Dajsuren / Brand Automotive Systems and Software Engineering

State of the Art and Future Trends
1. Auflage 2019
ISBN: 978-3-030-12157-0
Verlag: Springer International Publishing
Format: PDF
Kopierschutz: 1 - PDF Watermark

E-Book, Englisch, 364 Seiten

This book presents the state of the art, challenges and future trends in automotive software engineering. The amount of automotive software has grown from just a few lines of code in the 1970s to millions of lines in today's cars. And this trend seems destined to continue in the years to come, considering all the innovations in electric/hybrid, autonomous, and connected cars. Yet there are also concerns related to onboard software, such as security, robustness, and trust.
This book covers all essential aspects of the field. After a general introduction to the topic, it addresses automotive software development, automotive software reuse, E/E architectures and safety, C-ITS and security, and future trends. The specific topics discussed include requirements engineering for embedded software systems, tools and methods used in the automotive industry, software product lines, architectural frameworks, various related ISO standards, functional safety and safety cases, cooperative intelligent transportation systems, autonomous vehicles, and security and privacy issues.
The intended audience includes researchers from academia who want to learn what the fundamental challenges are and how they are being tackled in the industry, and practitioners looking for cutting-edge academic findings. Although the book is not written as lecture notes, it can also be used in advanced master's-level courses on software and system engineering. The book also includes a number of case studies that can be used for student projects.

Yanja Dajsuren is a program director of the PDEng Software Technology program and assistant professor at the Software Engineering and Technology (SET) group, Eindhoven University of Technology (TU/e). Prior to her PhD research in the area of automotive software architecture and engineering field, she worked as a scientist and senior scientist for half a decade working on various advanced software development projects at the Philips Research Lab, NXP Semiconductors (former Philips Semiconductors), and Virage Logic. She is currently working on system/software architecture and quality related topics of autonomous and cooperative driving vehicles as well as cooperative- intelligent transport systems.
Mark van den Brand is a graduate school dean at the Department of Mathematics and Computer department and a full professor at SET group of the TU/e which has been involved in the advancement of the automotive technologies in the context of Dutch and European projects. The group is currently involved in the i-CAVE (integrated Cooperative Automated VEhicles) research and innovation program funded by the Dutch technology foundation STW that addresses current transportation challenges regarding throughput and safety with an integrated approach to automated and cooperative driving. The group is also involved in the European H2020 project C-MobILE on supporting large-scale deployment of cooperative intelligent transport systems and services across Europe. Finally, he is involved in the Automotive Technology Master's program.

Autoren/Hrsg.

