Special Issue MOST. Fachmedium für Entwicklungen in der Kfz-Elektronik und Telematik. April ,00 - PDF

Elektronik automotive April 2013 Special Issue MOST Fachmedium für Entwicklungen in der Kfz-Elektronik und Telematik April ,00 Special Issue MOST Interview with Christian Thiel: Way into the Future

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Elektronik automotive April 2013 Special Issue MOST Fachmedium für Entwicklungen in der Kfz-Elektronik und Telematik April ,00 Special Issue MOST Interview with Christian Thiel: Way into the Future page 6 Reliable Diagnostics of a MOST System page 31 MOST or AVB: Two Candidates for Infotainment Networks page 34 ExpErts in automotive data communication RUETZ SYSTEM SOLUTIONS is the preferred partner for system specification and integration of MOST bus-based infotainment systems. We support our customers by providing them with highperformance tools, targeted consulting and implementation. MOST Compliance Test House for MOST25/50/150 MOST Profile, Core, Optical Limited Physical Layer and Physical Layer ephy Compliance Tests and Pre-Tests Professional Consulting and Engineering Services Development of MOST system specifications as well as robustness, reliability and application related testing of infotainment systems Test and Simulation Systems TTsuite MOST for MOST25/50/150 TTCN-3-based and highly flexible test and simulation system for system integration of MOST networks TESTERLYZER pro Compliance for MOST25/50/150 TESTERLYZER is the test system for the MOST Core Compliance test accompanying the development process Physical Layer Stress Test Tool for MOST 150 High-end stress test tool to test the physical layer of MOST150 control devices Training and Workshops MOST foundation, INIC and NetServices training, as well as workshops tailored to customer needs Lab Solutions Development, implementation and operation of test laboratories for infotainment networks Walter-Gropius-Strasse 17 D Munich, Germany T +49 / 89 / F +49 / 89 / For further information go to EDITORIAL Bus systems: Pumping Up the Volume tions also had to be refined and adjusted to the new specifications. Implementation in the first car model was very seamless. I would like to use this opportunity to thank all contributors. The MOST Cooperation has already started to investigate the requirements for the next generation specifications and network to support and combine future infotainment applications and driver assist functions. What are the requirements for a next generation of the specifications? A complete overhaul and streamlining of the specifications. A flexible and upgradable network that forms a stable, robust backbone, so upcoming and partially yet unknown applications can be integrated seamlessly. The bandwidth will increase to several gigabits for applications like WLAN- or LTE-connected car2x. Common and future common data and stream formats have to be supported with transport mechanisms for new and additional formats. The network concept should be scalable and extendable with respect to speed as well as numbers and characteristics of the data channels. For each protocol and data channel, adequate interfaces should be available to allow glueless or lean interfacing. Whether star, daisy-chain or tree different topologies and combinations should be able to assemble. For the physical layer, optical and electrical variants will be specified. Thanks to its protocol multiplex architecture, the MOST architecture is well suited to provide a good answer to those requirements. The network and its specifications will be developed further in an evolutionary step into a next generation in order to make it ready for the future. All in One - Data Logging Without Compromise TTX DataLogger Comprehensive Recording & Analysis Simultaneous, extensive data logging for CAN, FlexRay, LIN, Ethernet, MOST25, and MOST150 Configurable power management Build for harsh automotive requirements Online data visualization Filter - trigger - classing Dr. Wolfgang Bott MOST Cooperation Technical Coordinator The third generation of the networking standard has recently been introduced to the market with the MOST Specification V3 and MOST150. The rollout has started in the new Audi A3. The first Daimler car model to implement the standard will be the S Class. The technology will roll out successively through other car models. The latest MOST generation provides significant additions like seamless support of digital video transmission through isochronous channels and the MOST Ethernet channel used to transmit IP data independent of and in parallel to the audio and video transmissions. Developing the latest version of the MOST specifications has been a multiyear undertaking, with contributions from many people and many companies. The degree of backward compatibility was a big topic. The MOST application framework and the MOST specification were fundamentally restructured. New optical and coax physical layers were specified and developed. The stream transmission specification was extended in order to define the handling of the new data channels. The function catalogue exchange format was reworked to cope with the new and changed data type definitions, and the function catalogue editor had to be developed further as well. The compliance testing datalogger TABLE OF CONTENTS R&D Approach to 5 Gbit/s Communications Technology for Next Generation MOST Systems MOST next Generation (MOSTnG) systems require a fast data transmission. In order to achieve a data rate of 5 Gbit/s the physical layer plays a decisive role. Japanese company Sumitomo expects that in-vehicle all glass fiber (AGF) is suitable for the physical layer in MOSTnG systems and discusses its adequacy in this article. 