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www.opal-rt.com Next-Generation HIL Design Tools for Next-Generation Vehicles June 2005 Jean Bélanger, CEO Opal-RT Technologies Inc Montréal, Québec,

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Presentation on theme: "www.opal-rt.com Next-Generation HIL Design Tools for Next-Generation Vehicles June 2005 Jean Bélanger, CEO Opal-RT Technologies Inc Montréal, Québec,"— Presentation transcript:

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2 Next-Generation HIL Design Tools for Next-Generation Vehicles June 2005 Jean Bélanger, CEO Opal-RT Technologies Inc Montréal, Québec, Canada ELECTRONIC PLATFORMS AND ON-BOARD SYSTEMS ON SMART VEHICLES: DEALING WITH INFORMATION IN "REAL TIME"

3 Opal-RT in Brief Established in 1997 RT-LAB: Real-Time Simulation Platform for Simulink™ and SystemBuild™ –Hardware in the Loop for Demanding Simulations –Distributed, Parallel Processing using Off-the-Shelf Technologies – PC, FireWire, QNX, NI, FPGA etc –Scalable Power for the most complex dynamic models –Comprehensive API for on-line tools for visualization and interaction, eg LabVIEW™ 50 Employees Over 200 Customers Worldwide…

4 Core Markets & Main Customers Automotive GM, Ford, Toyota, Hyundai, Peugeot, Audi/VW Tier 1: Delphi Delco, Bosch, Visteon, Allison Transmission Electrical & Power Electronic Systems GE, ABB, Hydro-Quebec, Mitsubishi Electric etc Academic Research and Education US: MIT, Berkeley, Michigan, Ohio State, Texas (UT and A&M) etc etc. Canada: Windsor, Waterloo, Alberta, UQ (AM, TR, AC), Ecole Polytechnique, ETS, McGill etc etc.

5 Technology Convergence in the Automotive Industry Modularization of Electro/Hydraulic/Mechanical Systems The Challenges arising from increased in-vehicle electronics Simulation, Testing and Validation Process and the Tool Chain to support it Challenges and Opportunities for the Canadian Automotive Industry Outline

6 “Electronics represent more than 20% of an average vehicle's value. Since the majority of new automotive technologies being developed are electronic, this percentage is projected to double by the year 2010.” Delphi Electronics, 2003 “Electronics represent more than 20% of an average vehicle's value. Since the majority of new automotive technologies being developed are electronic, this percentage is projected to double by the year 2010.” Delphi Electronics, 2003 Technology and Market Convergence

7 Technology and Market Convergence

8 “The global automotive semiconductor market will grow from a value of $12.3 billion in 2002, to just over $17 billion by The largest target application for automotive silicon is body and chassis control, which includes electronic traction, suspension and stability control systems. This segment commands approximately 26% of the automotive semiconductor market and will be worth $4.4 billion in 2007.” ABI Research, 2002 “The global automotive semiconductor market will grow from a value of $12.3 billion in 2002, to just over $17 billion by The largest target application for automotive silicon is body and chassis control, which includes electronic traction, suspension and stability control systems. This segment commands approximately 26% of the automotive semiconductor market and will be worth $4.4 billion in 2007.” ABI Research, 2002 Technology and Market Convergence

9 Total: $12.3 billion 2007 Total: $17 billion 50% = $8.5bn Technology and Market Convergence

10 Automotive System Modularization System Modularization drives the need for standard dynamic components and control systems across vehicle platforms. Software determines system behavior and how the components interact with each other Motorola (paraphrased from AEI Magazine) Engine Control Transmission Control Active Suspension Active Camber Traction Control Stability Control Power Steering ABS “X-by-Wire” Electric Drives Energy Generation Energy Storage

11 Example: Electric Power Steering

12 CONTROLLER.exe has caused a fatal error. If the problem continues, please contact your vendor. Press Ctrl, Alt, Del to restart Power Steering Error More Electronics = More Software!

13  System complexity will dramatically increase with –The number of interconnected controllers –software functionality –Number of engineering teams  Complexity will increase even more with the introduction of fuel-cell and hybrid-electric vehicles  Safety margin will decrease  The total cost of failure will increase dramatically  User tolerance to failure will decrease  System will need to be designed for testability Challenges “Our ability to design complex systems currently exceeds our ability to test these systems…” Opal-RT Customer, GM “Our ability to design complex systems currently exceeds our ability to test these systems…” Opal-RT Customer, GM How do we develop testing strategies to assess the reliability and safety of complex electro/mechanical/hydraulic systems while maintaining, or even reducing, costs?