Dajsuren, Yanja

Brand, Mark van den

Inhaltsverzeichnis

1;Preface;5
2;Acknowledgments;8
3;Contents;9
4;Part I Introduction;11
4.1;Automotive Software Engineering: Past, Present, and Future;12
4.1.1;1 Introduction;12
4.1.2;2 Evolution of Automotive Software Engineering;13
4.1.3;3 C-ITS;15
4.1.4;4 Towards Autonomous and Cooperative Driving;16
4.1.5;References;16
5;Part II Automotive Software Development;18
5.1;Requirements Engineering for Automotive Embedded Systems;19
5.1.1;1 Introduction;19
5.1.2;2 Requirements and Requirements Engineering;21
5.1.3;3 Types of Requirements in Automotive Software Development;22
5.1.3.1;3.1 Textual Requirements;23
5.1.3.2;3.2 Use Cases;24
5.1.3.3;3.3 Model-Based Requirements;25
5.1.3.4;3.4 Requirements as Models;27
5.1.4;4 Measuring Requirements and Requirement Specifications;28
5.1.5;5 How All These Requirements Come Together;29
5.1.6;6 Current Trends of Software Requirements Engineering in the Automotive Domain;30
5.1.7;7 Further Reading;31
5.1.7.1;7.1 Requirements Specification Languages;33
5.1.8;8 Conclusions;34
5.1.9;References;34
5.2;Status Report on Automotive Software Development;37
5.2.1;1 Introduction;37
5.2.2;2 Recent Challenges in Automotive Software Engineering;39
5.2.2.1;2.1 Virtual Development and Validation;39
5.2.2.2;2.2 New Development Techniques;41
5.2.2.3;2.3 Feasible Development Methods;41
5.2.2.4;2.4 Validation and Release Process;41
5.2.2.5;2.5 Cyber Security;42
5.2.3;3 Related Work;43
5.2.4;4 Common Tools and Toolchains;44
5.2.4.1;4.1 Function Development and Simulation;44
5.2.4.1.1;4.1.1 Automotive Open System Architecture;45
5.2.4.1.2;4.1.2 Automotive Data and Time-Triggered Framework;46
5.2.4.1.3;4.1.3 Electronics Architecture and Software Technology-Architecture Description Language;47
5.2.4.1.4;4.1.4 MATLAB/Simulink and TargetLink;48
5.2.4.1.5;4.1.5 Rational Rhapsody/Harmony;49
5.2.4.1.6;4.1.6 Safety-Critical Application Design Environment;50
5.2.4.1.7;4.1.7 Simulation and Test of Anything;51
5.2.4.2;4.2 Traffic Simulation;53
5.2.4.2.1;4.2.1 Aimsun Next;53
5.2.4.2.2;4.2.2 Simulation of Urban MObility;54
5.2.4.2.3;4.2.3 Vissim and Viswalk;55
5.2.4.2.4;4.2.4 Virtual Test Drive;56
5.2.4.2.5;4.2.5 CarMaker;56
5.2.4.2.6;4.2.6 Pedestrian and Cyclist Simulation;57
5.2.4.3;4.3 System Specification and Documentation;57
5.2.4.3.1;4.3.1 Office;58
5.2.4.3.2;4.3.2 Rational DOORS;59
5.2.5;5 Classification in the Automotive Development Process;59
5.2.6;6 Outlook: The Future of Automotive Development;62
5.2.7;References;63
5.3;State-of-the-Art Tools and Methods Used in the Automotive Industry;66
5.3.1;1 When Reading This Chapter;66
5.3.2;2 A Short Introduction upon Software within Cars;67
5.3.3;3 Development Process and Available Documents;71
5.3.4;4 Tool Usage;74
5.3.5;5 Testing Approaches;75
5.3.6;6 Software Fault Prediction (SFP): A New Idea to Be Integrated;77
5.3.7;References;78
6;Part III Automotive Software Reuse;81
6.1;Software Reuse: From Cloned Variants to Managed Software Product Lines;82
6.1.1;1 Introduction;82
6.1.2;2 Background;84
6.1.2.1;2.1 Software Product Lines;84
6.1.2.2;2.2 Running Example Automotive Body Comfort System;86
