By developing smart cars to lead and promote a new round of scientific and technological revolution and industrial transformation, it has become the consensus of the United States, Japan, Europe and other countries and regions.
In recent years, the world's auto powers have improved their top-level design, vigorously supported the development of smart cars, promoted cross-departmental and inter-disciplinary cooperation under the guidance of national strategies, and supported the development of technological innovation and industrialization with national-level scientific and technological research plans. surroundings. The United States, Europe, Japan, and South Korea have actively developed and revised relevant laws and regulations, and formulated regulations to encourage smart cars to be tested and commercialized. The International Organization for Standardization has also accelerated the development of key technical standards for smart cars in order to seize the standard discourse power. Governments have done a lot of work in promoting the construction of smart car test sites and conducting public road tests. With the strong support of the government, auto giants continue to increase their investment in the field of smart cars. They have carried out cross-border cooperation in various ways such as industrial alliances, acquisitions and investments, and constantly improve technological innovation and industrial layout in the field of automatic driving.
China also attaches great importance to the development of smart cars. In April 2017, the “China Medium- and Long-Term Development Plan for the Automotive Industry†issued by the United Nations Development and Reform Commission and the Ministry of Science and Technology of the Ministry of Industry and Information Technology pointed out that in the future, China’s automobile power-building route will be based on intelligent network-linked cars as an important breakthrough, leading the entire industry transformation and upgrading. In January 2018, the "Smart Vehicle Innovation Development Strategy" issued by the National Development and Reform Commission (Draft for Comment) proposed that by 2020, the proportion of smart cars will reach 50%, and the development of smart cars in China will usher in an unprecedented period of opportunity.
According to a research report published by McKinsey's "Vision 2025: Determining the 12 Major Subversion Technologies of the Future Economy," Smart Cars ranked sixth, and its potential economic value in 2025 is estimated to be between $200 billion and $1.9 trillion. IHS, a US consulting firm, predicts that smart cars will enter the homes of ordinary people around 2025. In 2035, sales will exceed 10 million, accounting for 9% of the global automotive market.
“Software-defined car†has become an important development trendWith the development of intelligent network and autonomous vehicle technology, "Software Defined Vehicle" (SDV) has become an important development trend. Software drives the innovation of automotive technology and leads the development trend of automotive products. It is gradually becoming the foundation and core of automotive informationization and intelligent development.
The Software and Information Technology Service Industry Development Plan (2016-2020) proposes that data-driven "software definition" is becoming a prominent feature of converged applications, through software-defined hardware, software-defined storage, software-defined networks, and software-defined systems. Etc., bringing more new products, services and model innovations, and spawning new formats and economic growth points.
According to the American Institute of Electrical and Electronics Engineers and IHS Consulting, in the early 1980s, the electronic system of a car had only 50,000 lines of code, and now the electronic system of high-end luxury cars has 65 million lines of code, an increase of 1300. Times. At present, the value of automotive software accounts for only 10%, and Morgan Stanley estimates that 60% of the value of future self-driving cars will come from software.
Car control softwareThe vehicle control software sends instructions directly to the actuator through the ECU (Electronic Control Unit) to control the key components such as the steering mechanism and the brake mechanism of the vehicle to work together, which is a complex measurement and control system. If the response of the system task is not timely or the delay is too large, it may cause serious damage. For example, in the short time (milliseconds) in which a vehicle collides, if the car airbag cannot be quickly opened, it is impossible to protect the occupant. It can be seen that the automotive ECU must be a highly stable embedded real-time operating system. So far, European and American-led, foreign car control operating systems have carried out two rounds of standardization work, and more influential standards are OSEK/VDX and AUTOSAR.
OSEK/VDX was released in 1994 by Germany and France and subsequently became an ISO international standard. This standard aims to develop a standardized interface for automotive electronics. It mainly defines three components: real-time operating system (OSEK-OS), communication system (OSEK-COM) and network management system (OSEK-NM). The first commercial OSEK operating system was developed by the German company 3 Soft and was first applied to the instrument controller of the Audi A8.
