AUTOSAR 기반 차량 시스템의 성능 최적화를 위한 러너블-태스크 매핑 규칙

학위논문 (석사)-- 서울대학교 대학원 : 공과대학 전기·정보공학부, 2019. 2. 홍성수.자동차가 점차 전장화됨에 따라 차량용 소프트웨어의 크기와 복잡도가 크게 증가하고 있다. 이 때문에 차량용 소프트웨어의 개발에 소요되는 시간과 비용 또한 증가하여 유럽의 주요 자동차 회사들은 개발의 효율성을 높이고자 AUTOSAR(AUTomotive Open System ARchitecture) 표준을 제정하였다. AUTOSAR 표준은 차량용 소프트웨어의 아키텍처와 개발 과정을 정의한 표준으로써 현재 많은 자동차 회사들에서 이를 준수하여 제품을 개발하고 있다. AUTOSAR 표준에 따른 응용 소프트웨어는 소프트웨어 컴포넌트(software component) 단위로 모듈화되어 설계되며 각각의 소프트웨어 컴포넌트는 자신의 기능을 구현하는 러너블(runnable)을 1개 이상 갖는다. 개발자는 러너블을 동작시키기 위해 운영체제의 스케줄링 단위인 태스크에 매핑하는데, 러너블-태스크 매핑에 따라 시스템 오버헤드 발생량이 크게 달라지므로 이는 시스템 성능 측면에서 매우 중요한 작업이다. 본 학위 논문에서는 자율주행을 수행하는 타겟 응용의 성능 최적화를 위해 기존 연구에서 제안한 6개의 러너블-태스크 매핑 규칙을 적용하며, 추가적인 성능 향상을 위해 기존 규칙을 개선한 매핑 규칙을 제안한다. 제안된 규칙을 적용하여 매핑했을 때와 개발자가 임의로 매핑했을 때 타겟 응용의 성능을 실험을 통해 비교하며, Infineon 사의 AURIX 보드와 ETAS 사의 AUTOSAR 플랫폼 상에서 타겟 응용을 구현하여 실험하였다. 실험 결과 제안된 규칙을 적용하여 매핑했을 때 타겟 응용의 종단 간 응답 시간(end-to-end response time)이 개발자가 임의로 매핑했을 때의 기댓값보다 약 1.49배 짧은 것으로 확인되었다.As automobiles become increasingly electric, the size and complexity of automotive software is greatly increasing. As a result, the time and cost of developing automotive software has also increased, leading European automotive companies have established the AUTOSAR (Automotive Open System Architecture) standard to improve development efficiency. The AUTOSAR standard is the standard for the architecture and development process of automotive software. Application software according to the AUTOSAR standard is modularized in software components, and each software component has one or more runnables that implement its functions. The developer maps the runnables to the tasks, which is the scheduling unit of the operating system, in order to execute the runnable. Runnable-to-task mapping is very important process in terms of system performance, since the system overhead incurred greatly depends on the runnable-to-task mapping. In this thesis, I apply six runnable-to-task mapping rules proposed in the previous research to optimize the performance of the target application that performs autonomous driving, and propose mapping rules that improves the existing rules for further performance enhancement. I compare the performance of the target application when the runnables are mapped to the tasks according to the proposed mapping rules and when the developer arbitrarily mapped it. The target application is implemented on the Infineon AURIX board and ETAS AUTOSAR platform. Experimental results show that the end-to-end response time of the target application when mapped by applying the proposed rules is about 1.49 times shorter than the expected value when the developer arbitrarily mapped.목 차 제 1 장 서 론 1 제 2 장 배경지식과 관련 연구 4 제 1 절 AUTOSAR 4 1.1 AUTOSAR 개괄 4 1.2 AUTOSAR의 수행 모델 7 1.3 AUTOSAR의 통신 8 제 2 절 관련 연구 10 2.1 매핑 알고리즘을 제안하는 연구 10 2.2 매핑 규칙을 제안하는 연구 11 제 3 장 러너블-태스크 매핑 규칙 12 제 1 절 6가지 매핑 규칙 설명 12 제 2 절 매핑 규칙의 개선 15 제 4 장 타겟 응용에 대한 매핑 규칙 적용 17 제 1 절 타겟 응용 설명 17 제 2 절 규칙 적용 20 2.1 기존 규칙 적용 20 2.2 개선된 규칙 적용 21 제 5 장 실험 및 검증 23 제 1 절 실험 환경 23 제 2 절 실험 구성 23 제 3 절 실험 결과 및 평가 25 제 6 장 결 론 26 참고문헌 27 Abstract 29Maste

