Does The SDV Of The Chip Supplier Work?

RENESAS and NXP are launching software -defined car (SDV) development platforms.A platform containing hardware, software and cloud tools is a huge improvement compared to the past products of the automotive industry.However, the reality of SDV is that OEM uses hardware and software design from multiple suppliers, so no one dares to ensure their effectiveness.Bleak

To satisfyOEM designing SDV plan, RENESAS launched a SDV development platform called ROX (R-CAR Open). RENESAS said that it integrates all basic hardware, operating system (OS), software, and software required to quickly develop the next-generation cars.And tools, safe and continuous software updates.

same,NXP also announced earlier this year the CorEride plan, which aims to solve the complexity, scalability andCost problem.

The measures of these two leading car chip suppliers show that they urgently realize that many mustThe software development dilemma faced by OEM is minimum.

certainly,NXP and Renesas are not fighting alone.As Ian Riches, vice president of automotive business of Techinsights, is pointed out: other suppliers are also vigorously promoting SDVs.For example, Infineon cooperates with Green Hills to provide a platform based on µ-VELOSITY/AURIX TC4X.The industry is still setting up various working groups.Riches mentioned that the Eclipse SDV working group (their members include ARM and Qualcomm) and SOAFEE SIG.ARM, AMD, Marvell, NXP, Qualcomm, RENESAS and ST have also joined.

RENESAS provides RoX WhiteBox and RoX LINCESE.

existAt the beginning of SDV, NXP and RENESAS each developed a full stack of SDV platforms, which pre -set into hardware (chip), software (including middleware) and tools to help the car OEM.Riches of Techinsights pointed out that the methods of these two companies are very similar in scope and intent.

He said:Renesas has made a big article in this point to support authorization and open source solutions in a seemingly very open way.It also has the historical foundation of the R-CAR alliance. For many years, it has been operating a formal ecosystem composed of partners.

Renesas said that the RoX SDV platform is designed for the current generation of R-CAR SOC, the upcoming R-CAR GEN 5 MCU/SOC series, and future devices.

Renesas's RoX WhiteBox is an open, easy to access software package.It includes the tax -free OS and Hypervisor software, such as Android Automotive OS, FRERTOS, Linux, Xen, and Zephyr RTOS, as well as reference applications for system design.

At the same time, the company also provides the industry -based business software solutionRoX Licensed, such as QNX and Red Hat car OS, and software and Safertos that meet the AutoSAR standards.

Aish Dubey, Vice President and General Manager of Renesas's digital high -performance computing business, said Renesas's core SDK ROX is based on these open source components.He added: This is basically the fundamental difference between us and other chip companies.

NXP seems to be more focused on inserting a specific software developed in its own ecosystem into a specific software in its own ecosystem.Partners include RTOS suppliers such as Green Hills Software, Black Berry QNX, and Wind River, as well as middle -piece suppliers such as ArcherMind, TTTECH Auto and Vector Informatik GMBH.NXP emphasized that these partners did not apply their software to the NXP processor, but instead optimized and close their software on the Corride platform of NXP.

Paul Lee, marketing director of NXP vehicle architecture, said that many software vendors hope to reuse their software on multiple MCUs.However, when the software is not optimized according to the hardware, the acceleration performance of the MCU may be lost.He explained that this was the advantage of the partner's prefining software on the NXP platform.

Judge nowIt is too early to be platforms such as RoX and CorEride and how to alleviate the software dilemma of existing car factories.For most OEMs, these two platforms are still new.

NXP said it has been in contact with the car manufacturer and Tier 1, and the S32 Corride initially launched the S32 Corride, while RENESAS revealed that it was prepared to launch a new R-CAR 5 processor quickly, which means that it will be launched later this year.

Set the software into the system test‍‍

Pass newSDV platform, the practice of these two chip suppliers far exceeds that their traditional software is very important.

NXP is the senior vice president of automotive system engineering and marketing Sebastien Clamagirand in a recent interview: We believe that the responsibility of chip companies is not only to provide hardware, but also to provide a certain level of software with partners.

Renesas's Dubey agrees with this.

A key area considering a chip supplier like Renesas is the challenge facing OEM in software upgrades.OTA is not just adding a network function.

Dubey pointed out that the problem is that the design and update of hybrid software designed by multiple suppliers.Each software has its own update cycle.The upgrade requires the entire life cycle of the vehicle.

Dubey said: Most of OTA's problems are lack of strict testing.He explained that it is necessary to test repeatedly at the equipment, software and vehicle levels.

As well as well, someOEM was driven by the ambition of fully controlling the software, and made mistakes in the early days of software development.Facts have proved that the idea of single -fighting has led to delay in the listing of new cars.Unsatisfactory customers see that OTA software updates are inconsistent with advertising.They finally drove the car to the dealer, and the dealer was still learning how to deal with OTA.The interior of OEM is often helpless.