AUTOSAR is an automotive open system architecture, launched in 2003. It is a standard alliance organization established by global automakers, automotive electronic component suppliers, automotive software and tool service providers and semiconductor manufacturers. It is committed to developing a development for the automotive industry. An open, standardized software architecture. AUTOSAR is compatible with the OSEK/VDX standard, adding new system modules, and implicitly proposes the concept of "software-defined electronic control system", which has gradually become the mainstream automotive software development standard protocol. The specific operation of vehicle control depends on different MCALs. (microcontroller abstraction layer) implementation. AUTOSAR's layered architecture design largely provides portability for automotive electronics embedded software development, resulting in enhanced software reusability. In the entire system architecture, the implementation of the upper application is completely independent of hardware development, with absolute reusability. At present, AUTOSAR has launched four series of 1.0, 2.0, 3.0 and 4.0, and through the continuous version update to ensure technical progress. At present, OEMs such as BMW and Volvo have successively launched models based on the AUTOSAR standard.
In addition to the above two influential industry organizations, in 2004 Japan's major local OEMs, TIre1 suppliers, semiconductor manufacturers and software vendors initiated the establishment of JASPAR. Domestic software platform manufacturers refer to the international standards such as OSEK and AUTOSAR, rely on the national "nuclear high-base" project, develop domestic automotive electronic basic software, develop domestic electronic basic software specifications for domestic automotive application characteristics, and successfully apply to Chinese brands and new energy. In the mass production model of the car.
With the enrichment of intelligent and networked services, the amount of information exchanged between in-vehicle systems has proliferated, and the requirements for vehicle control software have also increased. Traditionally, subsystems in which several ECUs jointly carry a certain function of a car have gradually changed into the concept of "domain". Each domain has a centralized intelligent processing unit, with strong computing processing capabilities, running an intelligent operating system that adapts to the domain's business characteristics, and interacts with relatively simple operating system or firmware code running on each ECU in the domain. Cooperate to jointly complete the functions and applications carried by the “domainâ€.
operating systemSince the 1990s, with the increasing functionality of automotive and electronic control systems and the increasing variety of external interaction/interface standards for automotive electronics, such embedded electronic products based on micro-controllers are increasingly requiring PC-like software. Architecture to achieve tiering, platforming, and modularization to increase development efficiency while reducing development costs. Therefore, automotive electronics products have gradually begun to adopt embedded operating systems.
Taking the in-car entertainment information system as an example, the earliest digital radio/CD player can be realized by a dedicated audio decoding chip, and later digitalized, the touch screen LCD can be used instead of the player switch, the adjustment button, and then the Bluetooth phone function is added. Then, the map navigation and reversing radar images are integrated, and the data processing capability of the main CPU of the IVI embedded system corresponding to these functions is gradually enhanced, from the earliest 4 bits, 8 bits to 16 bits, 32 bits, and later. Multi-core CPU. The introduction of the embedded operating system is to effectively allocate CPU resources, coordinate management of the above various task functions, and control the priority level of each task.
Unlike hardware and algorithms, the underlying operating system, whether in PCs, mobile phones or automobiles, is mainly controlled by several leading companies. Common operating system platforms include Microsoft's Windows Embedded AutomoTIve, BlackBerry's QNX, many Linux-based custom operating systems, and many Android Open Source Project (AOSP)-based operating systems (they are also Linux-based). OEMs or Tier 1 parts suppliers typically develop custom interfaces based on these operating systems.
