected carsat PSA Peugeot Citroën.“Sierra Wireless technol-ogy provides us with fullautomotive-grade wire-less connectivity, applica-tion support and theremote management ca-pabilities we need to offerthese services efficientlyand cost effectively.”The additional services

are enabled through theLegato platform, whichprovides an applicationframework and develop-ment environment that al-

PSA picks Sierra forconnected car technology

lows third-party applica-tions to be built andhosted directly on thewireless module.With integratedAirvan-

tage cloud service, theseapplications can be se-curely downloaded andupdated remotely over theair.This next-generation in-

ternet of things systemwill begin to reach themarket within PSA’s2017 models.“PSA Peugeot Citroën

has always been visionaryin providing value to cus-tomers through deliveringconnectivity to its cars,”said Dan Schieler, seniorvice president for SierraWireless.

Bosch and Daimler partner onautomated parking project

Car2Go. As soon as theuser is ready in the pick-up-zone of the car park,the car drives up inde-pendently and the ridecan begin. Returning thecar is just as comfortable.The customer parks it inthe drop-zone of the carpark and returns the carvia smartphone. The in-telligent system of the carpark registers the vehicle,

starts it and directs it to anassigned parking space.“Fully automated park-

ing will be ready formass-production beforefully automated driving”,said Dirk Hoheisel fromBosch. “Low drivingspeeds and the informa-tion from the car park in-frastructure enable a fastimplementation.”Bosch is developing the

car park infrastructure, in-cluding parking space oc-cupancy sensors, camerasand communications. Thecommunications unit inthe vehicle controls theparking process and de-fines with Daimler the in-terface with existingvehicle components.Daimler will adjust the

sensor systems and thesoftware in the vehicles.

NEWS

Page 5, July 2015 Vehicle Electronics Vehicle Electronics July 2015, Page 6

NEWS

Anew type of automotivewaste heat recovery sys-tem has been fired up on arecently commissionedtest rig at the Universityof Brighton in the UK.The organic rankine cycletest rig uses a linear freepiston expander to over-come the technical andeconomic barriers tousing rankine cycle tech-nology for automotivewaste heat recovery.Initially configured to

simulate heavy-duty truckapplications, the 20kWesystem can be scaleddown to 3kWe for lightduty trucks and passengercars. It has the potential tobecome the first commer-cially viable method tocapture heat energy nor-mally wasted in the ex-haust, improving theefficiency of all types ofvehicles.The results from rig

tests are expected to con-

Brighton University tests carexhaust heat recovery system

firm the system’s poten-tial to convert the highgrade heat in the exhaustinto electrical power,which can contribute toeither powertrain or aux-iliary loads. By providingphysical test results tovalidate simulation tools,the data will allow Liber-tine to model specificcustomer applicationswith high confidence.The test rig and linear

free piston expander tech-nology will form a centre-piece at the Linear Powershow in Brighton from 7to 8 September.“Visitors to Linear

Power 2015 will be ableto see the system workingin the lab, review the re-sults and discuss potentialapplications,” said Liber-tine’s CEO Sam Cocker-ill. “As part of ourcontinuing relationshipwith Brighton University,we are co-sponsoring theLinear Power event to-

gether with Nidec SRdrives, an industrial part-ner on the heat recoverydemonstration project.”The project at Brighton,

part-funded by the UKgovernment throughInnovate UK, uses a pairof Libertine’s linear free-piston expanders in anethanol rankine cycle toextract energy from a hotgas source, which repre-sents the flow of a vehi-cle’s exhaust under arange of steady-state con-ditions. A free piston ex-pander system hasadvantages over turbo-generator systems.The flexibility and two-

phase flow tolerance per-mits useful output to begenerated during partload and transient condi-tions, which representmost drive cycle condi-tions. In addition, the sys-tem provides a largersingle-stage expansionratio, which suits ethanol-

water rankine cycles.Libertine’s piston

geometry, electrical ma-chine design and cylinderconstruction are suited torankine cycle applica-tions. By integrating theelectrical machine intothe cylinder wall, ratherthan attempting to isolateit with seals, the high fric-tion losses often encoun-tered by free pistonengine developers are re-duced. The expander alsouses a transfer-valvearrangement to meter thehigh-pressure workingfluid into the expansionchamber without the needfor active inlet valve con-trol. This is said to besimpler and more effi-cient than alternative inletvalve arrangements.Initial results from the

trials will be publishedduring the third quarter ofthis year, with completionof the tests scheduled forthe end of the year.Sam Cockerill

Device for capturing waste heat from a car exhaust

The Most Cooperationhas issued a call for pa-pers for the 16th MostInterconnectivity Confer-ence Asia on 12 Novem-ber 2015 in Tokyo.Anyone involved withMost technology canpresent designs, experi-ences, research resultsand outlooks into the fu-ture of automotive net-works.

“This year’s theme is‘Most versatile standard’as it provides a powerfularchitecture with freetopology configurationwhile keeping integrationsimple,” said HenryMuyshondt, Most Coop-eration administrator.“Supporting electricaland optical physicallayers, Most offers the ap-propriate network archi-

tecture for a large area ofHD audio-video and IP-based applications.”Suggested topics in-

clude physical layer, net-working and systemarchitecture, software andprotocols, complianceand quality, and applica-tions and series projectsexperience. Abstracts aredue by 11 September2015.

Most Asia issues call for papers

An interactive documen-tation tool can help cali-bration engineers get togrips with ECU software.The EHandbook fromEtas transfers Ascet,Simulink or C code de-velopment data to the in-telligent handbook.As engineers develop

ECU functions usingAscet or Simulink modelsand then translate theminto software, their ex-pertise soon adds up.Documentation can

quickly fill 10,000 to20,000 pages and, untilnow, calibration engi-neers have had to copewith all this as a PDF.They often have to refer

to this documentedknowledge during cali-bration, when they arefine-tuning the functions.

Interactive handbook helpsengineers calibrate ECUs

E-handbook for ECU calibration engineers

But leafing through enor-mous PDF files eats upvaluable time, heapingmore pressure on quali-fied calibration engineersin the already very lim-ited time available tothem in the test vehicle.Now e-handbook is an

interactive tool that pro-vides intelligent searchfunctions in place of

tedious manual searchesand automatically gener-ates interactive graphicsand models. These graph-ical representations givecalibration engineers animmediate overview ofthe ECU’s functions andsignal flows.There are three compo-

nents. Flexible transfer ofsource data into docu-

mentation with interac-tive graphics and modelsis handled by the con-tainer-build tool. The re-sulting handbook is thenstored in a container, put-ting the knowledge gener-ated by developmentwork a mouse click awayfor calibration engineers.The third component is

the navigator, a physicalinteractive tool that helpsengineers find their wayaround all the documenta-tion that function devel-opers generate.Alongsidea search function, there isthe option to get anoverview through graph-ics and models or to zoomin on the details. The toolcan also connect to cali-bration tools.“Switching from PDF

documentation to EHand-book is just like makingthe move from a roadatlas to a navigation sys-tem,” said Etas productmanager Patrick Frey.In refining the tool, Etas

worked closely with pilotcustomer Robert Bosch,where the tool is alreadybeing rolled out internallyfor ECU projects. Boschcan also provide its cus-tomers with interactivehandbooks for their ECUsoftware. Some car mak-ers have also evaluatedthe product.


Different domains in modern vehiclesmust come together to meet customerdemands, was the clear message fromlast month’s Mentor AutomotiveForum, as Steve Rogerson discovered

COMING TOGETHER

The forum was held on the Universityof Warwick campus

Vehicle ElectronicsPage 9, July 2015 Vehicle Electronics July 2015, Page 10

Paul Jarvie (pictured), network director for Aesin (Automotive ElectronicSystems Innovation Network), a UK initiative focussed on acceleratingelectronic systems into vehicles, said one of the key challenges on UKroads was congestion, which was costing the country about £4bn a year.And the average commute in the UK is between 47 and 58 minutes. But alot of the work to relieve this could be done on a small number of roadsas just 2.4 per cent of the roads carry a third of all traffic and 67 per centof all freight. This is why Aesin is involved in connected corridor projects.“The project will use existing network practices,” he said, “for both the

IT and automotive industry to demonstrate what is possible in a con-nected car architecture when combined with a wireless corridor.”The aim is for the result of this to be tested on a major motorway in the

UK.“We have completed the feasibility and business case,” he said. The next

step is to have an off-site moving demonstration by the end of this yearwith an on-site live demonstration within a year to 18 months.

