NOVOSENSE at Automotive World Korea 2024: Enabling Automakers to Create Smarter, Safer Vehicles
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NOVOSENSE at Automotive World Korea 2024: Enabling Automakers to Create Smarter, Safer Vehicles

　　NOVOSENSE Microelectronics, a global provider of highly robust & reliable analog and mixed signal chip, today announced it will demonstrate the newest additions to its solutions in automotive OBC/DC-DC, traction inverter, BMS, body control module, lighting and thermal management system at the Automotive World Korea from April 24 to 26 at booth D122 in COEX Hall B, Seoul. During exhibition, NOVOSENSE engineer will give presentation about its automotive solutions on April 25.　　Empowering engineers' automotive system design with product innovation　　NOVOSENSE will showcase how its innovative products can help automakers to develop smarter and safer automotive system:　　To support the trends of multi-node, high-speed, and high-stability in-vehicle communication, NOVOSENSE's automotive-grade CAN SIC, NCA1462-Q1, can achieve a transmission rate of ≥8Mbps in a star network, and maintain good signal quality with high EMC performance and patented ringing suppression function.　　More channels are integrated on a single LED driver chip to support the increasing number of LED beads. NOVOSENSE's LED driver integrates up to 24 channels on a single chip, supporting stronger current driving capability and complete circuit protection functions.　　Thermal management systems are transitioning from distributed architectures to integrated architectures. NOVOSENSE's highly integrated small motor driver SoC, NSUC1610, realizes efficient, real-time control of motor applications by integrating an ARM core MCU, a 4-way half-bridge driver, and a LIN interface on a single chip. It is widely used in electronic expansion valves, AGS, and electronic air vents.　　Proven record and automotive-qualified　　Since the launch of its first automotive chip in 2016, NOVOSENSE has always adhered to the “Reliable & Robust” quality policy and implemented Automotive Electronics Council (AEC)’s standards throughout the whole process. With its forward-looking product layout, robust quality performance and proven delivery record, NOVOSENSE has been widely recognized: it obtained ASIL-D certification, the highest level of the TÜV Rheinland ISO 26262 Functional Safety Management System in 2021, and joined the AEC as a member of the Component Technical Committee in 2023.　　With over 10 years’ semiconductor design & mass production experience, NOVOSENSE can offer about 1,800 chip products for sale, and automotive application accounts for about 30% of NOVOSENSE revenue in 2023. NOVOSENSE has built partnership with thousands customers worldwide, including many global automotive OEMs and Tier 1/Tier 2 suppliers.
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Release time：2024-04-25 11:39 reading：1602 Continue reading>>
AMEYA360 explains：How many chips are included in new energy <span style='color:red'>vehicles</span>
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AMEYA360 explains：How many chips are included in new energy vehicles

　　New energy vehicles are an important direction for the future development of the automotive industry, and the heart of them is the automotive chip. Automotive chips are an important part of automotive electronic systems. They are responsible for collecting and processing information from various parts of the car, and then controlling various operations of the car based on this information. Below we will mainly introduce the types of automotive chips.　　How many chips does a car need?Over the past few decades, the application of semiconductor products in automobiles has rapidly expanded, and automotive electronics has become one of the fastest-growing market segments. According to data , the number of automotive chips required for traditional fuel vehicles is 600-700, and the number of automotive chips required for electric vehicles will increase to 1,600 per vehicle, and the demand for chips for more advanced smart cars is expected to increase to 3,000 chips per vehicle.　　What are the major categories of automotive chips?　　Control chipControl chip: MCU, SOC　　The control chip (MCU), also known as “micro control unit”, is responsible for computing power and processing, and is used for engine/chassis/body control, etc., such as AI chips for autonomous driving perception and fusion. Nowadays, more and more chips are installed on cars. From power systems, to vehicle systems, to safety systems, we can see a large number of chips. MCU accounts for about 30% of the number of semiconductor devices used in a car.　　