Microsoft pioneered the Windows Auto project as early as 1995. After more than a decade of evolution, it became the Windows Embedded AutomoTIve, the most famous application case of which is Ford's SYNC system. Windows Auto itself is not an in-vehicle system. It is just the underlying system of an embedded system designed specifically for automotive platforms, with a variety of basic computing power and data ports. But on top of this, automakers, such as Ford, want to unite with Microsoft to personalize their own models. Kia's UVO and Hyundai Blue&Me are also Microsoft's bottom. Although Windows embedded system has stability, plasticity and expansion functions, with the rise of mobile Internet, limited by non-open features, it gradually shows the trend of being eliminated by the times. Kia has switched to Android, and Ford has chosen BlackBerry. Software builds its Sync 3 car system, which has caused Microsoft to lose two major car manufacturers.
As the most important component of BlackBerry's core technology department BTS (Blackberry Technology SoluTIons), QNX undertakes core business content such as operating system, automotive software, M2M, IoT and cloud computing in the BlackBerry business. Founded in 1980, QNX is the world's first real-time operating system company. Provide operating systems, middleware and software solutions for the automotive, communications, networking, medical, defense and other market segments. Known for its security and real-time performance, QNX meets the functional security requirements of digital dashboards while taking into account data security requirements through the US military EAL4+. In the automotive sector, more than 230 models worldwide use the QNX system. BMW's Connected Drive, Audi's MMI, and Mercedes-Benz's COMMAND system are all based on QNX. It can be said that the operating system of most mainstream luxury cars is the embedded bottom layer provided by QNX.
The Linux operating system is based on open source code, stable and easy to tailor, and the design is biased towards reliability and network design, so it is a leader in the back-end (server and data center) operating systems. Therefore, many R&D-capable vehicle manufacturers and suppliers have customized their own operating systems based on Linux. The main problem with the application of Linux in the automotive field is that there is no proper qualification method for Linux RTOS itself, and there is no authentication strategy for the security-related system using the operating system, which does not meet the requirements of current security standards, such as ISO 26262. In the railway sector, open source platforms have been used, such as the OpenETCS project, to develop software cores based on open source European train control systems. In the future, with the demand for reliability and network design in the Internet of Vehicles and ADAS, Linux is expected to become a popular system.
Android as an open source operating system (the bottom layer is based on Linux Kernel), no license fee is very attractive to many low-end car electronics developers, so there is a certain market in the automotive field. Android is used as an example of an in-vehicle system and is the R-Link system introduced by Renault. In addition, there are fewer cases in which automakers use the Android system directly as an in-vehicle operating system. In the Chinese market, Botai provides a front-loading machine for SAIC's Citroen DS Connect, which is also based on Android. Under the trend of open source automotive operating system, Google is abandoning the past Android Auto, because the product is actually just connecting the smart phone to the car's center console display, and the software is still running in the phone, its security and stability. Sex and ease of use need to be improved, and it is difficult to compare with products built on platforms such as QNX. Therefore, Google plans to customize a smart operating system with a strong account system and an integrated Internet cloud for the car.
Autopilot softwareAutopilot software includes automated driving core software and application software. The software architecture of smart cars can be divided into application software layer and software platform layer. The higher level application software layer contains the main cognitive software functions (eg, advanced identification of traffic conditions, predictions of behavior of other traffic participants, vehicle maneuver planning) for automated driving. This part reflects the difference between vehicle manufacturers and component suppliers. The software platform layer provides basic services, such as communication between software functions and abstraction of specific computing hardware, which is the only difference between the two. The software platform layer is further divided into a platform base layer and a platform service layer. The platform base layer consists of system software modules that expose APIs to application software components and implements basic platform functions such as hardware abstraction, mass storage, network communication, power management, and process control. In addition, low-level security and other security mechanisms such as time and space isolation, mandatory access control, and runtime monitoring are provided. The platform services layer consists of software components that implement advanced management and monitoring functions such as state management, over-the-air updates, diagnostics, and real-time intrusion detection. This layer should also be implemented using open source methods and should reuse existing software as much as possible. The software platform layer also allows partitioning of application software components and provides a resilient protection against malicious attacks, design flaws, and hardware failures.