Connectedcorridor

The software con-tent of a modernvehicle has be-

come a big part of thedecision-making processwhen buying a new car.Consumer expectationsare rising as they seeother electronic productsupdated every year. Thiswas the view from NigelHughes, product market-ing manager for MentorGraphics, as he openedthe company’s automo-tive forum at the Univer-sity of Warwick inCoventry, UK.“It is a lot less ‘here’s

the car, where’s the cus-tomer’ and more ‘here isthe customer and whereis the car to satisfythem’,” he said. “All thedomains must be broughttogether to keep pacewith the customer expec-

Nigel Hughes: “All the domains must bebrought together.”

Gunwant Dhadyalla: “The interaction betweenthe human and the vehicle is critical.”

tations of modern vehi-cles.”The level of complex-

ity this involves wasaptly illustrated by Gun-want Dhadyalla, princi-pal engineer at theUniversity of Warwick,who pointed out that apremium car today couldhave 100 million lines ofcode, compared with just6.5 million on a Boeing787. And that 80 to 90per cent of vehicle inno-vations come via theelectrical and softwaresystems. A half to two-thirds of R&D costs forembedded systems aresoftware related as are40 per cent of productioncosts.“Yet we cannot deliver

systems to the customerif they are not depend-able,” he said. “As we

move to connected andautonomous vehicles,ISO26262 has to be re-vised and reassessed asto how we deal withfunctional safety.”But he said that when

designing modern vehi-cles, the human-machineinterface and the wayhumans behaved in a ve-hicle were important ele-ments.“The interaction be-

tween the human and thevehicle is critical,” hesaid. “You can’t divorcethe two.”Ahsan Shamin, field

project engineer at Men-tor Graphics, also ac-knowledged the growingcomplexity.“The electronics and

electrical systems willneed to address the chal-lenges of complexity if

we are going to reducetime to market and re-duce the costs,” he said.“But we don’t want tocompromise on quality.”Electrical systems are

also the third most popu-lar reason for a recall,behind seatbelts andspeed control, and are in-volved in some of theother reasons.“The complexity in

vehicles is going out ofcontrol,” said AlecSinclair, lead engineerat Tata Motors’ Europeantechnical centre. “Everytime you add a new fea-ture, you double thecomplexity.”He said there was con-

stant pressure to increasequality levels but also tobe closer to the cus-tomer.“You need to be more

flexible to bring inchanges when you needto,” he said.Shamim proposed

using variants to focuson reusable componentsand build scalable archi-tectures.“A luxury car could

use the same ECUs andplatform as a compactcar,” he said. “Some ofthe basic features will bethe same.”One way to consolidate

the different domains,said Martin Wennberg,transportation applica-tions engineer at MentorGraphics, was to use areference platform.“The trends in automo-

tive,” he said, “were toreduce costs, increaseperformance and quality,increase safety with ref-erence to ISO26262, andshrink the time to mar-ket. But what is consoli-dation? In a vehicle,there are different func-tions with different net-works. The idea ofconsolidation is to putthe different domains inthe same box.”The problem has arisen

because of disconnecteddevelopment and design,said Thomas Heurung,technical manager atMentor Graphics.“It is important to

change that so you don’tkeep building up andbuilding up,” he said.“Being data driven is thekey aspect to eliminate

the tsunami and producea small wave that hope-fully we can ride.”He said that platform

level engineering wasthe way to connect thedomains as elegantly aspossible.

“It is possible to moveto a functional-centricuniverse,” he said. “Thisis what is needed to opti-mise the whole system.This lets you make edu-cated designs rather thandesigns based on gut

feelings. The key aspectis digital continuity fromfunction to implementa-tion across domains andwith design automation.”Hughes added: “Plat-

form level engineeringlets you correct mistakes


Martin Wennberg: “Complex in-car systemsneed to communicate efficiently.”

Thomas Heurung: “Being data driven is thekey aspect to eliminate the tsunami.”

as they are introduced. Itfundamentally changesthe game. And a data-centric flow is critical tostop these errors creep-ing back in during theflow.”

DomainsThe four domains con-sidered at the conferencefor consolidation werein-vehicle infotainment(IVI), driver informa-tion, adas and the ECUs.Infotainment combines

audio and video but withno real safety implica-tions.“The kids may be upset

if their game is lagging,but that doesn’t create asafety problem,” saidWennberg. “But withdriver information, thereis a safety issue. Warning

lamps can’t fail. Adas isthe new area; everybodyis talking about it andthere are demands forperformance and safety.The ECU domain is thefocus for all the do-mains. Autosar links ittogether, but there aremixed topologies withCan, Lin, Flexray, Ether-net and so on.”With infotainment, the

human-machine inter-face is normally con-trolled by the carmanufacturer. The appli-cations are usually acombination between theOEM and the tier-onesuppliers. The third seg-ment is the embeddedsoftware platform,“This is where Mentor

Graphics operates,” saidWennberg. “This is the

tier-two segment. Thefourth segment is theSoC choice.”But the infotainment

and driver informationsegments are alreadymerging.“We are moving more

towards a completegraphical environment,”he said. “The set up forthe instrument cluster isvery similar to what wesee for infotainment. Thedifference is the safetyrequirements.”On adas, the focus is

on active safety. “This isa very hot topic at themoment and does impactsafety requirements verymuch,” he said.He said the different

domains would, in thefuture, be connected byAutosar. “There are a lot

of benefits,” he said. Au-tosar can manage com-plexity, simplifyintegration, allow designreuse, provide functionalsafety certification, aidmaintenance throughoutthe vehicle life, automatedesign, and provide sup-ply chain efficiency.“Complex in-car sys-

tems need to communi-cate efficiently,” he said.“There is a plethora ofbuses with differentbandwidth requirements.Less hardware meansless cost. With the new,powerful SoCs, we be-lieve Autosar is the plat-form we can use to bringit all together. But, ofcourse, there are chal-lenges.”The first of these is

safety related. Putting

Ahsan Shamin: “We don’t want tocompromise on quality.”

Chris Shaw: “Feedback must be focussedand it must be right there.”

different domains intoone ECU means combin-ing different safety re-quirements andmanaging inter-domaincommunications. Shar-ing the software andhardware resources canbe quite complicated.“One way to resolve

this is to use a multi-coreSoC,” he said. “You can,say, divide it into twocores where one has thesafety class function andthe other is the non-safety-critical side. Andyou combine these into asafe graphics driver.”There are also different

ways of adding Autosarto the different domains.It could be bare metal ona separate core, but con-nections would beneeded. Another would

be to use a hypervisor toshare resources. Or theAutosar could be run byLinux. The downside isthat the start-up timewould be a little longer,which makes it not suit-able in many cases.And Shamim added:

“Autosar is one of thestandards that specifieshow to handle variants.”

NetworksThe move within auto-motive to Ethernet as themain communicationsnetwork is gaining trac-tion. Its speed of100Mbit/s scores muchbetter than Can’s 2Mbit/sor Flexray’s 10Mbit/s,which are not enough formany modern communi-cations needs within avehicle.

“The bandwidth ofEthernet can be achievedat a reasonable price,”said Tibor Kovacs, auto-motive network designerat Mentor Graphics. “Itis more expensive thanCan and Flexray but it ismuch faster. And thespeed of Ethernet will beextended.”Apart from providing a

high bandwidth at amoderate cost, protocolsare available out of thebox and it is easy to con-nect to external networksand consumer devices.There is also a lot of in-dustry knowhow.Can and Flexray use

shared communicationschannels whereas Ether-net uses a switchedchannel. The scalabilitywith Ethernet is also

very good. Can andFlexray have a staticconfiguration whereasEthernet can be static ordynamic. The messagesize with Ethernet can bebig rather than small ormedium with Can andFlexray.“Analysis with Ether-

Alec Sinclair: “Thecomplexity invehicles is goingout of control.”

Vehicle ElectronicsPage 13, July 2015

Thermal simulation can be a game-changing process for designing head-lights, believes Matt Milne (pictured), application engineer in MentorGraphics’ mechanical analysis department. The company’s Flo EFD com-putational fluid dynamics (CFD) software can be embedded directly insidemany cad systems to help with this.“This makes it easier to use as you can carry on working directly in

your mechanical cad system,” said Milne.This technology was originally developed by Flomerics, which Mentor

acquired in 2008. It is a general-purpose tool that can be applied to vari-ous systems within the automotive sector.During the conference, Milne demonstrated how it worked with a head-

light unit. With no cooling, it showed the LEDs were overheating. Addingfans to the simulation helped them run cooler. The tool also simulatedcold, with ice and condensation forming.“This general-purpose tool was originally developed for the Soviet space

programme,” he said.

