EPoSS Annual Forum 2014 Turin, September 25, 2014

Transcription

1 EPoSS Annual Forum 2014 Turin, September 25, 2014 Siemens Corporate Technology September 2014 Autonomous Driving and Electric Mobility Karl-Josef Kuhn Siemens AG, CT NTF CAR Siemens AG Alle Rechte vorbehalten

2 Agenda Challenges Reasons for a radical change in automotive architectures Reason 1: Electromechanical integration Reason 2: Automation Reason 3: Limitations of today's E/E Architecture An implementation Seite 2 September 2014 Corporate Technology Siemens AG Alle Rechte vorbehalten

3 How our world is changing Digital transformation Networked world of complex and heterogeneous systems Automation factory in Amberg, Germany Digitalization Worldwide data volume doubles every two years. By 2020, it will have grown to 40 zettabytes a 50-fold increase within 10 years Worldwide revenue of the IT and communications industries reached a record 2.84 trillion in 2013 Revenue from apps alone amounted to $72 billion in 2013 and will more than double by 2017 Digitalization boosts GDP a 10% increase in the digitalization level of a country leads to 0.75% rise in per capita GDP. Page 3 September 2014

4 How our world is changing Urbanization Growth of cities 2009: For the first time in history, more than 50% of the world s population lived in cities 2050: 70% of the world s population will live in cities Megacities worldwide 1970: 2 megacities with more than 10 million inhabitants 2025: 37 megacities; more than 13% of the world's population will live in a megacity Commuters in Jakarta. Page 4 September 2014

5 How our world is changing Demographic change World population 2012: 7.1 billion people 2050: 9.6 billion people Worldwide life expectancy 2012: 70 years 2050: 76 years By 2050, the share of the population aged 60 or over will, for the first time, equal the share of the population younger than 15 Morning gymnastics in Shanghai. Page 5 September 2014

6 How our world is changing Climate change 2013: Highest CO 2 concentration in the atmosphere in 800,000 years 2001 to 2010: Warmest decade on record Ice sheets off the Icelandic coast. Page 6 September 2014

7 Agenda Challenges Reasons for a radical change in automotive architectures Reason 1: Electromechanical integration Reason 2: Automation Reason 3: Limitations of today's E/E Architecture An implementation. Page 7 September 2014

8 Agenda Challenges Reasons for a radical change in automotive architectures Reason 1: Electromechanical integration Reason 2: Automation Reason 3: Limitations of today's E/E Architecture An implementation. Page 8 September 2014

9 The full potential of electric drive trains will be enabled only by a complete drive by wire architecture a) 1M-2W b) 1M-4W c) 2M-4W d) 2M-2W e) 2 IWM-2W Advantage Advantage Advantage Advantage Advantage Simple Similar to today s drivetrain 4 Wheel drive, Similar to today's drivetrain Higher power realizable No transfer case No differential Active torque vectoring No disk brakes on rear axle Optimal brake and recuperation strategy ASR, ABS with electric machines Page 9 September 2014 Corporate Technology

10 High integration of drive functionality Development of an wheel hub motor, that accelerates and decelerates Integration of the e-machine into the wheel Utilize the electric machine as an rear auxilliary wheel brake system E-machine E-machine E-machine Page 10 September 2014 Corporate Technology

11 High integration of drive functionality Development of an wheel hub motor, that accelerates and decelerates Integration of the e-machine into the wheel Utilize the electric machine as rear wheel brake system Using electric machines for recuperation shall be by maximized E-machine Priority to brake with electric machines In case of vehicle instability all brakes shall be used as necessary Priority of vehicle stability Switching the load between recuperation and friction brakes shall not interfere the driver E-machine Brake blending without perception of the driver Page 11 September 2014 Corporate Technology

12 Experimental vehicle As an experimental vehicle serves the Roding Roadster. It is build up in lightweight construction and was designed as pure electric vehicle. It holds two wheel hub machines at the rear axle. Technical data: Wheel base: 2495 mm Track width: front 1620 mm, rear 1620 mm Tire equipment: front 225/40 R18 at 8x18 rim rear 235/35 R19 at 8x19 rim Brake discs: front 328x28 mm with 4-pot fixed caliper Structural weight: ca. 600 kg (no drive train and battery) Continuous torque 500 Nm Maximum torque 2,500 Nm Continuous power 126 kw Maximum power 230 kw Page 12 September 2014 Corporate Technology

13 Electromechanical Integration Integrated Mechatronic Components "Smart Wheels" as long-term vision Fully new vehicle design concepts Local drives concept Motor Brake Damping Steering Page 13 September 2014 Corporate Technology

14 Agenda Challenges Reasons for a radical change in automotive architectures Reason 1: Electromechanical integration Reason 2: Automation Reason 3: Limitations of today's E/E Architecture An implementation Page 14 September 2014 Corporate Technology

15 Reason 2: Driver assistance and automation Source: Wikipedia: Google driverless car operating on a testing path Page 15 September 2014 Corporate Technology