As the primary stage product of vehicle intelligence, ADAS is the first to be popularized and commercialized. Judging from the technical conditions and the stage of industrialization development, it is still in the stage of assisting driving to semi-automatic driving. The main ADAS technologies include adaptive cruise ACC, lane departure warning LDW, lane keeping assist LKA, pre-installation warning FCW, automatic emergency brake AEB, blind spot detection BSD, and automatic parking AP.
It can be seen that with the rapid development of the automobile industry, the car will gradually shift from the past technology and performance to the software-defined car, and the software will become the focus of the car differentiation competition.
Strengthen the core technology control ability of automotive softwareIn general, the development of China's software industry started nearly half a century later than foreign software powerhouses. Whether it is the traditional PC or mobile terminal software system, foreign multinational companies have mastered most of the key technologies and set up High barriers to entry. China has issued "Made in China 2025" "Guiding Opinions on Actively Promoting "Internet +" Actions" "Guiding Opinions on Deepening the Integration of Manufacturing and Internet Development", "Action Outline for Promoting Big Data Development", "Outline of National Informationization Development Strategy" Policy guidance for the "Software and Information Technology Service Industry Development Plan (2016-2020)". As far as China's smart car software companies are concerned, the overall development scale of automotive software is small, the technology is still not mature, and there is a big gap between foreign technology giants in technology research and development. We should actively encourage our software and Internet companies to exert their core technology research and development capabilities, product iteration speed, auto companies familiar with the advantages and characteristics of relevant software, and jointly explore the intelligent networked automotive software technology, products and services under the Internet open mode. Innovation.
Formulate automotive software industry norms and standardsIn China, there are no unified standards for intelligent auxiliary driving systems, radar, camera and other sensing systems, key common technologies such as vehicle terminal operating systems and vehicle networking communication protocols. The interface protocols of application software are confusing, and no industry application software interface specifications are formed. It has greatly restricted the development of smart car software in China. In the field of vehicle control software, operating system and automatic driving, we actively understand and master foreign related norms and standards, combine the development trend of China's automobile and software industry, and formulate industry standards with Chinese characteristics, which will have developments in China's automotive software and smart cars. An important driving force.
Improve the security level of domestic software informationThe development of smart car intelligence and network connectivity puts higher demands on software development. Each network access point means the introduction of new risk points, which greatly increases the safety risks of vehicles. As long as the attacker modifies the data of a certain part of the software system, it may cause the system to make a wrong judgment and cause a vehicle accident. We should actively build a smart car software detection and evaluation platform to measure whether information security protection management measures and technical measures meet the information security protection needs, and test the information security risks and weak links to clear the rectification requirements and improve the security protection capabilities.
Cultivate automotive software research and development compound talentsAccording to incomplete statistics, the total amount of talents in the entire smart car industry in China is seriously insufficient. Among them, the talents of product development, test and data analysis are relatively large, with 23%, 17% and 12% respectively. And the low quality of talents has become one of the important issues that hinder the development of the industry. The development of smart car software involves many fields such as automobile, software and internet. It requires high quality of talents, including the spirit of change, communication skills, professional knowledge, project management, educational background, cross-border thinking and inclusiveness. China should speed up the training of a group of internationally advanced automotive software experts and academic leaders, and train and train a group of innovative teams engaged in intelligent car software development. Formulate incentive policies to attract innovative talents, and increase the intensity of leading talents and technology research and development backbones from foreign and multinational companies. Deepen the integration of production and education, encourage enterprises to cooperate with higher education institutions to open smart car software related majors, and jointly cultivate engineering and technical personnel.
The software-defined car is built on the basis of intelligent and autonomous vehicles. With the synergy between technological innovation and software upgrades, software will reconstruct and rebuild cars. In other words, the software not only controls the hardware operation of the underlying car, but also enables the car to have self-learning capabilities and expand the rich possibilities of intelligent systems. The software not only drives the assisted driving, but also becomes the center and soul of the vehicle.
The ultimate goal of a software-defined car is driverless. Unmanned driving makes the car safer and more efficient, making our trip more economical.
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