Keeping theheat out ofheadlights


net is more complex,”said Kovacs. “It is not assimple as with Can. Eth-ernet can be used forconnecting multiple do-mains. Ethernet is anemerging, cost efficientbut complex technology.There is hardware, soft-

ware and tool supportavailable. Everything isready to start workingwith Ethernet.”One possible challenge

though is Most at150Mbit/s, and it is de-signed for automotive.But Kovacs does not see

it as a threat to Ethernet.“I see Most as fading

out,” he said. “It is ex-pensive and I think it hasreached its limits. It isnot as easy to deploy inthe car. And Ethernet hasthe potential to becomefaster.”

ChangesDuring the designprocess there are alwaysgoing to be changes, butthe trick is to managethese changes. The ear-lier in the designprocess, the easier it is tomake changes, but sys-tems should be in placeto handle late changes.“At the start, there is a

high degree of flexibilityand you can change thedesign as you want,”said Chris Shaw, appli-cations engineer at Men-tor Graphics. “But asmore is added to the de-sign, that flexibility goesaway; it become harderto make changes and itcosts more. Late changescan also lead to mistakesbeing made. Fixing thosemistakes can have ahuge effect on cost.”Hughes added: “The

cost of solving a prob-lem is about 30 timesmore if found at the re-call stage rather thanearly in the design cycle.It also gives you a poorreputation for quality inthe market.”Changes, though, said

Shaw, were inevitable.“All the processes you

put in place are notgoing to stop changeshappening,” he said.“The answer is to put aprocess in place thatmanages the changes.”Here, feedback is im-

portant. It must be quickand automatic to let theengineers understand the Tibor Kovacs: “I see Most as fading out.”

Delegates at the Mentor Automotive Forum at the University of Warwick

different cause and effectmechanisms.“Feedback must be fo-

cussed,” he said. “And itmust be right there, noton a different computer,so the engineer can focuson the task in hand with-out breaking the thoughtprocess.”Finally, the feedback

must be flexible and pre-sented in a natural waywith tables and graphsthat inform the engineer.Though simulation

sounded an obviousroute to solving prob-lems early, typically, saidHughes, there were asmall number of simula-tion experts and lots ofpeople throwing data at

them. But tools such asdesign rule checkers, hesaid, were a “great way”of catching errors as theywere made.

ConclusionThough technologiessuch as simulation andanalysis can help engi-neers optimise a system,they are not the wholestory. And while designrule checks help catcherrors early, to eliminateerrors a correct-by-con-struction process is re-quired.“This frees humans to

innovate,” said Hughes.“A data-centric flow isessential for keeping er-rors out.”

CONNECTED CARS CONNECTED CARS


PAY ASYOU GO

Mathieu Basiac explores how anautomobile can be turned into acontinuous revenue stream


Vehicle Electronics July 2015, Page 18Vehicle ElectronicsPage 17, July 2015

Car makers face a financialconundrum. They spendbillions of dollars invest-

ing in new features and technol-ogy to keep customers in theirshowrooms, but they have a verynarrow window of opportunity toturn that investment into revenue.

A typical family may purchase acar every four or five years. Soduring that time the manufacturermust wait, and wait some more,unable to delight that family withits latest innovations until a newpurchase is in the offing. In themeantime, that same family isspending money on lots of othergoods and services to address itsconstantly evolving daily needs.Car makers are losing out on thisdaily spending stream.

In fact, our fictional family’s au-tomobile needs are shifting andevolving constantly over the lifeof the car. A vehicle is really aservice – different family drivershave different needs, tastes andpreferences – they use the auto-mobile differently and value dif-ferent aspects of the vehicle’scapabilities depending on what ishappening at that particular time.The problem is the automobilemanufacturing industry is not

poised to take advantage of thoseshifting needs and profit fromthem. Not yet, anyway. But that ischanging.

Automobile-as-a-serviceWhat if a vehicle’s purchase rep-resented the beginning of themanufacturers revenue stream andnot the end? What if the vehiclecould be continually enhanced,upgraded, downgraded and modi-fied based on the evolving needsand tastes of the customer? Whatif it could become like a service,serving the needs of its owner inevolving ways over its useful life?What would that look like, andwhat do car makers need to do tomake this a reality?

Consider the following scenario:our fictional family of four has alimited automobile budget andthey’re in the market to replacetheir current vehicle. Their pri-mary needs are modest – a safe,reliable vehicle to be drivenmostly locally to get the kids toschool and do the family errands.They purchase a mid-marketsedan with a modest engine and apackage of no-frill features in-cluding basic radio.

But over the summer, the kids

How an automobile-as-a-service model could workfor updating a GPS system

leave for two weeks of summercamp, giving the parents an op-portunity to take a romantic tour-ing vacation through the Alps.Because it’s a vacation, the par-ents want to have a fun and excit-ing touring car for their adventure,so they leave the boring sedan athome and they rent a high-endsports sedan that has more power,GPS and satellite radio – all fea-tures that they wouldn’t splurgeon for their quotidian familysedan.

This scenario is a perfect illus-tration of why a car is actually aservice and not a static object. Thefamily’s driving needs change ac-cording to who is driving and thepurposes for which it is beingused. With the kids away and theparents stealing away for an ad-venturous adult vacation, theirneeds and tastes have temporarilyshifted. Because the family car nolonger suits their temporary needs,they purchased a substitute –rental car.

The rental fee is lost revenue forthe car maker. Why? Because thevehicle it sold could not be cus-tomised to accommodate the tem-porary needs of our child-free,adventure-seeking parents.

Historically, technology limita-tions made it impossible for man-ufacturers to accommodate theneeds of the parents in this sce-nario. Under the traditional manu-facturing model, the family sedanquite literally would have to betemporarily retrofitted with newhardware – a larger engine, GPSequipment, infotainment systemthat includes satellite radio – ascenario that would be unfeasible,prohibitively expensive and im-practical.

The features of a car no longer need to be fixed at the time of purchase

Today, the manufacturer couldaccommodate our family’s needsand capture this revenue in sec-onds with a few clicks of themouse.

In the above scenario, the carmaker would need to do severalthings to capture the incrementalrevenue that the parents, instead,spent with the rental agency. Howcould this be physically and eco-nomically feasible?

The question speaks to thelooming transformation of busi-ness models in the automotive in-dustry. A business that ischaracterised by occasional vehi-cle sales today is soon to becomethe automobile-as-a-service, creat-ing an on-going relationship be-tween car makers and consumerswith recurring revenues from

sales of hardware upgrades, appsand services. The recipe drivingthe transformation of car makersconsists of essential ingredients:platform plus apps plus service.This is delivered through a combi-nation of hardware platform (thevehicle and its component parts),software applications that controlfeatures and functionality of thevehicle hardware, and softwarelicensing and entitlement manage-ment which controls whichfeatures, functions and servicescustomers can access based onwhat they’ve paid.

Ford Motor is heading in that di-rection. Ford Sync is an early ex-ample of a next generationconnected software-driven dash-board or vehicle information andcommunications system. Ford of-

fers Sync in four editions basedon levels of features, bundledservices and optional subscriptionplans.

Ford Sync illustrates severalstrategies to grow revenues from aplatform plus apps plus servicesapproach. It manufacturers a sin-gle infotainment model, contain-ing all the features andfunctionality possible regardlessof package purchased. This modelcan be likened to an IPhone,which contains all the features andfunctionality possible, such ascamera, GPS, phone and so on.These features get activatedthrough software licensing andentitlement management, depend-ing on which apps are purchased.

Software is used to access theinfotainment system. A single



Ford Sync illustrates several strategies to grow revenues from aplatform plus apps plus services approach

software product can be sliced anddiced based on software featuresto create packages targeting spe-cific consumer sectors. This helpsFord create offers at differentprice points based on customerneed and willingness to pay, with-out having to acquire manufactur-ing costs for a specialisedhardware model for each need.For example, the Wifi hotspot isavailable in one package but notin others, allowing car makers togenerate revenues from customersthat want such features withouthaving to manufacture distincthardware models. In addition,several services are bundled inFord Sync; some require a sub-scription, while others are part ofa package. For example, vehiclehealth reports, which send enginediagnostic information to the Fordportal, are available in packages.Personalised traffic alerts andsatellite radio, on the other hand,require a subscription plan. Lastly,features such as HD radio areavailable as a pay-per-songmodel, similar to ITunes.

Drivers can download differentfeatures from the cloud

A platform plus apps plus serv-ices model allows a car makerendless revenue possibilities. Forexample, Ford has also partneredwith an insurance provider totrack and transmit mileage data,resulting in improved insurancerates for drivers. These creativeservices provide Ford with recur-ring revenues, in addition to an in-crease in customer loyalty for notonly Ford, but for its entire net-work, such as its insuranceprovider partner.

