Entering the automotive market, what can IP and EDA tool manufacturers do to comply with the ISO 26262 standard?

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If you are concerned about ISO 26262, you will know that IP or EDA tools developed with the highest quality standards may still not pass ISO 26262 certification. Kurt Schuler, vice president of marketing at Arteris, serves on several technical committees of ISO 26262. He pointed out that in the development of automotive electronic systems, there are many ways for IP and EDA tool vendors to improve security to meet the requirements of the ISO 26262 standard. Let's take a look at the related content with the car electronics editor.

First, setting the application scenario is very important for IP and EDA tools. Before the advent of highly programmable devices, it was easy to determine how each component in a large system works, but now, 99.9% of the security elements defined by IP and tool vendors are independent of the application scenario. Because these secure elements may be used in any application scenario, it is not possible to optimize only for specific application scenarios.

Automotive Safety Integrity Levels (ASIL) introduces the concept of defining safety based on component application scenarios. Even if the controller chip is the same, the safety certification requirements will be different when the application is different. The controller chip used for the seat position adjustment and the controller chip used in the automatic driving system obviously bear different safety responsibilities.

Therefore, ASIL levels are set according to each of the subsystem's hazard trends, such as ASIL Class C and D standards, usually for scenes with a risk of lethality, while ASIL Class A is for similar car seat adjustments. A security level scenario. ASIL is actually a measure of the degree of danger, likelihood, and controllable consequences of an event. Kurt uses cruise control as an example. When the cruise is ineffective, the driver can also maneuver the car. Even if the current advanced autopilot function fails, the car must be changed to the manual driving mode when the driver turns the steering wheel. Of course, this kind of switching requires very strict system response time. Whether it is the driver's reaction or the recovery time of the system itself, each step requires a sufficient time window to complete.

By adding some functions to IP or software, you can improve the functional safety level of electronic components. Kurt said that Arteris's approach is to add on chip communication. In Arteris' on-chip communication solution, a communication integrity checker is also built in. When the system is running, the detector will periodically detect the system to ensure that the system does not malfunction. Kurt also pointed out that the detector itself has to be detected, so in Arteris's solution, the detector also has a fault handling mechanism.

The key to functional safety of IP products is coverage. Kurt believes that IP vendors must make it easier for customers to assess the diagnostic coverage of IP. Failure Mode, Impact and Diagnostic Analysis (FMEDA) is becoming more and more important, and IP products must be able to cope with things like stuck bits, power transients, and all the unexpected conditions you can think of. Any unforeseen circumstances at the IP or component level must be identified so that various unexpected conditions can be handled at the system level.

According to the ISO 26262 standard, certified system maintenance and traceability time is more than ten years, which puts a lot of new requirements for system design data preparation and maintenance. In fact, during system maintenance and traceability, vendors must provide a complete tool chain for regenerating, analyzing, or modifying designs. The requirements of ISO 26262 for IP are mainly document work. IP vendors should provide system engineers with sufficient information to help them complete the standard certification of the system.

There is no doubt that the International Standards Organization is pursuing the ISO 26262 standard throughout the semiconductor industry chain. This is also to prepare for the era of driverlessness. When there is no human driver to take over, from bottom to top, every layer of the car must be developed in accordance with reliability and safety standards.

The above is about automotive electronics - entering the automotive market, how can IP and EDA tool manufacturers comply with the ISO 26262 standard? For related introductions, if you want to know more information, please pay more attention, electronic engineering will provide you with more complete, more detailed and updated information.