Beyond Liability: Exploring Different Types Of Auto Insurance In New York – OEMs want to speed up the design process, but the tools needed to make that happen will take time to develop.

Automakers are accelerating their chip and electronics design schedules to stay competitive in a rapidly changing market, but they face gaps in the equipment, supply chain and methods they use to build these vehicles.

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While it is easy to imagine how CAD software could be used to create a 3-D visualization of the next new car, and how simulation software would help developers choose the PPA of future automotive chips, it is very It is difficult to integrate all these parts into a safe. A car that will last for a decade or more.

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The first step in this process is coordinating the supply chain and defining the various steps, including what can be done simultaneously and what must be done serially. This is driving auto OEMs and their suppliers to delve deeper into modeling and simulation using virtual platforms to develop software. This is a familiar concept in the chip world, where dummy blocks are commonly used to substitute for real hardware when it is not available. Then, when the hardware is available, the developer will go back to the model and clean it up. But this has never been the case in a safety-critical market like automobiles, where a constant stream of updates and improvements must be able to meet strict safety standards.

“It can be very confusing, but it’s changing,” observed David Fritz, vice president of hybrid and virtual systems at Siemens Digital Industry Software. “OEMs are now requiring their Tier 1 and Tier 2 suppliers, as well as contractors, to provide a software version of the hardware model, also known as hardware-in-the-loop (HIL). This enables OEMs “To design using virtual platforms without the actual hardware. Not only will it speed up the design process, it will shift towards an ecosystem. The supply chain is not used to that.”

New Design Trends Automotive design takes longer than consumer electronics design. It can take years before a new model is released, and while that’s an improvement over the past, it’s not enough for automakers to stay competitive in a rapidly evolving automotive market. As a result, OEMs want to speed up the design process for EV, SDV, and other new vehicles, so project schedules now include both parallel and serial tasks.

“Engineering groups and their executive management teams have adopted the ‘shift to the left’ mantra of moving testing, quality and performance evaluation early in the design process as a sure way to greater profitability and competitiveness,” David Said Wei, senior manager of product marketing. For RF/Microwave products in Cadence. “Left-side change pressures require technologists to shorten design cycles through similar design activities and reduce design inefficiencies that delay delivery. Product delays occur when teams begin design activities to Waiting for other teams, when designers wait to provide data to analysis specialists, and when disconnected devices require significant engineering time to transfer design data between point devices. This is a common problem. That happens between the chip and IC packaging teams.

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This is significantly more difficult in cars, however, where safety is the most important concern. Increasingly, design teams must be concerned with the electrical and thermal effects of inserting devices into electronic packaging and the resulting performance deviations. This is where virtual prototyping and other system-level analysis and simulation tools come in.

Traditionally, software developers finished the coding process and then tested the software on an electronic control unit (ECU) or ADAS device. If this or similar hardware is not available, software developers are left without a job. Hardware-in-the-loop (HIL) real-time simulation, in contrast, allows development because hardware specifications can be tested and verified as if they were real hardware.

Taking this a step further, OEMs will now require Tier 1 and Tier 2 suppliers and contractors to provide software modules that incorporate the original hardware design for ECU and ADAS devices. Using this approach, OEMs can create a complete virtual prototype, and at least in theory, they should be able to test and verify a fully automated design.

“In the past, developers would add new ECUs to address specific functionality,” said Mark Cerogetti, senior director of embedded software solutions and systems at Synopsys. “Once validated, the ECU will then be integrated into the rest of the vehicle and other ECUs with communication networks such as CAN or LIN.”

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But accelerating that schedule to the left is more difficult in consumer electronics, and it’s even more difficult in automobiles where safety is a critical concern. However, this general design cycle is too slow to respond to customer needs for more convenience and safety capabilities, and the market window is hard to miss.

“As a result, automotive OEMs are moving to software-defined vehicles,” Cerogetti said. “This approach requires new E/E architectures, such as zone controllers with central computing, Ethernet-based communications, and new automation software platforms capable of executing multiple tasks in parallel and safely. In addition, the architecture needs to easily support software upgrades and updates, simplifying vehicle maintenance and enabling new revenue streams for OEMs. Simulation, using digital networks to validate these complex systems, physical systems Development, including mechanical and hardware from software development, has become essential for deployment. By using simulation, developers can verify physical test benches and mule cars well before they are available. They also gain in efficiency, because Simulation provides high visibility and control, and can be easily deployed to execute a large number of test scenarios in parallel. The result is earlier and simpler development, faster validation and deployment of new functions, and higher quality software.

SoC-to-digital dual virtual prototyping is a complex process, and while it has many advantages, implementation can be challenging. How do you know, for example, that the ECU will work flawlessly in final production? More importantly, how do you ensure that each component (SoCs, ECUs, ADAS, and internal private network such as the CAN bus) will work together taking into account timing, latency, data flow, error correction, etc. work well

The hundreds of millions of lines of code in a car must perform without errors. When everything works in real time, what happens if there is a software glitch? How would this affect a car moving at high speed on a highway? Reliable testing and certification are important. But even if ECUs from different suppliers have been successfully tested, combining them adds another level of complexity.

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“Testing ECUs separately is just the beginning,” Fritz said. Subtle issues that take a lot of time to find and fix, only become apparent when all the ECUs are connected and working at the same time. This simultaneous operation suppresses the network connecting the ECUs. Delay is injected due to network bandwidth limitations. Intermediate and transit times over distance will add delays. Using the trigger requires synchronizing the entire system and evaluating the output of each ECU based on the conditions. This is where scenarios come into play. They provide real stimulation to the system, and the cumulative results of the ECUs in the system can be evaluated at the system level. For example, does a car hit a light pole? The final scenario will be evaluated based on the operation of all individual components such as ECUs that work together.

Initially, modeling and simulation starts with the SoC and system-on-module (SoM), then move on to include ECUs and ADAS. Although Tier 1 or Tier 2 suppliers design and test many of these components, OEMs have the ultimate responsibility to ensure that the virtual prototype will deliver a vehicle in which every component functions flawlessly. The big challenge is how to do this with maximum efficiency and still meet safety and reliability requirements.

Most OEMs are familiar with automotive SoC design and selection. The next step is to optimize the ECUs and ADAS, which is an ongoing process.

“Automotive electronic control units (ECUs) can benefit from size and weight reduction when PCBs are designed with a modeling tool,” said Cadence’s Vye. “It will miniaturize the PCB with fine-line multilayer substrates, blind and buried vias, microvias, substrate-embedded passive and active components, and rigid flex substrates that can be encapsulated and mounted in an automated housing that contains special Marks gaps and spaces.Automotive integration with Mechanical CAD (MCAD) tools ensures co-design of manufacturing ECUs of housings and PCBs.

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Automotive ECUs developed with PCB, SiP, and SoC fabrics must also accommodate the harsh thermal and electromagnetic operating conditions in the vehicle. “With internal and intra-ECU data rates also increasing dramatically, this requires careful signal, power and thermal integrity analysis,” he said. “Gigahertz communication between memory and CPU in SiP and PCB designs in an ECU, or network communication between ECUs, all benefit from signal integrity (SI) analysis, where signal, power, and ground can come together and come together.”

Looking at the bigger picture, the automotive industry is moving from a very linear model to a more collaborative model, where the interaction and engagement of OEMs with suppliers is changing. Synopsys’ Serugetti noted that OEMs are interacting deeply in semiconductors and software, thus creating new

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