14 Building a MOST Infotainment System in a Heterogeneous Networking Environment The rapid progress of consumer electronics forces car manufacturers to significantly reduce time to market (TTM) when creating a new infotainment system or implementing new features in existing systems. The growing value of software in the automotive industry and the complexity of modern systems both increase the importance of the software development process. TTM can be improved by accelerating this process, but this must not compromise the reliability of the software components. Methodologies that are able to optimise the software development include automation of the process and parallelization of its steps. However, this means that development tools have to support those methodologies. 38 Realising an Optical Data Bus with POF and Passive Star Coupler Electrically powered cars, both pure and hybrid, are gaining market share. But one has to cope with the challenges related with the EMI between power wlines and data lines. Optical fibers offer a perfect solution for that in terms of bandwidth, data security and, in the case of using polymer optical fiber (POF), they additionally offer easy handling and outstanding ruggedness. POF bus systems have already proven their reliability within the MOST system and have been used in more than 10 million cars. In 2012 they were upgraded to 150 Mbit/s within the latest MOST generation. Additionally, bus systems covering higher data rates such as FlexRay have entered the market. But, when using a copper-based approach, it has been pointed out that a cost-effective, robust passive star system could not be realised because of problems with reflections in the data lines. Therefore, a passive star system would be desirable in some applications. 28 Editorial 3 Bus systems: Pumping Up the Volume News 6 Interview with Christian Thiel, SMSC: We Are Going Forward 8 Test tips for common serial buses: Tektronix Announces Online Automotive Resource Centre 9 New Car Models with MOST Technology 4 Elektronik automotive Special Issue MOST 2013 Optical Semiconductors for Automotive Applications Virtual Prototypes Evaluation Framework for MOST-based Driver Assistance Systems An efficient communication network is the backbone of distributed Advanced Driver Assistance Systems (ADAS). Analysing such systems in different scenarios under different system parameters is a complex task. Evaluating essential system parameters in an early design phase for the optimum system behaviour is important. This article discusses an evaluation framework based on a virtual prototype for assessing MOST and its role in ADAS. 44 A wide range of compact, flexible, and reliable optical sensors for: Safety Systems Information Systems Driver Assistance & Comfort Analytical Systems Sense the Glare Si Photodiode Infrared LED Sense the Sun Si Photodiode Sun Sensor Assembly Physical layer 10 Glass Fiber Connectivity for Automotive Networks 14 R&D Approach to 5 Gbit/s Communications Technology for Next Generation MOST Systems 18 Reliability Assessment of VCSEL Devices for 5 Gbit/s Data Transmission in Automotive Environments 21 Physical Layer Compliance Test Challenges for MOSTnG 24 Optical TRX to Enable MOST Next Generation at 5 Gbit/s 28 Realising an Optical Data Bus with POF and Passive Star Coupler Sense the Distance Avalanche Photodiode Image Sensor Sense the Music Fibre Optic Receiver/ Transmitter Sense the Angle Photo IC Diode Infrared LED Compliance and quality 31 Reliable Diagnostics of a MOST System Network and system 34 MOST and AVB Two Candidates for Next Generation Automotive Infotainment Networks 38 Building a MOST Infotainment System in a Heterogeneous Network Environment 38 Developing Future Network Solutions with Fiber Optic Transceivers 44 Virtual Prototypes Evaluation Framework for MOSTbased Driver Assistance Systems Sense the Rain Si Photodiode Infrared LED Sense the Corner Infrared LED Photo IC Diode MOST Fibre Optical Transceivers for MOST25 and MOST150 network Product news 47 New MOST products 50 Publishing information 50 Index of advertisers Hamamatsu Photonics Deutschland GmbH Arzbergerstr. 