Testing whether major innovation capabilities are systemic design capabilities: analyzing rule-renewal design capabilities in a case-control study of historical new business developments

International audienceIn this paper, we empirically test the proposition that major innovation (MI) capabilities are systemic, dynamic capabilities. We rely on design theories and characterize the systemic, dynamic capabilities as design capabilities that renew a core of stabilized design rules. For the specific case of projects leading to new business development, we conducted a case-control study of 46 historical projects; 26 of these led to new business development, and 20 do not lead to new business development. Utilizing this sample, we show that our measurement model, based on rule-reuse vs. rule-renewal design capabilities, has a good fit. We find that rule-renewal design capabilities are positively related to new business development, whereas rule-reuse design capabilities (maintaining an invariant set of design rules) are independent of new business development. We discuss different combinations of rule-reuse and rule-renewal design capabilities. This paper contributes to the literature on MI capabilities. It also theoretically and methodologically contributes to the analysis of the dynamic capabilities of design activitie

Development of a modular dual engine hybrid electric vehicle simulation model

Depleting resources of fossil fuel, climate change impacts, high oil prices, and strict emission requirements are leading to the research on efficient, environmentally friendly, and lowered fossil fuel dependent solutions in the transportation field. While a number of studies used computer modeling and simulation tools to investigate hybrid electric vehicles (HEVs), very few attempted to model and simulate a dual-engine hybrid vehicle. Designing a vehicle engine to meet energy needs in the fully loaded condition is not an optimal solution for manufacturers and customers. The larger the engine, the higher the manufacturing costs for companies, and higher fuel consumption for customers. The integration of dual-engine hybrid technology can help to solve this problem. The objective of this study was to design and simulate a dual-engine hybrid electric vehicle (DE-HEV) model to investigate whether it can be a fuel efficient and environmentally friendly solution without sacrificing vehicle performance. The simulated DE-HEV uses two small engines instead of one large engine. In the simulated design, a smaller single engine supplies the power if the energy need is not more than a single engine can provide. The second engine turns on when the power demand is greater than the single engine can supply. Working models for the DE-HEV components, such as an electric motor, generator, battery, and the controller have been developed using the Matlab/Simulink™ simulation package. Each model was validated with test data from the literature. Appropriate power management strategy has been developed to accommodate the dual engine design. Fuel-efficiency, overall performance, and manufacturing cost for the simulated DE-HEV model have been compared against current commercial models. Simulation results showed that DE-HEV has between a 2% to 6% higher efficiency than comparable HEVs. Cost analysis results showed that the manufacturing cost of DE-HEV is 11% higher. Performance of the vehicle was tested with standard drive cycles. Test results are satisfactory; although there was significant increase in fuel-efficiency, because of its higher initial manufacturing cost, maintenance, and complexity, DE-HEVs may have challenges in the short term. However, with expected decreases in manufacturing costs of battery storage and power electronics technology, the implementation of DE-HEVs can be feasible transportation options in the near future

An analysis of the impact of modularization and standardization of vehicles electronics architecture on the automotive industry

Thesis (S.M.)--Massachusetts Institute of Technology, System Design and Management Program, 2006.Includes bibliographical references (p. 116-120).The growing use of electronics in automobiles designs and their dependency on it, has increased the level of complexity of the car-system and created new challenges. But at the same time, it has created new opportunities and the potential to reduce complexity through modularization. This represents a new architectural paradigm for OEMs and suppliers. This thesis suggests an approach to this new era of automobiles designs. It looks at the effect of modularization and the advent of electronics on the supply chain in other industries. It evaluates the risks of value migration in the automotive industry and studies the mechanisms of such migrations through several interviews, financial data research, systems functional decomposition and system dynamics analysis. Electronics, along with software and control algorithms, enable an encapsulation of functionalities by creating higher levels of abstraction. While early vehicles had an all-mechanical interface between operator and actuation, electronics has allowed the separation of the processing of signals coming from the operator, the control/functionality infusion, the transfer of information and the transfer of energy. Thus, what was once integral has now the potential to be modular.(cont.) Such a separation increases the modularizability of the automobile's architecture and gives it an opportunity to get closer to a lower bound "essential complexity" floor. While integrality helps prevent knowledge from fleeing away, it limits the ability to profit from various design options. When outsourcing for a modular architecture, those exclusive functionalities that actually bring value ought to be retained in-house. In particular, outsourcing software is usually not a desirable option. Software modules are likely to remain intrinsically integral for a long time to come. OEMs should thus look at expanding their software expertise in order to eliminate any dependency to an outside source for software, because it is likely a dependency on knowledge. Suppliers, who have already taken on a greater system integration responsibility, should look outside the traditional mechanical systems box. Automotive systems today involve electric, electronics and software engineering. To gain the necessary expertise in those domains, suppliers may have to perform strategic mergers & acquisitions. The role of system engineering is what OEMs ought to focus on if they want to avoid seeing value migrate to their suppliers. The emergence of value is the fruit of architecting.(cont.) New open standards should be regarded as opportunities to become more aggressive systems architects. Open standards also allow to reduce cost, in particular by creating economies of scale and scope. However, reducing cost without creating value is the beginning of a downward spiral. Modularization and standardization have created a dynamic reaction in the industry whereby the nature of the boundaries between firms is changing and value is created and redistributed. In order to capture that value, a player has to focus on the design process, the architecting of products, rather than on the products themselves. The role of system architect in the automotive industry has evolved and now requires expertise in the field of software development, testing and integration.Christophe L. Gaillard.S.M