14 “Virtual” Prototyping through simulation will play an increasingly key role in system design, commissioning and test.  Automotive and electrical system manufacturers will increase the use of simulation  to reduce time-to-market and R&D cost  and to increase end-user functionality, quality, safety and reliability Connection to real components through Hardware-in-the-Loop (HIL) Testing is critical to this strategy  Validation of controller before integrating into the prototype vehicle reduces errors and costs  Validation of model against the real thing improves the whole process, dramatically reducing development cycles and time-to-market Solutions This process is now well defined and widely adopted…

15 Validation and Integration Design and Development THE ‘V’ DEVELOPMENT PROCESS Maintenance Plant commissioning Deploy (Production) Test track in-vehicle calibration (commissioning) Lab Testing Test cells With actual controller Design Structural (CAD) Dynamics Validate FEA Off-line Simulation Virtual Prototype HIL, Real-Time Simulation Visualization Highly iterative process Control Prototype Physical Components RT Simulation + HIL Implementation Production Code Prototype Component

16 THE ‘V’ DEVELOPMENT PROCESS Engine Transmission Braking Power Steering Complete Vehicle Multiple Concurrent Development Teams

17 RT-LAB Engineering Simulator Control System Design Tool Chain Design Specification & Requirements Definition Plant Simulation “Virtual Prototype” Controller Prototyping Hand-Coding or Automatic Code Generation… Production Code Production & Quality Control Controller Integration, Tuning, Calibration Controller Unit (ECU) Test PC/104 3 rd -Party I/O FPGA I/O Signal Conditioning Specialized Interfaces (CAN, Flexwire, MOST etc) Hardware in the Loop ECU Memory Interface RT-LAB Simulation Server RT-LAB Rapid Prototyping Controllers Design & DevelopmentValidation & Integration HILBOX: RT-LAB MULTI-ECU SIMULATION CLUSTER mSTACK In-vehicle processor RT-LAB TestDrive

18 RT-LAB™ Engineering Simulators From subsystem simulation… Each engineer with his/her own simulator Engine Transmission Vehicle DynamicsBody Electronics Hardware in the Loop

19 RT-LAB™ Engineering Simulators Engine Transmission Vehicle DynamicsBody Electronics Hardware in the Loop …to virtual system integration Subsystem simulations come together into one simulator

20 Challenge for Canada Can we afford to be left out of this market? Strategists must not lose sight of the growing trend towards the use of in-vehicle electronics, particularly for vehicle control – a $8.5bn US market by 2007 It will be critical to develop an automotive industry strategy that includes the ability to design and test advanced embedded car electronics for this market If Canada doesn’t act now, emerging countries like India and China will soon compete through their low- cost, highly educated workforce, and rapidly developing R&D capability

21 Recommendation 1) collaborating with major OEMs and Tier 1 suppliers on new product development and testing 2) attracting major OEMs and Tier 1 suppliers to carry out some of their R&D in world-class Canadian facilities 3) developing our own expertise through special projects, funded by Canadian partners, independently of OEMs, if necessary Increase our expertise in all aspects of automotive software development, testing and implementation by For Example…

22 Facility allows manufacturers to “road-test” new or modified vehicle components without a specialized test vehicle. Dramatically reduces costs (at least $500k per test vehicle eliminated) Automated, repeatable tests Climatic extremes without driving to the Arctic or Arizona Example: Virtual Vehicle Test Cell Facility Photos courtesy Southwest Research Institute The World’s First Virtual Vehicle Test Cell opened in September 2002 at SwRI, San Antonio, Texas It is now fully booked for the next three years and work has begun on a second facility Other automotive research organizations are now planning their own facilities around our technologies

23 Virtual Vehicle Test Cell Facility: How it Works Using a Model-based approach means that component models that were developed at the design stage by different groups or suppliers can now be incorporated into an RT-LAB Engineering Simulator in the Test Cell Virtual components Real components Road Load (Test Track) Driveline (Tires, suspension, driveshaft) Trans- mission EngineECU Driver/Road Course Photos courtesy Southwest Research Institute

24 Dyna- mometer Electric Motor As the test component becomes available from the manufacturer, it can be readily connected to the simulator via low-inertia dynamometers, bypassing the virtual component. This provides extremely high-fidelity simulation of the engine and test-track loads on the component, and allows the test program to commence with minimal delay Transmission Virtual components Real components Road Load (Test Track) Driveline (Tires, suspension, driveshaft) Trans- mission EngineECU Driver/Road Course Photos courtesy Southwest Research Institute Virtual Vehicle Test Cell Facility: How it Works

25 Virtual components Real components Road Load (Test Track) Driveline (Tires, suspension, driveshaft) Trans- mission EngineECU Driver/Road Course Dyna- mometer Electric Motor Transmission As the test component becomes available from the manufacturer, it can be readily connected to the simulator via low-inertia dynamometers, bypassing the virtual component. This provides extremely high-fidelity simulation of the engine and test-track loads on the component, and allows the test program to commence with minimal delay Photos courtesy Southwest Research Institute Virtual Vehicle Test Cell Facility: How it Works

26 Summary Vehicular electronics is a rapidly growing market, particularly in Body & Chassis, and Powertrain Control Demand for active electro/mechanical/hydraulic systems will drive the demand for more research into control development and integration An $8.5bn market cannot be ignored and we need to plan for success in this market now As an industrial region with all the right skills, Canada is well placed to become a leader in research in this area

27 Final Message Professional-grade tools for ECU development and testing are already available and are being used by the major automotive players Canada has a ready supplier of the right tools to facilitate the development process and help build the required R&D facilities to service this market Don’t build the hammer, build the house! Thank you


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