Computing chipsComputing chips; CPU, GPU, FPGA, etc.　　Central processing unit (CPU) chip: In cars, CPU chips are mainly used in car infotainment systems, such as car navigation, music playback, etc. This chip can handle complex computing tasks, connect to multimedia interfaces, and provide powerful processing capabilities.　　Graphics processing unit (GPU) chip: Mainly used in Advanced Driver Assistance System (ADAS) and autonomous driving systems, used to process large amounts of video and image data for object recognition, pedestrian recognition, driving route planning, etc.　　Power chipsPower chips: IGBT, silicon carbide, power MOSFET　　Power semiconductors are the core of power conversion and circuit control in electronic devices. They are mainly used to change voltage and frequency, DC to AC conversion, etc. in electronic devices. In new energy vehicles, the average usage of medium and high-voltage MOSFETs per vehicle has increased to more than 200.　　Communication chipsCommunication chips: cellular, WLAN, CAN/LIN, satellite positioning, NFC, Bluetooth, ETC, Ethernet, etc.　　The wireless communication chip can realize the connection between the car and the Internet, provide data transmission function, and support vehicle information service, remote control, real-time navigation and other functions.　　CAN controller chips are mainly used for internal communication in cars, such as information transfer between the engine control module and the brake control module. The CAN controller can effectively organize and manage the data flow between various systems of the vehicle, ensure the accurate transmission of information, and improve the overall operating efficiency of the vehicle.　　Memory chipsMemory chips: DRAM, NOR FLASH, EEPROM, SRAM, NAND FLASH　　The car’s infotainment system, navigation system, security system, etc. all require a lot of storage space, so memory chips also play an important role in the car. Common memory chips include flash memory chips, solid-state hard drive chips, etc. They can store large amounts of data and provide fast read and write speeds to ensure smooth operation of the system.　　Power supply/analog chipPower supply/analog chip: SBC, analog front end, DC/DC, digital isolation, DC/AC　　In a car, the power management chip is mainly responsible for the power supply of on-board electronic equipment, including starting power, lamp power, instrument panel power, etc. It can effectively manage and distribute power to ensure the normal operation of on-board electronic equipment. According to statistics, analog circuits account for 29% of automotive chips, of which 53% are signal chain chips and 47% are power management chips.　　Driver chipDriver chip: high-side driver, low-side driver, LED/display, gate-level driver, bridge, other drivers, etc.　　For electric vehicles, the motor control chip plays a vital role. It can control the speed and steering of the motor to ensure the stable driving of the car. At the same time, the motor control chip can also effectively manage the power of the battery, improve the efficiency of the battery, and prolong the service life of the battery.　　Security chipSecurity chip: T-Box/V2X security chip, eSIM/eSAM security chip　　Automobile information security and driving safety are the focus of consumers’ attention, so various security chips are widely used in automobiles. Such chips include identity authentication chips, data encryption chips, etc., which can protect the data security of the car and prevent illegal access and attacks.　　Sensor chipsSensor chips: ultrasonic, image, voice, laser, millimeter wave, fingerprint, infrared, voltage, temperature, current, humidity, position, pressure, etc.　　Sensor chips play a very important role in automobiles, including speed sensors, pressure sensors, temperature sensors, radar sensors, etc. These sensors can monitor the running status of the car in real time, provide important information to the driver, and provide necessary data support for the car’s safety system.　　ConclusionThe trend of vehicle electrification and intelligence brings incremental demand for chips. The semiconductor value of traditional fuel vehicles is mainly concentrated in the fields of body control and chassis safety. New energy vehicles are facing electrification and intelligent upgrades, and there is an increasing demand for chips in fields such as electric drive, electric control, automatic driving, smart cockpit, data storage, and communication.