10 D Herrsching Telefon: +49 (0) News Interview with Christian Thiel, SMSC: We Are Going Forward MOST150 has been on the road since mid-2012, marking a significant milestone. However, the technical development of MOST is moving forward. But, how does the future roadmap of MOST technology look like? Christian Thiel, Senior Vice President at SMSC and General Manager of SMSC s Automotive Information Systems product line answers questions not only about MOST in comparison to the silver bullet Ethernet and what is coming after MOST150 with MOSTnG but also regarding the influence of SMSC s acquisition by Microchip on MOST.?? In August of 2012, SMSC was acquired by Microchip Technology. What does that mean for MOST?!! Christian Thiel: SMSC s automotive product line is mainly focused on infotainment; quite contrary to Microchip. Its line is mostly active in other areas of the car. SMSC focuses on networking, and Microchip s key area is microcontroller, memory and analog solutions. Therefore, the acquisition is very synergistic with almost no overlap. SMSC s automotive division was just plugged into Microchip as an additional product line. The group is the same, the people are the same and not even the name changed: it continues to be called Automotive Information Systems (AIS). Consequently, MOST will also have continuity. We will continue pushing the roadmap for MOST as planned.?? SMSC committed to an opening of MOST with increasing market size. Nonetheless, some people continue criticising the lack of openness of MOST. Will the acquisition by Microchip change anything?!! Christian Thiel: Back in 2007 and after intensive discussions with different car makers, SMSC and Harman the other major holder of MOST patents at that time, besides SMSC committed in a press release to open each generation of MOST in two steps with growing market size. After 10 million nodes sold a point when the technology has proven to be mature SMSC would license its design IP of the MOST interface to other semiconductor companies under fair and non-discriminatory conditions. After 50 million nodes sold, SMSC would open the specification of the data link layer of the respective generation of MOST and license the patent IP. For MOST25, both opening steps have been taken. In the past, one company licensed the MOST design IP, but the product has never made it to market. For MOST50, the first step will be due soon. Back in 2007, when SMSC and Harman announced this opening policy, top electronics managers of Audi, BMW and Daimler embraced it in a joint press release. Of course, Microchip will honour SMSC s commitment. In addition, we are ready to re-visit the topic upon request and adjust the opening policy to new requirements. Microchip wants to drive long-term business relationships with the car industry. Microchip is well aware that the industry wants open standards and is willing to support this.?? Will Microchip continue to invest in MOST and a next generation?!! Christian Thiel: Microchip acquired the business in order to accelerate it. Investment in a next generation is mandatory for that. Therefore, we will drive the development as planned. Actually, we already have early prototypes of a next generation of MOST with multi- Gigabit transmission working. But, we continue working on MOST150 as well as to reduce costs and offer additional features.?? There are a lot of discussions in the industry about Ethernet and MOST. Some people say that MOST is dead. Does MOST have a chance against Ethernet?!! Christian Thiel: The car industry has a problem with its long design cycles and development cost compared to the consumer industry. Therefore, it is very understandable that it desires to use consumer standards as much as possible. Ethernet is just one example. However, the car industry also has a long track record of struggling to adopt consumer technology in the car as is. The technologies need to cope with the different environment of the car, especially on the lower layers. Therefore, consumer technologies usually either fail to be adopted or need to be changed significantly and turn into yet another carspecific solution. That is exactly what is happening with Ethernet. The solution under discussion needs a non-standard physical layer transceiver that provides the necessary EMC performance. It is completely different from and incompatible with standard Ethernet physical layer transceivers. In addition, in order to provide quality of service (QoS) for audio and video streams, a protocol like Ethernet AVB needs to be used. Ethernet AVB requires AVB-compatible Ethernet hardware, which means that all sections of a network that are supposed to send or receive AVB streams, need to be updated to AVB compatible hardware. Standard Ethernet components cannot be used. When AVB Ethernet was defined as an IEEE standard, it has not commonly been used by the consumer industry so far. Even AVB as is cannot handle real-time control well and needs to be modified further. In essence, the solution under discussion is yet another car specific solution just like MOST. But MOST has been designed for the use in the vehicle from the very beginning and, on top of that, it has been optimized for several generations and for more than ten years of series production. It is a mature solution that is ready to be used. Our customers are