Electric vehicle makers such asBMW have also embraced theseideas by partnering with automo-bile charging networks. The dash-board of these cars have servicessuch as maps of charging stations,and include an option to reserve acharging spot at each station. Inthe future, drivers would be ableto record and store their drivingprofiles in the cloud and down-load them to any vehicle theychoose to drive, just as a smart-phone records roaming history. Inaddition, drivers would be able tolog into their car and receive thecorrect seat adjustment, thermo-stat settings, radio channels,games and more.

Internet connectivity anywhere,anytime in cars is the key enablerfor this model. As Gartner pointsout, a connected vehicle experi-ence provides the opportunity tomove beyond a vehicle-sale-cen-tric business model and towardsvarious monetisation opportuni-ties focussed on the sum of the au-tomobile ownership, drivingexperience and user-related as-pects.

Once a car maker upgrades itsmanufacturing supply chain to ac-commodate a software and licens-ing driven model, our fictitious

parents taking their childless va-cation would have had an alterna-tive to renting a sports automobilefor their adventure

They simply would need to signonto their vehicle portal and clickon the upgrade features theywanted temporarily for their sedan– an engine upgrade from 200 to500 horsepower, an upgrade in theinfotainment system to includeGPS navigation capabilities andmaps, and an upgrade to the satel-lite radio package. They wouldspecify the time duration (twoweeks), and the portal would gen-erate an invoice for the two weekupgrade – say €300, which couldbe paid automatically. Once thetransaction clears, the family’stemporary entitlements areprocessed and a signal is sent tothe car, upgrading the software li-cences, unlocking the upgradedfunctionality for the specifiedtime.

Supply chainThe transition to a software-dri-ven business provides tremendousopportunity for car makers togrow revenues. So how do theymake the transition? A software-driven business transformationwould require car makers to re-think product packaging and busi-ness models based on howconsumers want to use vehiclesand related apps and services. Asthe Ford Sync example illustrates,car makers will need to segmenttheir customers more and createtailored offerings at differentprices points.

Every driver and vehicle couldbe configured differently based onthe device platforms (for example,dashboard system), related appsand services. Layered on top are

the different ways drivers mighthave purchased apps and services,ranging from try-before-you-buy,subscription models, freemiummodels, pay-by-use, outright pur-chases and so on. All this can be-come quite complicated veryquickly, but tracking and manag-ing consumer entitlements is anessential pre-requisite to makingthis real.

These lifecycle processes in-clude: app installation and activa-tion; subscription management;firmware and app updates; deviceplatform provisioning, configura-tion management, device monitor-ing and remote management; appupgrades; and other changes toentitlements. Internet connectivityis a key enabler for automation offirmware and software updates, as

it is for data uploads from anddownloads to automobiles at theheart of many of these processes.

While some of this might still behypothetical at this stage in the in-dustry, the technology already ex-ists and is being used in manytypes of intelligent devices acrossindustry sectors such as telecoms,medical devices, oil and gas, testand measurement, and buildingautomation.

Making cars more intelligentwill extend their life, enable thecreation of new revenue streams,automate support, reduce manu-facturing costs and grow the cus-tomer base. In doing so, carmakers will transform their vehi-cles into platforms, greatly ex-panding their marketplace,increasing profitability and

achieving business goals.Embedding software, controlled

via licensing and entitlement man-agement, is the enabling technol-ogy that can help car makerstransform their vehicles into infi-nitely customisable, upgradableservices that can generate revenuethroughout their useful lives.

MathieuBasiacis vicepresidentof productmanage-ment atFlexeraSoftware



Don’t reinvent the wheelLars Reger says data security lessons can belearned from the banking industry to protectthe connected driver

Safety and securityare key issues as carsbecome more connected



There is no denying thattechnology has revolu-tionised our lives. Day-to-

day activities such as working,travelling, shopping and stayinghealthy have been made easierthanks to our world becomingsmarter and more connected.

The success of the connected

world relies on critical functionsand personal information beingwirelessly transmitted. However,the main priority is for this to bedone securely, reducing any riskto customer products or customerdata. Thankfully, one sector hasbeen protecting its customersfrom these vulnerabilities for

Could the same technology that keeps ATMs securebe used in connected cars?

decades – banking.This bodes well for one of the

most recent additions to the con-nected world – the connected car.Today, autonomous driving is nolonger a sci-fi dream but a realityof the not too distant future.That’s why there is now a veryreal need to provide mission criti-cal security measures in the auto-motive world. But automotivemanufacturers and serviceproviders don’t need to reinventthe wheel. They should instead belooking to learn from industriesthat have mature processes inplace to ensure security and pro-tect customer data, and adaptthese tried and test measures tomeet their needs.

As leading experts in imple-menting mission critical security,the banking and e-governmentsectors are in a prime position toteach the automotive industryabout this area.

Fortified networksThe banking industry seeks toprotect every aspect of transac-tions and cash withdrawals, fromend to end. The same secure ar-chitectures, including software al-gorithms and secure hardware,can also be used to protect theconnected car.

Take for example withdrawingmoney from an ATM or cashpointmachine. Once a card has been in-serted, multiple signals are sentfrom the ATM to the bank, whichin turn verifies the personal identi-fication number (PIN). This al-lows the bank to ensure that thecard belongs to the right customerand that it is a valid card.

This same procedure can be ap-plied to the connected car. If a carneeded to apply autonomously an

emergency brake, it would onlyhave a few milliseconds toprocess and implement the com-mand. During this time, severalhundred encrypted messages willbe sent and received from the carsand surrounding infrastructure viaV2X communications, telematicsand other wireless connections. Aswell as receiving the command,the messages also need to be veri-fied and authenticated as comingfrom a trustworthy source. Oncethis verification process is com-pleted, the car will have clearanceto apply the emergency brake.

This process is a mirror of whatis currently used in the bankingindustry – albeit at greater speedand complexity – and when car-ried out effectively will guaranteethere is no interference from out-side elements trying to disrupt theconnectivity between the variousvehicle-to-X (V2X) communica-tions technologies or to manipu-late critical car functions.

Personal informationAnother precondition for makingV2X communications a success isthe protection of personal data,such as location information ordriver ID, which could be storedwithin the smart and secure vehi-cles of the future.

Key elements of secure systemsare so called roots of trust or trustanchors, which contain and pro-tect specific data. These trust an-chors are small crypto-chips thatare today also used in productssuch as banking cards, passportsand health cards. To authorise anew card, encrypted signals aresent to a trust centre to verify theauthenticity of such a card. Withinthe trust centre, a protected data-base exists that contains the data Who will protect the data when cars talk to each other?

for different cards. Based on thesedata, it is possible to verify if anew PIN that has been enteredinto the ATM machine really be-longs to that specific card.

The same technology can alsobe used to protect personal datawithin connected cars and to ver-ify who can have access to the in-frastructure. So in the smarterworld when a coffee order andpayment information is sent to aservice station five kilometresaway, the secured IT communica-tions will ensure the signal isn’tintercepted by an unauthoriseduser posing as a service station.To enable these systems, the usedchips have to be optimally pro-tected against hacking so potentialhackers are unable to read the en-cryption algorithms and manipu-late the transmitted data.

Security lessonsThe banking industry has fallenvictim to numerous data breachesand cyber-attacks over the years.However, by regularly upgradingand adapting its security, the in-dustry has developed an intricate

and multifaceted security process.As a result, banks have some ofthe most secure networks and sys-tems of any industry. Replicatingthis kind of approach and priori-tising robust security processesthat constantly evolve with poten-tial threats will be essential for theautomotive industry to prove theconnected car and autonomousdriving will be a secure and safeform of transport, gain the trust ofdrivers and ultimately encourageadoption.

Lars Reger is CTO forautomotive at NXP

RESEARCH & DEVELOPMENT RESEARCH & DEVELOPMENT


SHADES OFGREY MATTER

Jaguar Land Rover road safetyresearch includes brain wavemonitoring to improve driverconcentration and reduce accidents

RESEARCH & DEVELOPMENT RESEARCH & DEVELOPMENT


Jaguar Land Rover’s pioneer-ing Mind Sense project is re-searching measuring

brainwaves to monitor driver con-centration in the car. Researchersare also developing a wellnessseat in a Jaguar XJ that can analy-ses the driver’s heart rate andbreathing to monitor driver healthand stress.

Other products in developmentinclude touchscreens that predictwhich button the driver wants topress as the user’s fingers are inmid-air to reduce time spent witheyes off the road and a haptic ac-celerator pedal to communicatehazards to the driver.