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Release time：2023-08-31 16:39 reading：2423 Continue reading>>
Not All ADAS Vehicles Created Equal
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Not All ADAS Vehicles Created Equal

The Insurance Institute for Highway Safety (IIHS) earlier this week unveiled results, and insights gained, from tests to evaluate such ADAS features as adaptive cruise control (ACC) and lane-keeping assist (LKA).In the tests, performed both on the road and on test tracks, IIHS found that some models struggled “in typical driving situations, such as approaching stopped vehicles and negotiating hills and curves.”IIHS is a Virginia-based, nonprofit organization funded by auto insurers.The five Level 2 models that IIHS used for their testing were a 2017 BMW 5-series with “Driving Assistant Plus,” a 2017 Mercedes-Benz E-Class with “Drive Pilot,” a 2018 Tesla Model 3 and 2016 Model S with “Autopilot” (software versions 8.1 and 7.1, respectively), and a 2018 Volvo S90 with “Pilot Assist.”IIHS’s ADAS tests have exposed a large variability of Level 2 vehicle performance under a host of different scenarios. These systems can fail under any number of circumstances. In some cases, certain models equipped with ADAS are apparently blind to stopped vehicles and could even steer directly into a crash.IIHS examined driver assistance features in road and track tests and shared its test results here.Mixed bagMike Demler, senior analyst at The Linley Group, called the IIHS test results a “mixed bag.” He noted, “You can’t point to just one factor for … poor performance.” He said, “If you just look at how the Tesla Model 3 and Model S performed equally well with lane-keeping assist on curves, you might conclude they mastered that function. But then on hills, the Model S is by far the worst, and the less expensive Model 3 is the best.”Indeed, the test results can be confusing.When IIHS tested the system with adaptive cruise control turned off but automatic braking on, at 31 mph, both Teslas — the Model S and Model 3 — braked but still hit a stationary vehicle. According to IIHS, they were the only two models that failed to stop in time during tests.And yet, when the same test was repeated with ACC engaged, the BMW 5-series, Mercedes-Benz E-Class, and Tesla Model 3 and Model S braked earlier and gentler than with emergency braking and still avoided the stationary vehicle.IIHS acknowledged that it’s still “crafting a consumer ratings program for ADAS.” The institute noted, “IIHS can’t say yet which company has the safest implementation of Level 2 driver assistance.”You can read the IIHS test results here.Building blocks of L2 vehiclesOne of the most striking elements about the test results is the inconsistent ADAS performance among the five cars. Does the explanation lie in the building blocks used in L2 vehicles’ ADAS features?Phil Magney, founder and principal at VSI Labs, explained that L2 systems are largely vision-first systems, often with the help of radar.[Vision systems] maintain their lane keeping with their vision algorithms. If the lines become obscured in any way, the performance degrades. If the lines are gone, they simply will not work and cannot be engaged.All these solutions are enabled with radar as well, which gives them their dynamic speed control when following other vehicles.Most L2 solutions (including all tested) are further enabled with automated emergency braking (AEB) that is designed to mitigate collisions with stationary vehicles. This feature is typically enabled with radar and/or camera.What causes variability?But exactly which technical factors induce variables in ADAS behavior?Magney said, “A lot of performance variance is found on these systems because there are so many elements of the HW/SW configurations.”For example, active lane keeping is a multi-step process that partitions lane detection from control systems, said Magney. “Each of these steps has a unique set of code with its own parameters. In tight turns, these solutions can fail depending on the look-ahead settings, which are necessary to calculate the curvature.”Magney added that the ACC pipeline is equally complex. “ACC regulates the longitudinal velocity of a vehicle based on the kinematics of the host vehicle and the target vehicle.”The primary goal of ACC, as Magney sees it, “is to apply throttle and brakes in order to match the speed to that of the target vehicle. Both comfort and safety are key features for ACC, but in some cases, safety will take priority over comfort to avoid a collision.”Unique to radar-based calculations is all the filtering necessary to avoid false positives, he noted. “For example, if you are traveling at speed on an expressway and are overtaking a slower car in an adjacent lane, you must be certain that what you choose to brake for is within your trajectory!”False positives related to ACC happen occasionally when a vehicle brakes despite nothing in its path. Magney observed, “Most Tesla owners have experienced this. It’s not necessarily dangerous as it is annoying.”Other details also contribute to varied performance. Demler cited “difference in the sensors, where they are positioned,” and “differences in the