The complex electronic system of the car is equipped with a large number of multi-function ECUs (electronic control units) that use time-sensitive networks for internal communication control software. Many automotive control systems use ECUs to implement individual functions of communication through the network layer. The stylish limousine has up to 90 ECUs, and all the wires needed to connect to the network will weigh more than 50 kilograms. To reduce the weight of the wires, the ECU should be placed close to its control location. This article refers to the address: http:// New features require more flexible ECUs with large embedded soft components. Telemetry and in-car entertainment require a combination of wireless connectivity, global positioning, and Internet access for digital radio, enabling hands-free voice control at any time. Quantitative assessment Quantitative analysis and evaluation of possible structures within the network and ECU is required before defining the hardware and software system and preparing for further development. The traditional method of developing automotive embedded software is to build hard to reproduce all or part of the ECU and its external circuits. A board, often referred to as a factory model. It is often not possible to perform all measurements from one setup, so many bench settings are required. The performance requirement for the most powerful ECU is that it is no longer necessary to use an expensive test board for measurement, and limited testing inside the ECU can avoid hardware troubleshooting. Because the hardware does not generate error messages, simple errors, such as registers that are not initialized, take a long time to be discovered. Troubleshooting software on a hardware prototype is difficult and time consuming, even with an in-circuit emulator. Embedded systems must be fast enough to run large amounts of software, including real-time operating systems (RTOS) and network protocol stacks. Synthesis of measurement methods There are other methods for bench testing. The host-based approach is "write once/move twice", ie the software is first developed in the host PC with the simulator's test architecture and then moved to the ECU. This approach may fail in the automotive environment because of the hard real-time limitations of the software and the inability to predict actual performance from the execution of the PC. The ISS method uses a functional model of the processor, which is usually provided by the processor vendor. The problem is that sometimes the model does not match the cycle-cycle characteristics of the processor. Speed ​​is another problem, because ISS is too slow, typically 100~500kIPS (0.1~0.5MIPS), can't run large software for practical applications, and becomes part of daily editing-compilation-disorder loop. The new approach enables software developers to build system-level ECU models, or ECU's virtual platform (or networked ECU subsystem), which is developed on the model before the final integration phase and then ported to real ECU hardware. Virtual platform VaS Systems' VaST virtual platform technology emulates a 200 MIPS embedded processor on a commercially available PC. Because the cycle-cycle of the processor model is accurate, engineers can measure all interactions with the hardware and perform detailed performance measurements on software and hardware and software interfaces. The virtual platform is completely transparent to the interior of the ECU and is much better than the hardware-based troubleshooting environment. The following are examples of customer designs: An ECU platform forms the heart of an automotive off-road detector that uses an analog signal from a rotating accelerometer as input. If the vehicle begins to roll, the signal is mathematically calculated to determine the angular velocity and position of the vehicle. When the vehicle rolls too fast, the airbag starts immediately, and when the vehicle rolls slowly, the start of the airbag is delayed. The role of peripherals The platform is complicated by the many peripherals that include clock generators, memory, timers, and interrupt controllers, as well as the accelerometer and airbag release interfaces described above. The processor is monitored by the "computer correctly running" watchdog timer. If the timer is suspended, it indicates that the processor will enter the undesired loop and it will start the reset line. The “Low Voltage Disable†peripheral monitors the supply voltage to prevent the air bag from being released during battery damage or engine startup. Real-time operation ensures that the watchdog timer never stops, so that the actions are executed sequentially at startup. Using the virtual platform approach, engineers integrated the RTOS with all peripheral drivers and then tested the airbag release algorithm, which is estimated to save six months compared to the factory model method used in the past. Virtual system simulation The system structure can also implement many advanced simulations, using the mathematics or format of the language of MATLAB, UML, SystemsC, Advanced C or C++ models to represent abstract specifications. As long as the basic characteristics are correct, the analysis software can distribute the functions into multiple ECUs to examine the performance requirements that are assigned to each ECU and interconnected network. Each ECU can be networked with processor levels, buses, and peripherals, and functions move between hardware and software. Quantitative analysis allows the system structure to examine the performance of different partitions between different numbers and types of ECUs, evaluate tradeoffs and determine the best implementation Line plan. The virtual platform has the reusability of both hardware and software to integrate the various functions that are already available. Auto Fuse Block,Gauge Mini Blade Fuse Holder ,Auto Electronics Fuse Blocks,Auto Fuse Holder Dongguan Andu Electronic Co., Ltd. , https://www.idofuse.com