The overall aim of these roadsafety technology research proj-ects is to reduce the number of ac-cidents caused by drivers who arestressed, distracted and not con-centrating on the road ahead.

The Sixth Sense research proj-ects use advanced technology –from sports, medicine and aero-space – to monitor the driver’sheart rate, respiration and levelsof brain activity to identify driver

stress, fatigue and lack of concen-tration. The UK-based team isalso looking at innovations thatwould reduce the amount of timethe driver’s eyes are off the roadwhile driving, and how to com-municate with the driver viapulses and vibrations through theaccelerator pedal.

“We believe some of the tech-nologies currently being used inaerospace and medicine couldhelp improve road safety and en-hance the driving experience,”said Wolfgang Epple, Jaguar LandRover director of research andtechnology. “The car is becomingmore intelligent and more able toutilise cutting-edge sensors. Theseresearch projects are investigatinghow we could exploit this for thebenefit of our customers and otherroad users.

“One key piece of new researchis to see how we could measurebrainwaves to monitor if thedriver is alert and concentratingon driving. Even if the eyes are onthe road, a lack of concentrationor a daydream will mean the

driver isn’t paying attention to thedriving task. They may miss awarning icon or sound, or be lessaware of other road users so weare looking at how we could iden-tify this and prevent it causing anaccident.”

Mind senseThe basis of Jaguar Land Rover’sMind Sense research is to see if acar could effectively read thebrainwaves that indicate a driveris beginning to daydream, or feel-ing sleepy, while driving.

The human brain continuallygenerates four or more distinctbrainwaves at different frequen-cies. By continually monitoringwhich type of brainwave is domi-nant, an on-board computer couldpotentially assess whether a driveris focussed, daydreaming, sleepyor distracted.

“If brain activity indicates adaydream or poor concentration,then the steering wheel or pedalscould vibrate to raise the driver’sawareness and re-engage themwith driving,” said Epple. “If

How a leap motion sensor is used to detect handmovement: With the individual's hand on thescreen, the sensor detects full movement, includ-ing that of individual fingers

How the technology can be directly applied to abutton selection action: Through the use of theleap motion sensor, the individual can select abutton in mid-air without making contact withthe screen – the selected button is highlightedwith the red circle around it

Elements of Jaguar Land Rover’s Sixth Sense project

Mind Sense does not detect asurge in brain activity followingthe car displaying a warning iconor sound, then it could display itagain, or communicate with thedriver in a different way, to ensurethe driver is made aware of a po-tential hazard.”

The most common method formonitoring brainwaves is close tothe source using sensors attachedto a headband, something thatwould be impractical in a vehicle.Jaguar Land Rover is investigat-ing a method already used byNasa to develop a pilot’s concen-tration skills and by the US bob-sleigh team to enhanceconcentration and focus.

This detects brainwaves throughthe hands via sensors embedded inthe steering wheel. Because thesensing is taking place furtheraway from the driver’s head, soft-ware is used to amplify the signaland filter out the pure brainwavefrom any background noise.

Jaguar Land Rover is conductinguser trials to collect more infor-mation on the different brain-waves identified through thesteering wheel sensors and will in-volve leading neuroscientists inthe project to verify the results.

Wellness monitoringThe car maker is assessing how avehicle could monitor the well-being of the driver using a med-ical-grade sensor embedded in theseat of a Jaguar XJ. The sensor,which was originally developedfor use in hospitals, has beenadapted for in-car use and detectsvibrations from the driver’s heartbeat and breathing.

“As we develop more au-tonomous driving technologies,there will be instances when theautonomous car needs to handcontrol back to the driver,” saidEpple. “To do this safely, the carwill need to know if the driver isalert and well enough to take over.

So our research team is looking atthe potential for a range of drivermonitoring technologies to givethe car enough information to sup-port this decision. If the car de-tects severe health issues, orsimply how alert the driver is,then the car could take steps to en-sure the driver is focussed enoughon the driving task to take over.”

Monitoring the physical healthof the driver could not only detectthe onset of sudden and seriousillness that may incapacitate thedriver, but also allow the car tomonitor driver stress levels. Thiswould then allow the car to helpreduce stress, for example bychanging mood lighting, audiosettings and climate control.

Predictive screenTechnology can increase the speedand efficiency of the interactionbetween the driver and the info-tainment screen. The aim is to re-duce driver distraction by

RESEARCH & DEVELOPMENT PROGRAMMABLE LOGIC


There is no doubt that theautomotive programmablelogic market heated up last

month as both major players –Altera and Xilinx – hit the news.Altera was the big story, as Intelannounced it was acquiring thecompany, almost overshadowingthe announcement of its Stratix 10family, which could have majorimplications in the autonomousvehicles market. But Xilinx wasdetermined not to be outdone as itrevealed its revised automotiveroadmap.

But first Altera. Intel announcedit was buying the California com-pany for US$16.7bn as it sought

LOADUP

Steve Rogerson looks at the automotiveplans of Altera and Xilinx

to take control of its FPGA prod-ucts for use in IoT infrastructureapplications. The acquisition willcouple Intel’s products and manu-facturing process with Altera’sFPGA technology. The combina-tion is expected to enable newclasses of products that meet cus-tomer needs in the data centre andIoT market segments.

“I think this is a very coolmove,” said Chris Balough, seniordirector for Altera. “It will begood for us. Intel is looking atmerging their processors with ourFPGAs. Imagine a new class ofproducts that merge our technol-ogy with their technology. About

thirty per cent of data centrescould benefit from this.”

Intel plans to offer Altera’sFPGA products with Intel Xeonprocessors as customised, inte-grated products. The companiesalso expect to enhance Altera’sproducts through design and man-ufacturing improvements resultingfrom Intel’s integrated devicemanufacturing model.

“This is a dramatic piece ofnews,” said Balough. “It is Intel’slargest acquisition price in its his-tory. There is clearly a lot of valuethey place on our technology.”

With $2bn in 2014 revenues, Al-tera is the second-largest – behindXilinx – supplier of programma-ble logic devices and SoC FPGAs.

There are many applications andmarkets where a high-perfor-

Xilinx has had several design wins on the Ford F-150

reducing the amount of time thedriver’s eyes are on the screen.

“The driver will instinctivelylook at the infotainment screen ordashboard when pressing buttonsto select navigation, music or thetelephone,” said Epple. “It’s intu-itive. So our research is looking athow we could take a current info-tainment screen and increase thespeed and efficiency of this inter-action to minimise the time thedriver’s eyes are away from theroad and their hand is off thesteering wheel.”

The predictive infotainmentscreen prototype uses camerasembedded in the car to track thedriver’s hand movements and thisenables the system to predictwhich button the driver intends topress. This allows successful but-ton selection to take place in mid-air, which means users wouldn’thave to touch the screen itself. Inuser trials, this increases the speedof successful button selection by22 per cent and therefore reduces

Research intosensing a fingerbefore contact ismade

Haptic accelerator pedal couldhelp drivers respond correctly

the amount of time the driver islooking at the screen with theireyes off the road.

The system could also use mid-air touch to provide the driverwith a sensation, otherwise knownas haptic feedback, that their but-ton selection has been successful.Mid-air touch uses ultrasonics tocreate a touch sensation in mid-airwithout the skin needing to be incontact with any surface. The sen-sations could include a tap on afinger or a tingling on the finger-tips. As touch provides an imme-diate response to the brain, therewill be no need for drivers toglance at the screen for visualconfirmation which would helpkeep their gaze on the road ahead.

Haptic pedalHaptics could also be used tocommunicate with the driverthrough the accelerator pedal toincrease the speed of response andto ensure the correct action istaken.

To create these sensations in theaccelerator pedal, an actuator sitsat the top of the pedal arm and al-lows for vibrations or pulses to bepassed through to the foot of thedriver. The technology also uses atorque motor that can create re-sistance in the pedal feel.

This resistance could be used tonotify the driver that they arepushing the accelerator through aspeed limit. Alternatively, if youwere crawling along in traffic atimely warning through the accel-erator could prevent you bumpinginto the car in front.

“To avoid saturating the driverwith more visuals and sounds,which could overload and distractthem, we are exploring other waysfor the car to communicate withthe driver,” said Epple. “With ourhaptic pedals research we are in-vestigating non-visual ways tocommunicate which would enablethe driver to make smarter andfaster decisions and reduce the po-tential for accidents.”

PROGRAMMABLE LOGIC PROGRAMMABLE LOGIC


mance MPU and configurablelogic are designed to work side byside – industrial applications formilitary and aerospace, manufac-turing and process control, auto-motive applications, security andsurveillance, and broadcast, andmore. Even in high-performancecomputing, FPGAs perform co-processing functions.