16 Driver in the loop Fail-safe Driver out of the loop Fail-operational Reason 2: Driver assistance and automation Vehicle automation increments Fully automated driving System longitudinally and transversally guides vehicle during the whole driving mission. In case that the driver does not take over vehicle guidance, the system engages a safe state after a define time to safety stop. Highly automated driving System longitudinally and transversally guides vehicle and the driver must be able to take over vehicle guidance after a defined take over time. Partial automated driving System longitudinally and transversally guides vehicle but the driver does have the permanent responsibility to check this guidance and must be able to take over vehicle guidance at any time Assisted driving Driver longitudinal and transversally guides vehicle during the whole driving mission. Other driving tasks are partly managed via driver assistant systems. Driver only driving Driver is responsible for longitudinal an transverse vehicle guidance during the whole driving mission. Acc. To: D. Westhoff Bundesanstalt für Strassenwesen: Fahrzeugautomatisierung im rechtlichen Kontext Ergebnisse der BASt-Projektgruppe In: 28. VDI/VW-Gemeinschaftstagung Fahrerassistenz und integrierte Sicherheit, Wolfsburg, 11. Oktober 2012 Page 16 September 2014 Corporate Technology

17 Agenda Challenges Reasons for a radical change in automotive architectures Reason 1: Electromechanical integration Reason 2: Automation Reason 3: Limitations of today's E/E Architecture An implementation Page 17 September 2014 Corporate Technology

18 To reduce complexity the increase of integration based on ICT 1) principles will be the next step Complexity and No. of functions Centralized ICT Architecture Cloud-/ swarm oriented ICT architecture ~70 ECUs (2010) Introduction of CAN as standard bus (1987) ~43 ECUs (e.g. Passat B6 2005) Bosch ABS introduced in Mercedes S-Class (1978) ~10 ECUs (e.g.passat B5, 1996) 1st Million of "VW Beetle" produced Age of cable ~40 yrs Age of busses and ECUs ~26 yrs Age of Services ~17 yrs Time 1) Information and Communication Technology Actual complexity (amount of functions ) ~Necessary complexity Source: "The Software Car: Information and Communication Technology as an Engine for the Electromobility of the Future", page 48 Page 18 September 2014 Corporate Technology

19 Automotive E/E Architectures are the result of more than 30 years of evolutionary development Historically grown architecture of increasingly networked, problem-specific subsystems Mechanical view onto modularization (resembles the organizationaland supplier structure) Closed architecture Separation into domains (chassis, interior, drivetrain,...) Many controllers and up to 5 bus systems: 6 CAN busses (different bandwidth, different domains) 22 LIN busses (connecting sensors/actors) 1 FlexRay-Bus (chassis/drive dynamics/engine control) 1 MOST-Bus (infotainment/multimedia) Ethernet (point-to-point) High weight for controllers and cabling Page 19 September 2014 Corporate Technology

20 Datenbasis We need a reliable, safe and extensible platform architecture based on concepts from other domains Lane Keeping Combi Tire guard Display ACC Navigation HVAC Radio Immobilizer AutoPark Access Doors/Roof MP3 / Phone Acc. Pedal Brake Pedal Steering Wheel ipad Hybrid Controller DC / DC Energy Mgmt. Sys. Autonomous Driving Driving Functions Transmission WU WU Brake ABS ESP WU WU Swarm Behavour Sensor- Fusion Passive safety Scalable central processing units Power Hard- Suspension and software separated, layering Steering Smart sensors and actuators Well defined information flow Hierarchical decision making Lernen ("Perceive, Analyze, Act") Development process according Fahrerschnittstelle to ISO Smart Sensors Smart Aktors Hardware Abstraction HW HW HW HW 1) Symbolic pictures Page 20 September 2014 Corporate Technology

21 Three independent development paths leading to the Smart ecar Driver assistance and automation ADAS 1) vertically integrated ADAS horizontally integrated with strategy level Partially automated driving e.g. zero accidents with intervening decision Revenue stream ICT Software/Apps E/E architectures Smart ecar autonomous driving Photo: Nissan Electro mechanical integration E-Motor Brake Damping Steering New ergonomic concepts through integrated modules Revenue stream Mechatronic Mechanical compon. t 1) Advanced Driver Assistant Systems Page 21 September 2014 Corporate Technology

22 Agenda Challenges Reasons for a radical change in automotive architectures Reason 1: Electromechanical integration Reason 2: Automation Reason 3: Limitations of today's E/E Architecture An implementation Page 22 September 2014 Corporate Technology

23 Redundant communication (e.g.ethernet) as backbone Sensor / Actuator connector Drivetrain Energy source Sensor / Actuator connector Vehicle Control Computer 1 Vehicle Control Computer 2 Entertainment Sensor / Actuator connector Gateway Sensor / Actuator connector Electric steering Electric braking Page 23 September 2014 Corporate Technology

24 RACE demonstrators Evolution vs. Revolution Reduction of ICT architecture complexity Proven functionality of ICT architecture Development of 2 Prototypes "Migration/Evolutionary Car" Based on standard production vehicle A selection of functions (e.g. lateral and longitudinal dynamics, energy mgmt.) are built on new ICT architecture All other functions still based on traditional E/E architecture New and traditional architecture are connected via gateways "Revolutionary Car" Based on a more unconventional vehicle All functions (e.g. acceleration, deceleration, energy mgmt., HMI) are built on new ICT architecture No integration of functions based on traditional E/E architecture Selected hardware components connected via gateway as needed Goal is true Drive-by-Wire on redundant electronics All standard vehicle functions are available. Selected functions are based on new architecture. All functions are based on the new system architecture. But only a subset of possible functions are implemented. Page 24 September 2014 Corporate Technology

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