steering control mechanisms,” among others. He added, “All the variances in design factors come into play between manufacturers as well as between models from the same manufacturer.”Should we define ADAS performance standards?Differences in ADAS performance matter to drivers. If ADAS featured in various vehicles handles driving tasks so differently, won’t drivers get confused? Might such variability make it tougher for consumers to choose the vehicle they want? Wouldn’t this be even worse for a rental car driver encountering ADAS features that he or she has never driven before?A case in point, as pointed out by IIHS, was: “One of the questions researchers looked to answer is, do the systems handle driving tasks as humans would?” The report said, “Not always, tests showed.” It explained, “When they didn’t perform as expected, the outcomes ranged from the irksome, such as too-cautious braking, to the dangerous — for example, veering toward the shoulder if sensors couldn’t detect lane lines.”EE Times asked if this would be the time to start defining acceptable ADAS performance standards — for safety reasons. Is anyone talking about it?Demler said that he isn’t aware of anyone specifically discussing ADAS standards using a set of tests like those done by IIHS. But he agreed: “This is definitely an argument for doing it.”He said, “I also expect that it would go into the New Car Assessment Program (NCAP) rating, but lane-keep assist and ACC aren’t mandated features. The car magazines and consumer reports do follow the same test procedures on all cars that they evaluate, so that information is available to car buyers.”Magney concurred. “An argument for establishing performance standards can be made to level the expectations in terms of capabilities,” he said. “A protocol for doing this is pragmatic and a natural extension of existing safety agencies. A Level 2 automated system should perform well against its intended design domain. This would not include an all-out scenario test but, rather, a defined protocol that examines measurable performance against defined targets.”ADAS ratingsIIHS clearly noted in its report that it “can’t say yet which company has the safest implementation of Level 2 driver assistance.” If so, what would it take for an institution like IIHS to come to clearer conclusions?Demler doesn’t believe that IIHS is equipped to design and implement rigorous tests. He sees what’s reported in this report as “just subjective evaluations.” He said, “We need the National Highway Traffic Safety Administration (NHTSA) to implement standards, but the SAE and manufacturers should get together to drive that.”Magney also believes that it takes “a more refined approach to attempt to rate these features.” He said, “We don’t know how the course was set, but I think that in some examples, the curve testing and hill testing were perhaps outside the normal operating domain.”Magney added, “In order to rate automated driving features, they would need to be tested against a devised set of scenarios on various type of road segments and in various conditions. Probably a pass/fail-type test based on multiple runs.”
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Release time：2018-08-13 00:00 reading：1008 Continue reading>>
Cyber security for connected and autonomous <span style='color:red'>vehicles</span>
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Cyber security for connected and autonomous vehicles

　　A partnership between Ricardo and Roke Manor Research is looking to develop solutions that will make autonomous and connected transport robust against cyber attack.　　Roke’s managing director David Cole said: “A new approach to connected and autonomous vehicle (CAV) technology design and implementation is essential. From infotainment, maintenance and navigation, to vehicle to vehicle systems for fully autonomous driving – all provide a potential opportunity for malicious hacking attack.”　　The companies are already partners in the UK 5StarS project which aims to develop a consumer rating framework for automotive cyber security. Under the terms of their latest partnership, Ricardo and Roke will contribute additional resources to develop joint product and service opportunities, building upon the synergies of their combined capabilities.　　“I am pleased that we have been able to conclude this agreement with Roke Manor Research,” said Ricardo’s CEO Dave Shemmans. “Through this partnership, our two companies are jointly demonstrating a commitment to delivering world-class solutions that leverage future technology and innovation while also ensuring the highest standards of safety and cyber security.”　　Cyber security is now seen as a fundamental requirement of CAV technology, with many new vehicles connected over the air. “The key is to design security into the product, right from the start,” Cole added. “Our partnership with Ricardo means that we can rapidly develop new tools, processes and assurance schemes which will allow consumers to have confidence in their new, smarter vehicles.”
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Release time：2017-09-07 00:00 reading：1151 Continue reading>>

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