Stratix 10However, could Altera’s Stratix10 be the jewel that Intel wantedwith this takeover? Even thoughdetails of the FPGAs and SoCswere only made public after thetakeover announcement, Intel hasknown about them for some time– they use Intel technology andIntel is the exclusive foundry forAltera and thus has access to itsroadmap.

The Stratix 10 is a major step upfrom previous Altera products andit is targeted right at data centresand IoT infrastructure applica-tions, the area that Intel is desper-ate to dominate as its core PCbusiness slides. But interestingly,trials of autonomous vehicles arebeing seen as a key area for theFPGAs and SoCs, according toCraig Davis, the company’s prod-uct marketing manager.

They use Altera’s HyperFlexFPGA fabric architecture built onthe Intel 14nm tri-gate process toprovide double the core perform-ance over previous generationFPGAs. The devices are based onquad-core Arm Cortex-A53processors and have 10Tflops on asingle piece of silicon. They canhave up to 5.5 million logic ele-ments.

Combining what is claimed tobe the industry’s highest perform-ance, highest density FPGA withadvanced embedded processingcapabilities, GPU-class floatingpoint computation performanceand heterogeneous 3D SiP inte-gration, enables users to addressdesign challenges in the next gen-eration of communications, datacentre, IoT infrastructure, militaryand high-performance computingsystems.

However, Davis said the devicewas also attracting interest fromcar manufacturers carrying out tri-als of autonomous vehicles.

“These are for the prototypeswhere they are willing to spendthe money,” he said. “We havehad interest from some of the carmakers doing this.”

He said the devices were not re-

ally suitable for current adas func-tions, as there were other devicesin Altera’s range that were a betterfit.

“But for the autonomous testing,that is happening,” he said. “Theyare a good fit.”

XilinxNot surprisingly, Xilinx has notbeen quiet while all this has beengoing on. The company was quickto put out a statement reassertingits commitment to its existingroadmaps, markets and industrydrivers, in particular its continuedexpansion of its FPGAs, 3D ICsand Arm-based SoCs.

“Xilinx is totally committed toour existing roadmap and highlyvalued customers across all exist-ing markets, including, but notlimited to aerospace and defence,test and measurement, ISM,automotive, broadcast, wiredcommunications, wireless com-munications and data centres,”said Moshe Gavrielov, CEO ofXilinx.

The statement even speculatedthat the Intel-Altera partnership

could lead to a more x86-centricapproach, neglecting growingArm-based applications.

“Our strategic goal is to expandour user base fivefold in fiveyears, enabling FPGA, softwareand system engineers to directlyprogramme Xilinx all-program-mable devices,” said Gavrielov.“We also intend to play a centralrole in the key industry drivers of5G, software-defined networking,network function virtualisation,cloud computing, industrial IoTand video and vision applications,including adas and the roadmap toautonomous vehicles.”

To back this up, the companydid a series of briefings to reas-sure people of its continued com-mitment to automotive, a marketthat it has been in since 2002 andin which it won its first major suc-cess in 2004 with Mercedes-Benzfor radar assisted adaptive cruisecontrol. On the Ford F-150, thehighest selling petrol vehicle inNorth America, it has several de-sign wins as well as in Japan withHonda, Acura and Isuzu and inEurope with Audi and Volkswa-

gen. It now has a 60 per cent sharein automotive PLDs.

“We are in the top ten of globalautomotive processor and logicsuppliers and expect to be numberseven or eight within the next 12months,” said Stephan Janouch,senior manager for automotive atXilinx. “This is due to our pres-ence in the adas market.”

The company’s focus is on theadas, infotainment and driver in-formation markets rather than inthe powertrain area where there isa demand for up to 150˚C ambienttemperatures.

“The highest we specify is125˚C, and in reality this is notsufficient for powertrain applica-tions,” said Janouch. “We havebeen looking at some powertrainapplications where we would havea value proposition, but it doesn’tmake sense for us to compete in amarket where customers are using$1 microcontrollers. There is notenough meat for us.”

The company has six technolo-gies that meet AEC-Q100 and arein volume production at OEMs.There are four in the FPGA sector

Stephan Janouch: “The path toautonomous driving is markedpretty clearly.”

Craig Davis: “For autonomoustesting, that is happening; theyare a good fit.”

Chris Balough: “There isclearly a lot of value Intelplaces on our technology.”

Stratix 10 is a major step up from previous Altera products

PROGRAMMABLE LOGIC DRIVER ASSISTANCE


– S2E 0.15µm, S3 90nm, S645nm and Zynq and Artix 28nm –and two in CPLDs – CRII 0.18µmand 9500XL 0.35µm. The com-pany also has its home-made qual-ity system that it claims is doublesome of the requirements of AEC-Q100.

Out of its target automotive mar-kets, infotainment is where it get-ting the most revenue but adas iswhere the company has the mostdesign wins.

“In the not so distant future, wewill generate more revenue withdriver assistance,” said Janouch.“The growth rate for adas is a lothigher than infotainment.”

He said a lot of this was due toinfotainment functions now beinghandled by standard chipsets,whereas with adas the flexibilityof programmable logic was amajor requirement.

As car makers continue on theirgoal towards autonomous driving,

this will grow further.“The path to autonomous driv-

ing is marked pretty clearly,” hesaid. “We know the steps on theway and we know where we aregoing. We want a flexible andscalable architecture that canwork on low-end as well as high-end vehicles.”

One of the big steps for semi-autonomous driving will be theZynq Ultrascale+, which is sched-uled for volume production forautomotive by mid-2017. Devel-opment and discussions with cus-tomers have already started andfirst silicon is expected by the endof this year.

“Selected customers have a lotof the documentation alreadyalong with tools for up-front de-velopment,” said Janouch. “Thereis already a software emulator anda hardware emulation board. Inthe future, Ultrascale+ will re-place several Zynq devices and

the host controller.”Features will include a four

times better performance per wattratio than current Zynq devices. Itwill consume more power but ishoped will deliver a lot more per-formance.

For now, a lot of the focus isstill on the Zynq 28nm all-pro-grammable SoC, which is alreadyin production at several OEMs.

“We believe by 2020 this will beresponsible for more than half ofour automotive revenue,” he said.“However, it is almost impossibleto win a design just with your owndevice, so we have built anecosystem around our offerings.”

This roadmap and ecosystem iswhy Janouch is not worried aboutAltera having the future backingof Intel.

“I don’t see the Intel takeover ofAltera as a threat to us,” he said.“We are not afraid of this combi-nation.”

Xilinx sees its Zynq range as the source of most of its automotive revenue going forward

Exiting blind junctions canbe a nerve-wracking expe-rience for drivers, as they

inch forward into traffic and strainto see and hear oncoming vehi-cles. To help, Ford is introducinga camera technology that can seearound corners, even when driverscannot, to help avert accidents.

The front split view camera –available as an option on the all-new Ford Galaxy and S-Max –displays a 180˚ view from thefront of the car, using a videocamera in the grille. At a blindjunction or exiting a driveway, thecamera enables drivers to spot ap-proaching vehicles, pedestrians orcyclists easily.

“It’s not just blind junctions thatcan be stressful, sometimes anoverhanging tree, or bushes canbe the problem,” said RonnyHause, engineer for driver assis-tance electronic systems at Fordof Europe. “Simply driving offdriveways can be a challenge.Much like a rear-view camera,front split view camera is one ofthose technologies that peoplewill soon find indispensable.”

The first-in-segment technologyis activated at the push of a but-ton. A 1Mpixel camera in the frontgrille enables drivers to see a real-time 180˚ view – both left andright – on the vehicle’s 20cmcolour touchscreen. Drivers cantrack road users that approach oneither side and pass in front of thevehicle. The camera, just 33mmwide, is kept clear by a speciallydesigned retractable jet-washer

that operates automatically whenthe windscreen wipers are acti-vated.

Data recorded by the EuropeanRoad Safety Observatory Safety-net project indicated that approxi-mately 19 per cent of driversinvolved in accidents at junctionsexperienced obstructions to view.The UK Department of Transportsaid that in 2013 vision affectedby external factors contributed to11 per cent of all road accidents.

“From sunrise to sunset, wetested the front split view cameraon all kinds of roads, congestedurban streets and areas with a lotof cyclists and pedestrians,”Hause said. “Tackling tunnels,narrow alleys and garages in alllight conditions also meant wecould ensure the technologyworked even when sunlight wasshining directly into the camera.”

The front split view camera willalso be offered on the all-newFord Edge upscale SUV, availablein Europe later this year.