How the architecture of the CityCar enhances personal mobility and supporting industries

Thesis (Ph. D.)--Massachusetts Institute of Technology, School of Architecture and Planning, Program in Media Arts and Sciences, 2012.Cataloged from PDF version of thesis.Includes bibliographical references (p. 121-124).Growing populations, increasing middle-class, and rapid urbanization - for today's urban dweller, all of these escalating factors continue to contribute to problems of excessive energy use, road congestion, pollution due to carbon emissions, and inefficient personal transit. Considering that the average vehicle in a city weighs thousands of pounds, usually caries only one person per trip, and expends significant proportions of its gasoline simply searching for resources such as parking, new efficient and intelligent modes of transportation are in need of exploration. This dissertation presents the design and development of an electric vehicle called the "CityCar" that confronts the aforementioned problems of urban mobility with a novel vehicle architecture. The assembly of the CityCar derives from a subset of "urban modular electric vehicle" (uMEV) components in which five core units are combined to create a variety of solutions for urban personal mobility. Drastically decreasing the granularity of the vehicle's subcomponents into larger interchangeable modules, the uMEV platform expands options for fleet customization while simultaneously addressing the complex rapport between automotive manufacturers and their suppliers through a responsibility shift among their respective subcomponents. Transforming its anatomy from complex mechanically-dominant entities to electrically-dominant modular components enables unique design features within the uMEV fleet. The CityCar for example exploits technologies such as a folding chassis to reduce its footprint by 40% and Robot Wheels that each are allotted between 72 to 120-degrees of rotation to together enable a seven-foot turning circle. Just over 1,000 pounds, its lightweight zero-emitting electric platform, comprised of significantly fewer parts, curbs negative externalities that today's automobiles create in city environments. Additionally, the vehicle platform developed from the assembly of several core units empowers a consortium of suppliers to self-coordinate through a unique modular business model. Lastly, the CityCar specific uMEV confronts problems within urban transit by providing a nimble folding mobility solution tailored specifically to crowded cities. Benefits, such as a 5:1 parking density and its reduced maintenance demands, are especially reinforced in the context of shared personal transportation services like Mobility-on-Demand.by William Lark, Jr.Ph.D

A survey on software testability

Context: Software testability is the degree to which a software system or a unit under test supports its own testing. To predict and improve software testability, a large number of techniques and metrics have been proposed by both practitioners and researchers in the last several decades. Reviewing and getting an overview of the entire state-of-the-art and state-of-the-practice in this area is often challenging for a practitioner or a new researcher. Objective: Our objective is to summarize the body of knowledge in this area and to benefit the readers (both practitioners and researchers) in preparing, measuring and improving software testability. Method: To address the above need, the authors conducted a survey in the form of a systematic literature mapping (classification) to find out what we as a community know about this topic. After compiling an initial pool of 303 papers, and applying a set of inclusion/exclusion criteria, our final pool included 208 papers. Results: The area of software testability has been comprehensively studied by researchers and practitioners. Approaches for measurement of testability and improvement of testability are the most-frequently addressed in the papers. The two most often mentioned factors affecting testability are observability and controllability. Common ways to improve testability are testability transformation, improving observability, adding assertions, and improving controllability. Conclusion: This paper serves for both researchers and practitioners as an "index" to the vast body of knowledge in the area of testability. The results could help practitioners measure and improve software testability in their projects

The design of organisations, products and processes for strategic flexibility : executive summary