6.1.3;3 Variability Realization Mechanisms;87
6.1.3.1;3.1 State of Practice in Variability Realization;87
6.1.3.2;3.2 State of the Art in Variability Realization Mechanisms;89
6.1.3.2.1;3.2.1 Annotative Variability Realization Mechanisms;89
6.1.3.2.2;3.2.2 Compositional Variability Realization Mechanisms;91
6.1.3.2.3;3.2.3 Transformational Variability Realization Mechanisms;93
6.1.4;4 From Cloned Variants to Managed Software Product Lines;95
6.1.4.1;4.1 Mining Variability from Cloned Variants;97
6.1.4.1.1;4.1.1 Compare Phase;98
6.1.4.1.2;4.1.2 Match Phase;99
6.1.4.1.3;4.1.3 Merge Phase;100
6.1.4.2;4.2 Generating a Delta-Oriented Software Product Line;102
6.1.4.2.1;4.2.1 Delta Operation Identification;102
6.1.4.2.2;4.2.2 Delta Language Generation;104
6.1.4.2.3;4.2.3 Delta Module Generation;104
6.1.5;5 Realization as Tool Suite DeltaEcore;106
6.1.5.1;5.1 Delta Language Creation;106
6.1.5.2;5.2 Software Product Line Definition;109
6.1.5.3;5.3 Variant Derivation;109
6.1.6;6 Conclusion;110
6.1.7;References;111
6.2;Variability Identification and Representation for Automotive Simulink Models;114
6.2.1;1 Introduction;115
6.2.2;2 Variability Identification and Representation Framework;116
6.2.3;3 Variability Identification;119
6.2.3.1;3.1 Simone: An Initial Approximation;119
6.2.4;4 Variability Operators;120
6.2.5;5 Tagging Subsystem Variability;122
6.2.5.1;5.1 Tagging Using #ifdef;123
6.2.5.2;5.2 Tagging via Graph Algorithms;130
6.2.6;6 Representing Variability;133
6.2.6.1;6.1 Block Variability;133
6.2.6.2;6.2 Input/Output Variability;135
6.2.6.3;6.3 Function Variability;135
6.2.6.4;6.4 Layout Variability;137
6.2.6.5;6.5 Subsystem Name Variability;138
6.2.6.6;6.6 Combinations of Operators;138
6.2.6.7;6.7 Creating Variability Models Directly in Simulink;138
6.2.7;7 Related Work;139
6.2.8;8 Conclusion;142
6.2.9;References;143
6.3;Defining Architecture Framework for Automotive Systems;145
6.3.1;1 Introduction;145
6.3.1.1;1.1 Chapter Outline;147
6.3.2;2 Automotive AFs and Viewpoints;147
6.3.2.1;2.1 Automotive Architecture Frameworks;148
6.3.2.2;2.2 Extracting Viewpoints from Automotive AFs;149
6.3.2.3;2.3 Discussion;154
6.3.3;3 Automotive ADLs and Viewpoints;154
6.3.3.1;3.1 Automotive ADLs;155
6.3.3.2;3.2 Extracting Viewpoints from Automotive ADLs;158
6.3.3.3;3.3 Discussion;164
6.3.4;4 Architecture Framework for Automotive Systems;165
6.3.5;5 Conclusion;170
6.3.6;References;170
7;Part IV E/E Architecture and Safety;173
7.1;The RACE Project: An Informatics-Driven Greenfield Approach to Future E/E Architectures for Cars;174
7.1.1;1 Introduction;175
7.1.2;2 A Brief History of ICT E/E Architectures for Cars;176
7.1.3;3 A Set of Requirements for a New Architecture;180
7.1.3.1;3.1 Integration of New Functions in Software to Achieve Faster Development Times;180
7.1.3.2;3.2 Enabling New Business Models by Software Updates and Opening Function Development to Third Parties;181
7.1.3.3;3.3 Built-In Safety and Security;182
7.1.3.4;3.4 Simplifying Migration from Other Platforms;182
7.1.4;4 RACE Architecture Concepts;183
7.1.4.1;4.1 General Structure and Communications;184