“Pulling out on a blind junctioncan be a tricky manoeuvre fornew and experienced driversalike,” said Keith Freeman, AAquality training manager in theUK, who also trains young driversas part of the Ford Driving Skillsfor Life programme. “The best ap-proach has traditionally been tosimply lean forward to get thebest view whilst creeping for-wards with the windows wounddown to listen for approaching ve-hicles, but cyclists are a particularrisk as they can’t be heard. Thistechnology will certainly makeemerging from anywhere with arestricted view so much safer andthe experience less nerve-wrack-ing for those behind the wheel.”

Round the bend

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FPGAs and SoCs meet AEC-Q100Flash-based FPGAs andArm Cortex-M3 enabledSoC FPGAs from Micro-semi have achieved AEC-Q100 grade twoqualification. The Smart-Fusion 2 and Igloo 2 de-vices are claimed to bethe only such devices inthe industry to provideadvanced security andhigh reliability featurescritical for automotive ap-plications.

“Security and reliabilityare major concerns in au-tomotive applications,and these devices assurethe safety of our cus-tomers’ design, data and

hardware from tamperingand cloning,” said BruceWeyer, vice president andbusiness unit manager atMicrosemi. “In addition,the devices’ single eventupset (SEU) immunity

offers protection fromneutron-induced firmerrors, helping customersachieve zero defectrate – an essential re-quirement in the automo-tive industry.”

The devices are said tobe the most suitable alter-native to asics providinga low power, cost-effec-tive, secure and reliabledevice for automotive ap-plications including adas,V2V and V2X communi-cations, and electric andhybrid engine controlunits.

The devices are targetedfor the rapidly growingautomotive electronicssegment, as well as theindustry’s growing de-mand for high reliabilityand security for zero de-fect and tamper-free ap-plications.

Express Logic’s Thread Xrtos has been certified bySGS-TÜV Saar for use inthe highest integrity lev-els of ISO26262. The in-dependent tester analysedand verified the rtos foruse in the development ofsuch systems.

The company has alsoannounced the royalty-free rtos complies with allrequired and mandatoryrules of Misra C: 2004and 2012.

ISO26262 defines func-tional-safety processesthroughout the develop-ment lifecycle for all au-tomotive electronic andelectrical safety-relatedsystems. Consequently,the certification of ThreadX can simplify the certifi-cation process for auto-motive suppliers, savingthem time and money andreducing their risk.

With over two billionunits deployed already,the pre-certified Thread Xcan provide manufactur-ers a priority-based, pre-emptive-scheduling, fullydeterministic rtos that canreduce the hurdles inmeeting ISO26262.

Express Logic verifiedThread X Misra C com-pliance for both the 2004and 2012 standards usingIAR Embedded Work-bench C-Stat analysistool.

Rtos getsISO26262stamp

Hall sensor resists stressThe A1260 vertical Hall-effect sensor IC from Al-legro Microsystems is atemperature-stable andstress-resistant magneticsensing device for use inharsh operating environ-ments.

The device is actuatedby alternating north andsouth polarity magneticfields in parallel with thedevice’s branded facerather than perpendicularto it as in a traditionalHall-effect sensor. Thisenables system designersto achieve mechanicalconfigurations not feasi-ble with traditional planarHall sensors, includingreplacing through-holesip devices with minia-ture surface-mountSOT23 ICs, saving spaceand cost.

Optimised for the speedand position sensing of

ring magnets with motorsor encoders or other mov-ing or rotating assem-blies, it is targeted at theautomotive, communica-tions, consumer and in-dustrial markets.

Key applications in-clude motor commutationand speed and directionsensing in automotivewindow lifts, sunroofsand tail or lift gates, whitegoods, automated win-dow blinds, garage dooropeners and slidingdoors.

Included on chip arevoltage regulator, Hall-voltage generator, small-signal amplifier, chopperstabilisation, Schmitt trig-ger circuitry and an nmosoutput that can sink up to25mA.

The on-board regulatorpermits operation withsupply voltages from 3 to

24V and it incorporatesEMC robustness to pro-tect against high-voltagetransient events.

Qualified to AEC-Q100, it includes Zenerclamps, output short-cir-cuit protection and re-verse-battery protection.High-temperature per-formance is possiblethrough dynamic offsetcancellation, which re-duces the residual offsetvoltage normally causedby device over-moulding,temperature dependen-cies and thermal stress.

Typical operating point(BOP) is 25G, and its mag-netic operating character-istics are specified acrossthe operating voltage andtemperature ranges.

There are two packagetypes: a modifiedSOT23W surface-mountpackage (type LH) thatswitches with magneticfields oriented perpendic-ularly to the non-leadededge of the package; andan ultra-mini sip (typeUA), equipped forthrough-hole mountingand lead forming, thatswitches when a mag-netic field is presented tothe top edge of the pack-age, parallel with thebranded face.

Both packages areRoHS-compliant and lead(Pb) free (suffix, -T), with100 per cent matt tin-plated lead frames.

Silicon-proven IP fromSynopsys for automotiveapplications can acceler-ate SoC development.

The Designware IP in-cludes Ethernet audiovideo bridging, LPDDR4,Mipi CSI-2 and DSI,HDMI, PCI Express,USB, mobile storage,logic libraries, embeddedmemories, non-volatilememories, data convert-ers, Arc EM processorswith safety enhancementpackage (SEP), EV visionprocessors and the sensorand control IP subsystem.

The IP meets functionalsafety requirements and

addresses AEC-Q100 andTS 16949. With the IP,SoC designers can accel-erate their functionalsafety assessments andmeet the quality levels re-quired in automotive ap-plications such as for adasand infotainment.

Ethernet AVB,LPDDR4 and embeddedmemory IP are certifiedto be Asil B ready forISO26262. This is deliv-ered with safety packagesthat include failure modeseffects and diagnosticanalysis reports as well assafety plans and manuals,giving designers the doc-

Silicon-proven IP tospeed SoC development

umentation needed tocomplete their certifica-tion processes.

Arc EM processorswith SEP are for safety-critical embedded appli-cations and include theAsil D ready ArcMetaware compiler.

The company is also in-

vesting in IP that is AEC-Q100 tested and meets TS16949 quality manage-ment standards. AEC-Q100 outlines stress testsand reference test condi-tions for the qualificationof automotive gradeSoCs. By using IP testedagainst applicable AEC-Q100 specifications, de-signers can reduce designrisk and developmenttime for achieving SoC-level AEC-Q100.

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Automotive TVS diodesfrom Littelfuse can pro-tect sensitive electronicequipment from voltagetransients induced by loaddump and other transientvoltage events. TheseAEC-Q101 qualified de-vices have a 600W peakpulse power dissipationrating in a standardDO-15 package and anoperating junction tem-perature up to +175˚C.

The electrical perform-

ance and compact designof the TP6KE series givescircuit designers the op-portunity to upgrade theircircuit protection in anexisting design footprintor to design more robustprotection into new proj-ects.

They are suitable foruse in high-density carddesigns for high reliabil-ity and automotive appli-cations; they are alsouseful for protecting IO

interfaces, VCC bus andother vulnerable circuitsused in telecoms, com-puter, industrial andportable consumer elec-tronics applications.

Both unidirectional andbidirectional polarity de-vices offer 10 to 77Vstandoff voltage, whichfulfils design require-ments for automotive ap-plications.

They comply with IEC61000-4-2 and IEC

SPI flash memoryuses 90nm processAmic Technology AEC-Q100-certified SPI (serialperipheral interface) mul-tiple-IO NOR flash mem-ory ICs are available fromSolid State Supplies. Foroperation from -40 to+125˚C, the Amic A25L3V SPI NOR flash devicesare suitable for automo-tive and industrial appli-cations.

They are based on a ro-bust and proven 90nmprocess platform, ratherthan being implementedin the latest 65nm flashtechnologies. This means,says the company, high

levels of reliability andlong-term sustainabilityfor demanding applica-tion supply chains.

They come in memorydensities from 512k to64Mbit, and variouspackage styles includingsop, dip, uson, wson andBGA.

Electrical characteris-tics include maximumclock rate of 100MHz,2.7 to 3.6V single supplyvoltage for read, eraseand programme opera-tions, and standby cur-rents from 15 to 2µA forthe 64Mbit devices.

TVS diodes suit AEC-Q101

61000-4-4 standards.They are provided intape-and-reel packaging.

Flexi connectors forvalves on tyre pressuremonitoring systems(TPMS) have been intro-duced by PCL as an alter-native to a solid armconnector, especially fordirect TPMS – wheelmounted valve with solidvalve stem – the numbersof which are increasingworldwide.

