This article gives evidence supporting the need for seamless integration of infotainment and driver assistance. Both hard real-time and high bandwidth requirements must be met. A multi-channel network approach with inherent synchronicity will be the first choice. If then additional advantages such as maturity, cost efficiency and flexible topology come along with an appropriate safety integrity level, MOST is proven to fit best from a system solution perspective.
Advanced Driver Assistance Systems (ADAS) are on their way to becoming an integral part of the vehicle – with interfaces to many different clusters of electric/electronic systems in the car. Comparable to the human body, numerous functions have to be implemented and networked: sensors – for example radar, cameras or ultra sonic – processing units and actuators like steering, brakes, ESP and airbag. Taking into account the complexity of the use cases and the different vehicle areas that have to exchange information, it is obvious that an adequate network infrastructure is of essential importance for the efficiency of the system. From a functional point of view, driver assistance systems have started to enlarge the functional range of classical infotainment systems.
As shown in figure 1 “Evolution of E/E Architecture”, the driver assistance domain will become an integral part of the E/E ecosystem. Driver assistance systems and infotainment will be growing together in the future.
Figure 1: Evolution of E/E Architecture (Source: SMSC Europe GmbH)
Typical emerging driver assistance applications such as • Collision Warning • Traffic Sign Monitor • Lane Departure Warning • Advanced Lane Guidance • Pedestrian Warning • Night Vision • Adaptive Cruise Control (ACC) • Pre-Crash Warning
have in common that they will involve the driver as the supervisor. The driver will be in the outer loop of each such cascaded control structure.
As a consequence, the driver's attention – a limited and the most valuable resource – needs to be shared additionally. This will lead to many challenges in the future with respect to usability, etc. But decisive in this context is the impact on the automotive infrastructure level, especially the network level.
When driver assistance systems and the infotainment system need to work together, and both need to build a seamless system, this reflects to special requirements at the network level.
These are characterized by: • High integration of multi-channel network • Hard real-time, determinism and low latency • Flexible topology • High bandwidth • Safety aspects • Robustness and maturity.
In the next section, it will be shown that a multi-channel network approach with inherent synchronicity will be the first choice.
Additional advantages such as maturity, cost efficiency and flexible topology are further arguments for MOST Technology as it fits best from a system solution perspective.
David Patterson, known for his pioneering research that led to RAID, clusters and more, is part of a team at UC Berkeley that recently made its RISC-V processor architecture an open source hardware offering. We talk with Patterson and one of his colleagues behind the effort about the opportunities they see, what new kinds of designs they hope to enable and what it means for today’s commercial processor giants such as Intel, ARM and Imagination Technologies.