Modern cars are complex beasts with electric and electronic components that are smarter than the average desktop computer. They perform split-second calculations so they can deploy, for example, an airbag at the appropriate time.
And that is just one example. There are dozens of others, either available now or emerging from the research and development labs of Europe’s automakers. The developments mean automotive safety is about to get a whole lot more complex.
But complexity is the bane of dependability. The more complex a system, the more likely it will suffer potentially catastrophic errors.
Enter Integrated Safety Systems (ISSs), the latest paradigm in safety engineering. Such technologies allow safety components, like speed, steering or other sensors, to be available for a variety of applications.
In the past, a wheel speed sensor would be slaved to the ABS braking system, but under ISS all components are part of a network, so they are available for a host of other applications, like ensuring a car or truck is observing local speed limits.
This integration reduces development time and the costs of a new application. But ISS can also improve dependability by designing it into in-car infrastructure from the start.
That was the goal of the EASIS project, an EU-funded research effort to build an ISS for the automotive industry as part of a much broader effort to improve car safety. It was not a simple task.Uniting safety systems
“We had to collect requirements from the different applications and domains, and to combine them into an integrated safety system,” says Lauer.
Such problems included fitting software and its services to requirements, using cost-efficient hardware solutions on the engine control unit (or ECU) level, and identifying the appropriate processes and tools to develop these systems. There were two specific architectures to address: software and hardware.“The development partnership AUTOSAR, is dealing with the standardisation of software architecture for automotive applications, so we aligned ourselves to their work, concentrating on safety services,” notes Lauer.
For hardware architecture, EASIS focused on cost-efficient and scalable approaches.Eliminating unnecessary complexity
Next, the team developed a model-based application development approach, called the EASIS Engineering Process (EEP).
The approach is tailored for complex ISS. The research team integrated a dependability framework, which ensures applications are designed to eliminate or mitigate errors and failures.
The EEP covers both hardware and software design and validation and provides common services upon which future applications can be built.
The team verified their results in two demonstrators. In one, they showed the effectiveness of a firewall they developed for telematics systems.
“A lot of emerging safety systems will involve in-car communications and telematics – either with GPS or other cars via wifi,” explains Lauer. “It is vital that the safety of the car cannot be compromised by malicious communication."
The project also demonstrated overall system dependability using a hardware simulator, called hardware-in-loop (or HIL), with an integrated retarder, or intarder. Retarders are hydraulic brakes.
Both cases demonstrated the effectiveness of the EASIS approach, and the work has attracted the interest of the European carmakers and suppliers.
“We kept in close contact with other major European car safety initiatives like PReVENT, AIDE and others,” says Lauer. “It was very successful. We have made a big step towards a working ISS infrastructure for cars.”
And that means that the complex science of car safety systems just got a whole lot simpler, and more dependable.
Ahmed ElAmin | alfa
3D scans for the automotive industry
16.01.2017 | Julius-Maximilians-Universität Würzburg
Improvement of the operating range and increasing of the reliability of integrated circuits
09.11.2016 | Technologie Lizenz-Büro (TLB) der Baden-Württembergischen Hochschulen GmbH
In the field of nanoscience, an international team of physicists with participants from Konstanz has achieved a breakthrough in understanding heat transport
Cells need to repair damaged DNA in our genes to prevent the development of cancer and other diseases. Our cells therefore activate and send “repair-proteins”...
The Fraunhofer IWS Dresden and Technische Universität Dresden inaugurated their jointly operated Center for Additive Manufacturing Dresden (AMCD) with a festive ceremony on February 7, 2017. Scientists from various disciplines perform research on materials, additive manufacturing processes and innovative technologies, which build up components in a layer by layer process. This technology opens up new horizons for component design and combinations of functions. For example during fabrication, electrical conductors and sensors are already able to be additively manufactured into components. They provide information about stress conditions of a product during operation.
The 3D-printing technology, or additive manufacturing as it is often called, has long made the step out of scientific research laboratories into industrial...
Nature does amazing things with limited design materials. Grass, for example, can support its own weight, resist strong wind loads, and recover after being...
Nanometer-scale magnetic perforated grids could create new possibilities for computing. Together with international colleagues, scientists from the Helmholtz Zentrum Dresden-Rossendorf (HZDR) have shown how a cobalt grid can be reliably programmed at room temperature. In addition they discovered that for every hole ("antidot") three magnetic states can be configured. The results have been published in the journal "Scientific Reports".
Physicist Dr. Rantej Bali from the HZDR, together with scientists from Singapore and Australia, designed a special grid structure in a thin layer of cobalt in...
13.02.2017 | Event News
10.02.2017 | Event News
09.02.2017 | Event News
24.02.2017 | Earth Sciences
24.02.2017 | Agricultural and Forestry Science
24.02.2017 | Life Sciences