7.1.4.2;4.2 Built-In Safety and Security;185
7.1.4.2.1;4.2.1 Separation Concept;185
7.1.4.2.2;4.2.2 Scalable Safety;185
7.1.5;5 Implementation and Tooling;187
7.1.5.1;5.1 Information Flow;187
7.1.5.2;5.2 Software Design;189
7.1.6;6 Realization on the Hardware Level;192
7.1.7;7 Deployment and Business Opportunities;194
7.1.8;8 Summary;196
7.1.9;References;198
7.2;Development of ISO 11783 Compliant Agricultural Systems: Experience Report;199
7.2.1;1 Introduction;200
7.2.2;2 Background of the ISO 11783 Standard;201
7.2.2.1;2.1 Virtual Terminal;207
7.2.2.2;2.2 ISOAgLib Open-Source Library;210
7.2.2.3;2.3 Tool Chain;211
7.2.3;3 System Architecture of the VT Server ECU;211
7.2.4;4 System Architecture of VT Client ECU;218
7.2.5;5 Architecture of PGN Analyzer;219
7.2.6;6 Experimental Results;222
7.2.7;7 Conclusion and Future Work;222
7.2.8;References;225
7.3;Safety-Driven Development and ISO 26262;226
7.3.1;1 Introduction;226
7.3.1.1;1.1 ISO 26262;227
7.3.1.2;1.2 Functional Safety Definition;227
7.3.1.3;1.3 Functional Safety Goals;229
7.3.2;2 Safety Management;230
7.3.2.1;2.1 Safety Culture;232
7.3.2.2;2.2 Safety Culture Metrics;234
7.3.2.3;2.3 Confirmation Measures;235
7.3.3;3 Safety Lifecycle: Integrated V Model;235
7.3.4;4 Safety Architecture Patterns;240
7.3.5;5 Model-Driven Design for Safety Assessment;242
7.3.5.1;5.1 Modeling Safety Standards;243
7.3.5.2;5.2 Modeling Safety Argumentation;244
7.3.5.2.1;5.2.1 Safety Case Construction with Controlled Language;245
7.3.5.2.2;5.2.2 A GSN Editor with SBVR Functionality;246
7.3.5.3;5.3 Safety Case Assessment;246
7.3.5.3.1;5.3.1 Overview of Safety Assessment Approaches;246
7.3.5.3.2;5.3.2 An Alternative Safety Assessment Process;250
7.3.5.3.3;5.3.3 The AGSN Editor;251
7.3.6;6 Conclusions;253
7.3.7;References;253
8;Part V C-ITS and Security;256
8.1;Introduction to Cooperative Intelligent Transportation Systems;257
8.1.1;1 Introduction;257
8.1.2;2 Vehicle Networking;258
8.1.3;3 View on C-ITS;261
8.1.4;4 Overview;263
8.1.5;References;263
8.2;In-Vehicle Networks and Security;264
8.2.1;1 Introduction;264
8.2.2;2 Connectivity: Driving the Need for Security;265
8.2.2.1;2.1 Potential Risks;266
8.2.2.2;2.2 The Connected Vehicle: An Attractive Target for Hackers;267
8.2.2.3;2.3 The Challenge;268
8.2.3;3 No Safety Without Security;269
8.2.4;4 Applying Best Practices;270
8.2.4.1;4.1 Defense in Depth;270
8.2.4.2;4.2 From Afterthought to Integral Approach;270
8.2.4.3;4.3 Adoption of Existing Technologies;271
8.2.4.4;4.4 Risk Analysis;271
8.2.5;5 How to Secure a Vehicle;272
8.2.5.1;5.1 The Vehicle Architecture Axis;272
8.2.5.2;5.2 The Time Axis;272
8.2.6;6 A Multilayer Security Framework;274
8.2.6.1;6.1 Layer 1: Secure Interface;275
8.2.6.2;6.2 Layer 2: Secure Gateway;275
8.2.6.3;6.3 Layer 3: Secure Network;276
8.2.6.4;6.4 Layer 4: Secure Processing;276
8.2.6.5;6.5 Which Layers to Apply and in Which Order?;277
8.2.7;7 Hardware Trust Anchors;277
8.2.8;8 Life-Cycle Management;278
8.2.8.1;8.1 Key Management and Crypto Agility;278
8.2.8.2;8.2 Secure Firmware Upgrades;279
8.2.9;9 Standardization;279
8.2.10;10 Conclusions;280