Technological innovation and globalisation are driving profound economic, political and cultural changes. There is a widespread acknowledgement that organisations need to be more strategically flexible to cope with increased levels of competition and market change. The research reported here has two objectives. The first is that of identifying the causes of strategic flexibility in organisations, and the second being to implement methods of improving strategic flexibility. A model of decision-making behaviour has been developed, which identifies the areas of individual and group decision-making behaviour that affect strategic flexibility. The model has general applicability. A significant cause of strategic inflexibility is a behavioural. dysfunction in individuals that produces a much wider dysfunction in the organisation. The same model also provides the basis for the evaluation and improvement of such behaviours. This has led to the development of processes and tools to reduce the barriers to adopting high quality decision-making behaviour. However, individual behavioural. change, while being an essential foundation, is insufficient on its own to achieve high rates of organisational and technological adaptation at low levels of disruption. The second objective has been to implement a systematic process for integrating all players in a strategically flexible organisation. In the absence of a consistent, systematic process, particularly for organisational and technological innovation, a design model of the business has been originated and developed. This has been shown to be applicable to a wide range of organisational cultures and integrates recent trends in organisational thinking. Individual innovations in processes and tools, which have been central to the development and introduction of the design model, have been implemented in an organisation. These innovations are in the areas of innovation management, portfolio management, product targeting and target agreement, and are described to achieve wider application. The concept of the brand has been shown to be a powerful 'attractor' to develop an organisation's fundamental relationship with its environment in the long, medium and short term. Because the values of a brand represent basic human motivational values, they provide stability for long term planning and can align internal decision-making values, innovation and core competencies to the benefit of the organisation and their workers, their customers and the wider environment. The research work has shown that an organisation can meet the simultaneous requirements of design speed, knowledge reuse, semi-independent decision-making and creativity at the lowest possible level of the organisation. The concepts and tools are therefore valuable in supporting a step-change in the performance of conventional and virtual organisations. The modular partitioning of organisations, products and processes is compatible with the design model of the business, -and the strategies are synergistic. While modularity in a traditional organisation. could lead to decay and loss of strategic flexibility, its integration within the design model framework supports a dynamically unstable, but continuously innovative and long-lived organisation

Automotive component product development enhancement through multi-attribute system design optimization in an integrated concurrent engineering framework

Thesis (S.M.)--Massachusetts Institute of Technology, System Design & Management Program, 2005.Includes bibliographical references (p. 211-218).Automotive industry is facing a tough period. Production overcapacity and high fixed costs constrain companies' profits and challenge the very same existence of some corporations. Strangulated by the reduced cash availability and petrified by the organizational and products' complexity, companies find themselves more and more inadequate to stay in synch with the pace and the rate of change of consumers' and regulations' demands. To boost profits, nearly everyone pursue cost cutting. However, aggressive cost cutting as the sole approach to fattening margins results invariably in a reduction of operational capabilities which is likely to result in a decline in sales volume that leads to further cost reductions in a continuous death spiral. Long-term profitable growth requires, instead, a continuous flow of innovative products and processes. The focus should be, therefore, shifted from cost reduction to increased throughput. Automotive companies need to change their business model, morphing into new organizational entities based on systems thinking and change, which are agile and can swiftly adapt to the new business environment. The advancement of technology and the relentless increase in computing power will provide the necessary means for this radical transformation. This transformation cannot happen if the Product Development Process (PDP) does not break the iron gate of cycle time-product cost-development expenses-reduced product performance that constrains it. A new approach to PD should be applied to the early phases, where the leverage is higher, and should be targeted to dramatic reduction of the time taken to perform design iterations, which, by taking 50-70% of the total development time, are a burden of today's practice. Multi-disciplinary Design(cont.) Analysis and Optimization, enabled by an Integrated Concurrent Engineering virtual product development framework has the required characteristics and the potential to respond to today's and tomorrow's automotive challenges. In this new framework, the product or system is not defined by a rigid CAD model which is then manipulated by product team engineers, but by a parametric flexible architecture handled by optimization and analysis software, with limited user interaction. In this environment, design engineers govern computer programs, which automatically select appropriately combinations of geometry parameters and drive seamlessly the analyses software programs (structural, fluid dynamic, costing, etc) to compute the system's performance attributes. Optimization algorithms explore the design space, identifying the Pareto optimal set of designs that satisfy the multiple simultaneous objectives they are given and at the same time the problem's constraints. Examples of application of the MDO approach to automotive systems are multiplying. However, the number of disciplines and engineering aspects considered is still limited to few (two or three) thus not exploiting the full potential the approach deriving from multi-disciplinarity. In the present work, a prototype of an Enhanced Development Framework has been set up for a particular automotive subsystem: a maniverter (a combination of exhaust manifold and catalytic converter) for internal combustion engines ...by Massimo Usan.S.M