Introduce cloud service‍‍

Both NXP and Renesas are optimistic about AWS cloud services.They use cloud services in the AI development environment and provide scalable integration development platforms for new generations of vehicles.

The concept of digital twin is based on the inherent requirements of cloud services.ItOEM can test different types of software and hardPiece architecture.

This marks that it only sells chips with chip companies. It is expected that the era of system companies to purchase, develop and add software is very different.

Although the chip industry has made great progress, there is also such a problem.

For their respectiveSDV platform creation from hardware to software (middleware)For the vertical development environment of Heyun Computing, each company can only ensure system -level integration based on its own chip.

This is almost unrealistic.No familyOEM uses a single supplier chip to build SDV.

When asked how to solve this problem,Dubey joked: Start with buying more renesas chips?However, to be honest, he also admits that this problem is complicated.

Riches of Techinsights agreed.These SDV platform solutions are a bit scattered, and ‘Someone’ also needs to do a lot of integration to integrate them together.

He added:How to do a lot of integration is a good question, I am not sure if there are good answers at present.

Riches predicts: Large OEMs will definitely seek self -development core professional technologies, especially those who are keen to write a large amount of own software.For other manufacturers, Tier 1 (and other manufacturers) will play an important role in integration.

One -stop service‍‍

at the same time,Tom Hackenberg, the chief analyst of Yole Group's computing and software, pointed out that chip suppliers have high enthusiasm for pushing one -stop service concepts.

He pointed out:Although the vehicle is usually manufactured on the systems of different suppliers, some key central systems, such as domain control or Zonal control, have been largely defined by software.Cooperation relationship.

in other words,In the era of a single vehicle design that can switch between different hardware suppliers, it is gone.Hackenberg pointed out that a model and the entire product line are often provided by a single supplier.

What happened to the core principles of the dual purchase of traditional car manufacturers?Hackenberg believes that this is a tradition that is dying.OEM can avoid its dependence by negotiating different solutions of different product lines and create a chance to repay diversity and bargain, but they cannot replace the platform in a single design.Many peripheral electronic control units may still be more common, but this is not a problem that processor suppliers need to solve through these platforms.

Responsibility and coordination‍‍‍‍

Dubey pointed out: I think the challenges in the industry are to understand the division of labor and responsibility of OEM, Tier 1, software suppliers and chip companies in testing and integration.

He added:The coordination between this responsibility division of labor and all players who is building SDV is very important.examplelike,Dubey said: What should OEM do for software testing?What does chip supplier need to do?

As a chip supplier,Dubey said: We don't want to do too much, because most of the work may ultimately work hard.For example, he said that even though renesas established the most complicated end -to -end system integration, covering every layer including the cloud native system simulator, it is still useless, because the ECU and processor that the car OEM will use is not just that the ECU and processor that will be used by the car OEM will be more than just the ECU and processor that the OEM will use.Renesas also has NXP, Qualcomm, NVIDIA and other companies.

While admitting these challenges,Riches pointed out: I think we have begun to reach a consensus on the operation of the ecosystem.

He believes that chip manufacturersThe hardware/OS/middleware part is usually pushed together, and it usually cooperates with many partners of its own, such as ROX and NXP's Corride of RENESAS.He believes that this is a necessary part of the value proposition of any chip series.

Riches emphasizes: OEM should be purchased/compiled for application -level software and integrated with other companies.

Riches quotes Volkswagen Cariad Software Development Project and CARIAD and Bosch's cooperation projects in 2022 pointed out that even the scale and most ambitious car manufacturers cannot do everything in person.

However, aboutWho is responsible for SDV when there is a problem with SDV has just begun.

Yole Group's Hackenberg said: Platform suppliers must bear most of their responsibilities.Obviously, internal solutions will stay internally.Most companies are trying to make their platforms support single -point participation.When there is a problem with the platform, customers often return to the platform supplier first, and platform suppliers can solve the majority of problems. The customer will never know whether the problem is solved internally, or the help of the back -end cooperation agreement will be resolved.EssenceHe pointed out that more complicated issues may require the participation of platform suppliers and their partners.

at last,Techinsights's Riches propose another potential complex factor for responsibility and coordination.He said: If we see the use of the chip, the situation may become more complicated.At that time, the vehicle will not only be a chip of multiple suppliers, but the chip of multiple suppliers in the same integrated circuit package ... Imagine it.

Use of car manufacturers and their technical suppliersThe term ecosystem depicts a picture of the upcoming SDV era, and will soon unite all players to cooperate together.But in fact, OEM, Tier 1, software suppliers, middleware suppliers and chip companies will continue to work hard to coordinate and agreed their respective roles.