While current PCL con-nectors are more than ad-equate for traditionalflexible tyre valves, testsshow that with a long armconnector (CO1 or CO3)a force of 90N causesfailure, and with a shortarm connector (CO5) aforce of 130N is re-quired to break di-rect TPMS

valves, which are notori-ous for having no give,unlike current valves.

These flexi connectorshave a flexible rather thana solid arm, which allowsthem to flex and bendwhen pushed hard on to atyre valve. This elimi-nates the risk of snappingthe TPMS valve, whichcan easily happen bybeing a little heavy-handed or clumsy.

This also means theyare suitable for accessingmotorcycle valves,which can be ob-structed byt h e i r

l a r g ebrake discs.

Flexi TPMS connector

A high-speed magneticrotary position sensor forautomotive applicationsis compatible with the re-quirements of ISO26262.Providing accurate ab-solute and incrementalmeasurement outputs atspeeds up to 28,000rpm,the AS5147P from AMSis for safety-critical appli-cations such as electricpower steering, brake andaccelerator pedals,pumps, double-clutchtransmissions, starter mo-tors, alternators andwindscreen wiper motors.

The device draws onpatented DAEC (dynamicangle error correction)technology to deliver ac-curate position measure-ments even at highrotation speeds. TheDAEC compensationscheme reduces the prop-agation delay inherent inthe sensor’s signal chainto almost zero. Thus, theangle error is a negligible0.02˚ at 1.7krpm, 0.17˚ at14.5krpm and 0.34˚ at28krpm.

The DAEC functionalso enables the device torefresh its measurementoutput every 1.9µs.

It has intrinsic immu-nity to stray magneticfields. Strong stray mag-netic fields are present invehicles, particularly

Rotary position sensor meetsISO26262 requirements

those with a partially orwholly electric drivetrain,which contain electricmotors and high current-carrying conductors.These stray magneticfields are much strongerthan that of the small tar-get magnet with which amagnetic position sensoris paired.

The differential sensingprinciple of the magneticposition sensors makesthem immune by designto stray magnetism. Thismeans automotive systemdesigners can avoid theneed to incorporate bulkyand expensive magneticshielding into their prod-ucts,. The high sensitivityalso enables the use of asmall (6mm diameter),low-cost target magnet.

The device was devel-oped in accordance with

the ISO26262 flow, fol-lowing the SEooC (safetyelement out of context)and AoU (assumption ofuse) guidelines, thushelping manufacturersachieve the requirementsof any Asil grade.

A safety manual andfailure mode effects diag-nostic analysis documentare provided, guiding de-signers on the way toachieve their target Asilgrade in various applica-tions.

Internal diagnostic fun-ctions support ISO26262processes, including de-tection of magnetic fieldstrength threshold andloss of magnet.

Both absolute and in-cremental angle measure-ments of a continuouslyrotating shaft are pro-vided, with a zero-posi-

tion setting. A standardfour-wire serial periph-eral interface allows ahost microcontroller toread 14bit absolute angleposition data and to pro-gramme non-volatile set-tings without a dedicatedprogrammer.

Incremental movementsare indicated by a set ofABI signals. The resolu-tion of the ABI signal isprogrammable to 4096steps/1024 pulses, 2048steps/512 pulses or 1024steps/256 pulses per rev-olution. Brushless DCmotors may be controlledthrough a standard UVWcommutations interfacewith a programmablenumber of pole pairs fromone to seven. The ab-solute angle position isalso provided as a PWM-encoded output signal.


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Editor and Publisher:Steve [email protected]

Advertising Manager:Jayne [email protected]

Web Site Manager:Martin [email protected]

Published by: Vehicle Electronics Magazine,72 Westwood Road, Nottingham NG2 4FS, UK

Web site: vehicle-electronics.bizTwitter: @velectronicsmag

© 2015 Vehicle ElectronicsISSN 2055-1177

Vehicle Electronics is available to readers world-wide. It will be published approximately twelvetimes a year in a digital-only format. All rightsreserved. No part of Vehicle Electronics may bereproduced or transmitted in any form or by anymeans, electronic or mechanical, including photo-copying or recording on any information storagesystem, without the written consent of the pub-lisher. The publisher cannot be held responsiblefor loss or damge to unsolicited press releases orphotographs. Views of contributors and advertis-ers do not necessarily refelect the policy ofVehicle Electronics or those of the publisher.

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For testing automotivecable, the ShockLinetwo-port MS46522B andfour-port MS46524B vec-tor network analysers(VNA) from Anritsu havean independent sourceper VNA port. All thesources can sweep at thesame time for measuringforward and reverse S pa-rameters simultaneously.

This simultaneoussweep feature lets two-port measurements beconducted twice as fastand four-port measure-ments four times as fast,improving throughput inmanufacturing.

As well as automotivecables, they can also beused for designing andmanufacturing mobilenetwork equipment, mo-

Vector network analysersuse simultaneous sweep

bile devices, high-speeddata interconnects andsystem integration com-ponents.

They address the S pa-rameter and time-domainmeasurement require-ments of a completerange of passive deviceapplications. Faster fre-quency and time domain

measurements can beachieved with a time do-main with time gating op-tion. In this configuration,the four-port model canconduct single-ended,mixed-mode and time do-main reflectometry(TDR) measurements onmultiport and differentialdevices.

They are housed in a3U high chassis to fit con-ventional rack systemsand the short depth allowsmore bench space for ca-bling and the DUT.

They use standard lancommunications for ro-bust remote control inproduction test environ-ments.

A surface-mount powermetal strip resistor with awide side terminal con-struction that yields a 1Wpower rating in the 0612case size is available fromVishay Intertechnology.The WSL0612 combinesits high power-to-footprint-size ratio withresistance values down to0.001Ω and stable resist-ance tolerances to 1.0%.

The construction incor-porates a solid metalnickel-chrome alloy resis-tive element with TCRless than 20ppm/˚C.

The resistor is suitablefor current sensing andpulse applications, in-cluding switching and lin-ear power supplies,instruments, power am-plifiers, and shunts in au-tomotive electroniccontrols such as engines,brushless DC motors,

anti-lock brakes, and cli-mate and battery manage-ment controls. It can alsobe used for industrialcontrols, including down-hole test and measure-ment equipment for oiland gas well drilling, in-verter controls for hvacsystems, and DC-DCconverters for servers,VRMs for laptops, andLi-ion battery safety andmanagement.

The all-welded con-struction contributes to itselectrical performance. Aproprietary processingtechnique produces resist-ance values from 0.001 to0.003Ω, with tolerancesof 1.0 and 5.0%. ThermalEMF is less than 3µV/˚Cand temperature range isfrom -65 to +170˚C.

The device is lead (Pb)-free and RoHS-compli-ant.

Rated at 1Wwith resistancedown to 0.001Ω

Freescale Semiconductorhas introduced the S32K,which it claims is the firstautomotive microcon-troller designed to speedand simplify software de-velopment significantly.The MCU is based on theArm Cortex architecture.

To streamline softwareengineering and automo-tive software develop-ment beyond thetraditional Autosar micro-controller abstractionlayer, the company hasintroduced an automo-tive-grade software de-velopment kit providingmiddleware for a set ofdrivers necessary to oper-ate the MCUs.

An open integration en-vironment for developerstargeting the MCUs, theS32 Design Studio pro-vides a platform capableof supporting softwareand tools. It suits allphases of development,from rapid prototyping toproduction readiness andre-use on the next project.

Freescale also workedwith IAR Systems onhigh-end developmenttools and Autosar sup-port. IAR has provided aset of software tools fordeveloping safety appli-cations, including aC/C++ compiler and de-bugger tool chain.

Automotive applica-tions range from bodyand chassis control totouch-sensing interfaces,to communications gate-ways and applications re-quiring electrical motorcontrol features. Thecombined Cortex M0+and M4-based automo-tive MCU offerings in-clude package optionsfrom 8k to 2MByte with16 to 176 pins initially.

They are designed tohelp simplify and speedISO26262 assessmentsby applying the com-pany’s Safe Assure func-tional safety programmethroughout the portfolio.To support broad vehicle-level functional safetyand security, the MCUsincorporate a She securehardware extension com-pliant module to help se-cure communications andprotect the integrity ofsubsystems.

The MCU supportsCan-FD and the Flex IOconfigurable peripheral.The Cortex-M4 core ar-chitecture includes anIEEE-754 compliantfloating point unit formodel-based designflows.

Sampling is planned foralpha customers thisquarter with generalavailability in 2016.

Microcontrollerspeeds softwaredevelopment

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