smart people. While they are investigating all options, they pick the best one. It is our job to continue to make MOST the best solution. The competition by Ethernet or the car proprietary flavour of it drives us forward to continue to make MOST the best option for our customers.?? What is the MOST answer to the desire of the car industry to adopt consumer technology quickly?!! Christian Thiel: We absolutely recognize and serve this need. The MOST philosophy is to combine it with the 6 Elektronik automotive Special Issue MOST 2013 News need for a solution that is optimized for the specific environment of the car. MOST has been developed and optimized by car people for the car environment, from the ground up. The lower layers of MOST are optimized for in-car use. On the higher layers, MOST allows the adoption of consumer software stacks without change. The software stacks are where the real value of a seamless adoption lies, as they require high investment to be developed. Fast software stack adoption means fast time to market with consumer-like applications. What people really need is not Ethernet in the car they want IP transmission. MOST150 introduces an Ethernet channel that looks and feels for the consumer software stacks like Ethernet. The MOST INIC behaves like an Ethernet controller. This way, the consumer software stacks that use IP for communication can be used on MOST just like on Ethernet without any modifications. The Ethernet channel of MOST is just another technology to transport Ethernet and IP packets like WiFi or other such technologies. Another aspect to make adoption from the consumer industry seamless is that MOST is a protocol multiplex network. Of course IP transmission is very much in the focus of discussions right now, and MOST provides the Ethernet channel, but infotainment systems will need to support the transmission of other standard consumer protocols as well. MOST supports those by tunneling them natively. For the next generation of MOST, this strength will be enhanced further by adding support for even more protocols.?? How does MOST handle quality of service and real-time control?!! Christian Thiel: In infotainment and driver assistance systems, devices usually send and receive multiple audio and video streams in parallel and also exchange real-time control. Packet switched networks like Ethernet or any automotive-specific variant thereof transport everything in packets. In the transmitting device the packets need to be packed and addressed. On the receiving side, they need to be unpacked and the content sorted. This involves a lot of overhead and can cause delays. But that is not the worst. In between, all packets are sent sequentially over the network. Therefore, all transmissions are connected if one packet gets transmitted, another cannot be transmitted simultaneously. One transmission influences all others the whole transmission system becomes mushed together with cross-influences and timing conditions that are very hard to track and which change with the topology or the current operating condition of the system. In order to give quality of service to certain streams, special mechanisms can be provided, like AVB, which realize priority transmission and scheduling. This might partially address the issue, but the fact remains that all transmissions are dependent on each other and form a very complex timing problem. The partial Dr. Christian Thiel, Senior Vice President at SM- SC and General Manager of SMSC s Automotive Information Systems product line. solution involves a lot of memory on the network ICs. Giving priority to one packet means storing all others. Memory costs money even in times of continuous miniaturization. MOST, on the other hand, provides several data channels that are independent from each other. Each of them has its own time slot in the serial data stream. This way, the different transmissions happen in parallel virtually at the same time. They neither collide nor interact. The various transmissions are completely independent from each other and their timings are not linked. On MOST, the problem of QoS and realtime has already been addressed by design on the lowest possible layer. MOST does not need extensive memory to address the issue, and this keeps the cost of the network controllers low. MOST has the Ethernet channel. Therefore, it is an automotive grade physical layer for Ethernet. If people want, they can use MOST150 as a 150 Mbit/s Ethernet network by using only the Ethernet channel. However, they then have the same issue as Ethernet: linked timings. The MOST solution for the problem is parallel data channels instead of memory. Therefore, MOST offers channels for quality of service audio and video streaming and for real-time control in parallel to the Ethernet channel.?? At home, we have a lot of packet switched networking, for example, Ethernet or WLAN and it works. Is a synchronous network like MOST outdated?!! Christian Thiel: The home evolved from office and data networking where pac
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