Impact assessment of AI-enabled automation on the workplace and employment. The case of Portugal

Artificial intelligence (AI) has the potential to lead to a wave of innovation in organiza-tional design, changes in the workplace and create disruptive effects in the employment sys-tems across the world. Moreover, the future deployment of broad-spectrum algorithms capa-ble of being used in wide areas of application (e.g., industrial robotics, software and data anal-ysis, decision-making) can lead to considerable changes in current work patterns, swiftly render many unemployed across the globe and profoundly destabilize labour relations. The impacts of AI are estimated to lead to a reduction of millions of workplaces. But qualitative research about AI and its governance is scarce. An emergent technology requires a technology assess-ment (TA) approach to understand the implications of AI in firms. Mechanisms of industrial democracy can help to adopt AI by ensuring adequate arrangements for employees and avoid-ing conflicts (mitigating negative effects, promoting reskilling, etc.). In this research work, the probable penetration of AI in the manufacturing sector is identified to study its effects in work organization and employment in Portugal. Is the employ-ment changing alongside recent AI trends in Portugal? What are the expectable changes in work organisation due to AI-enabled automation? Are there signs of work qualification to go with AI systems implementation? Are there visions on the role of humans on the interaction with the features of industry 4.0? Does that imply new forms of human interaction with AI? These are the questions this research work will try to answer. A TA approach using mixed methods was applied to conduct statistical analyses of relevant databases, interviews with ac-ademic, industrial and social actors and exploratory scenarios of AI-based automation systems, on work organization and employment. The manufacturing industry was the chosen sector since it is the sector where most cases of AI-based automation systems are in place. Findings suggest that, until now, it seems AI is still not able to replace most of the human skills and cognitive capacities but can replace humans on simple tasks. In the future, four different possible states may occur, according to the various initial conditions, the com-pany's motivation, their business strategy, the public policies in place and main social actors involved: Re-organisation of work; Substitution of the workforce; People at the centre and Fo-cus on Efficiency. These were the basis for our scenario outcomes.A inteligência artificial (IA) tem o potencial de levar a uma onda de inovação no desenho das organizações, nas mudanças no local de trabalho e em criar efeitos disruptivos nos sistemas de emprego em todo o mundo. Além disso, a futura implementação de algoritmos de amplo espectro, capazes de serem usados em muitas áreas de aplicação (por exemplo, robótica industrial, software e análise de dados, tomada de decisão), pode levar a mudanças consideráveis nos padrões de trabalho atuais, e rapidamente, levar ao desemprego em todo o mundo e à desestabilização profunda das relações laborais. Estima-se que os impactos da IA levem a uma redução de milhões de locais de trabalho. Mas a investigação qualitativa sobre IA é escassa. Uma tecnologia emergente requer uma abordagem de avaliação de tecnologia (AT) para entender as suas implicações. Mecanismos de democracia industrial podem ajudar a adotar a IA, garantindo condições adequadas para os trabalhadores e evitando conflitos (mitigando efeitos negativos, promovendo requalificação, etc.). Neste trabalho de investigação identifica-se a provável penetração da IA no setor da indústria transformadora para estudar os seus efeitos na organização do trabalho e emprego em Portugal. O emprego está a mudar a par das tendências recentes da IA em Portugal? Quais são as mudanças na organização do trabalho devido à automação baseada em IA? Há indícios de qualificação do trabalho para acompanhar a implementação dos sistemas de IA? Existem visões sobre o papel do ser humano na interação com os recursos da indústria 4.0? Isso implica novas formas de interação humana com a IA? Estas são as perguntas que este trabalho de investigação tentará responder. Na abordagem de AT, foram usados métodos mistos para realizar análises estatísticas de bases de dados, entrevistas com atores do ecossistema académico, industrial e social e cenários exploratórios sobre os efeitos da adoção de sistemas de automação baseados em IA, na organização do trabalho e emprego. A indústria transformadora foi escolhida por ser onde existem a maioria de casos de aplicação de sistemas de auto-mação baseados em IA. Os resultados sugerem que, até ao momento, que a IA não tem a capacidade de subs-tituir a maioria das competências e raciocínio humanos, mas apenas tarefas simples. No futuro, poderão ocorrer quatro situações, dependendo das condições iniciais, motivação e estratégia da empresa, das políticas e incentivos públicos existentes e do envolvimento de atores sociais: Reorganização do trabalho; Substituição da mão-de-obra; Pessoas no centro da transformação e foco na Eficiência. Estas foram a base para os nossos cenários de referência