8.2.11;References;280
8.3;Security for V2X;282
8.3.1;1 Introduction;282
8.3.2;2 Use Cases and Requirements for C-ITS;283
8.3.3;3 V2X Communication;285
8.3.3.1;3.1 Ensuring Trust Using ECDSA;285
8.3.3.2;3.2 Privacy of Sender;286
8.3.4;4 Public Key Infrastructure;287
8.3.4.1;4.1 Life-Cycle Management;290
8.3.4.1.1;4.1.1 At Production;290
8.3.4.1.2;4.1.2 Before or At Sales;291
8.3.4.1.3;4.1.3 After Sales;291
8.3.4.1.4;4.1.4 In Operation (While Driving);291
8.3.4.1.5;4.1.5 End of Life;292
8.3.5;5 Standardization;292
8.3.6;6 Conclusion;292
8.3.7;Bibliography;293
8.4;Intelligent Transportation System Infrastructure and Software Challenges;294
8.4.1;1 Motivation;294
8.4.2;2 Goal;297
8.4.2.1;2.1 Key Characteristics;298
8.4.2.1.1;2.1.1 Openness of Interfaces;298
8.4.2.1.2;2.1.2 Operator Independence;298
8.4.2.1.3;2.1.3 Security and Privacy;299
8.4.2.1.4;2.1.4 Economical Feasibility;299
8.4.2.2;2.2 Reuse of Existing Architectures;299
8.4.3;3 Architecture;301
8.4.3.1;3.1 Hybrid Communication;301
8.4.3.2;3.2 GeoMessaging and Bridge;302
8.4.3.3;3.3 Security;306
8.4.3.4;3.4 Service Concepts;307
8.4.3.4.1;3.4.1 Service Usage;308
8.4.3.4.2;3.4.2 Pseudonym Service Usage;308
8.4.3.4.3;3.4.3 Service Directory;311
8.4.3.4.4;3.4.4 Service Announcement;315
8.4.3.5;3.5 Role Models;315
8.4.4;4 Outlook;317
8.4.5;References;317
9;Part VI Future Trends;319
9.1;Future Trends in Electric Vehicles Enabled by Internet Connectivity, Solar, and Battery Technology;320
9.1.1;1 Introduction;321
9.1.2;2 The Evolution of the Automotive Ecosystem in the Coming Decade;321
9.1.3;3 Solar Energy Will Disrupt the Energy Market and Vehicle Energy Source;323
9.1.4;4 Grid Connection Stays Important;327
9.1.5;5 Battery Electric EV Powertrain Best Efficiency;330
9.1.6;6 Lightweight Urban Vehicle and Aerodynamic Highway Vehicle;332
9.1.7;7 Battery EV Is Ideal for Ride and Car Sharing;332
9.1.8;8 Solar Cars Are Most Energy Efficient and Can Have a Driving Range Up to 1500 Km;333
9.1.9;9 Hybrid Vehicles;334
9.1.10;10 TU/e Automotive Teams;336
9.1.10.1;10.1 University Racing Eindhoven;337
9.1.10.2;10.2 TU/ecomotive;338
9.1.10.3;10.3 Solar Team Eindhoven;339
9.1.10.4;10.4 STORM;340
9.1.11;11 Conclusions;341
9.1.12;References;342
9.2;Autonomous Vehicles: State of the Art, Future Trends, and Challenges;344
9.2.1;1 Introduction;344
9.2.1.1;1.1 Levels of Vehicle Automation;345
9.2.1.2;1.2 Autonomous Vehicles Ecosystem;346
9.2.2;2 Autonomous Driving: State of the Art;347
9.2.2.1;2.1 Vehicle Functionality;348
9.2.2.2;2.2 Vehicle Architectures;350
9.2.3;3 Autonomous Driving: Trends and Future Direction;351
9.2.3.1;3.1 Artificial Intelligence;352
9.2.3.2;3.2 Self-adaptive Systems;353
9.2.3.3;3.3 Continuous Software Engineering;354
9.2.3.4;3.4 User Aspects;355
9.2.4;4 Verification of Autonomous Driving: Challenges for Guaranteeing Safety;356
9.2.4.1;4.1 Safety Standards Are Not Ready for Autonomous Vehicles;357
9.2.4.2;4.2 Uncertainty Is Everywhere;358
9.2.4.3;4.3 The Use of Machine Learning;358
9.2.4.4;4.4 Validation Process Is Not Clear;360
9.2.4.5;4.5 Nontechnical Challenges;360
9.2.5;5 Conclusions;361
9.2.6;References;361