Do you want to become a SOME/IP expert? This is the first time that a SOME/IP Master Class is offered publicly and currently only this single event is planned. Do not miss your chance to join this special training!

SOME/IP is considered the standard for service-oriented communication in the vehicle and it is used by most OEMs with advanced Automotive Ethernet deployments. For Automotive Ethernet experts, knowing the details of SOME/IP is essential.

Selected topics of the SOME/IP Master Class:
•  SOME/IP Basics
•  SOME/IP Serialization Alternatives
•  SOME/IP-TP
•  SOME/IP-SD
•  SOME/IP and Safety
•  SOME/IP and Security
•  SOME/IP Service Design
•  SOME/IP Analysis with Wireshark
•  and other topics!

Our trainers are well-known experts in SOME/IP including the original author of the SOME/IP specifications. This team will not only cover the basics but will also go into details that you do not find in other trainings. We will ensure that you are ready for everything SOME/IP!

Trainers:
-  Jan Schäferling, Technica Engineering
-  Patrik Thunström, Technica Engineering
-  Dr. Lars Völker, Technica Engineering
-  Stefan Lachner, coursemine

Vehicles are shifting to zonal architectures. This shift presents challenges in data aggregation, high bandwidth, low latency requirements, and efficient edge node control. Two key technologies address these challenges.

ASA-ML E: Developed by the Automotive SerDes Alliance, Rev 2 of the specification introduces Ethernet. It offers high speed, security, and scalable bandwidth. The integration in the imager is another revolution addressing the need for cost-optimized solutions. The specification is optimized for asymmetric use cases unique to the automotive architecture.

Remote Control Protocol (RCP) focuses on efficient control of low-cost edge nodes. It features a centralized control architecture and low-complexity implementation.

Together, ASA-ML E and RCP provide a comprehensive solution for data aggregation and edge node control needed for zonal architectures. This talk presents how these technologies combine to build cost-effective and scalable architectures for future SDVs.

Volvo Cars always aim to achieve zero collisions. Therefore AD/ADAS technology is one of the key development areas. Total ingress data rate to vehicle compute cluster is about 20Gbps, in which vision data, lidar, radars use about 90%. Having an efficient, cost-effective solution for AD/ADAS sensor is very crucial. Today, the high speed communication market is served by proprietary SerDes solutions. There is a strong need to have a standardized solution for all sensors data in-vehicle. ASA (Automotive Serdes Alliance) Motion Link is one such promising standard technology that has recently been developed and is being introduced into the market.
We will present challenges in high-speed communication applications in the Zonal architecture.
We will illustrate, how a standardized SerDes techology with unified SW and bridging to the Ethernet backbone can address those challenges very cost-effective. We will show how ASA MotionLink can be integrated into the software

In-vehicle video streaming has long been the domain of SerDes technologies. There is growing automotive OEMs momentum to move from proprietary video encapsulation to a standards-based Ethernet approach. This approach is being discussed in IEEE (ISAAC) today.
A standards-based protocol is desirable for transporting multiple sensor data types (video images, radar data and LiDAR data, and control data such as I2C/SPI and GPIO). IEEE 1722b protocol will allow the data from a wide variety of sensors to be routed to multiple application platforms (e.g., IVI, ADAS, chassis, body, cloud). A common interface will create a vast new ecosystem, allowing for the development of efficient software drivers that will distinguish between various sensor data types for efficient routing. The convergence of the silicon definition within IEEE and the video encapsulation protocol defined in IEEE will be a paradigm shift for the automotive industry, bringing us closer a fully software -defined vehicle.

SOME/IP as the most ubiquitous communication protocol for in-vehicle networks has often been criticized for not offering Quality of Service (QoS) parameters. SOME/IP-SD follows a fully de-centralized approach, if the centralized QoS concepts of the CUC and CNC as described in IEEE Std 802.1Qcc-2018 are implemented on top, this would create a somewhat contradictory set of design paradigms. On the other hand, ATS as first specified by IEEE Std 802.1Qcr-2020 seems to clearly show that guaranteed QoS can only be achieved end-to-end and can not be looked at as a local problem at any one bridge in the network.

This presentation wants to extend the concept of the SOME/IP service contract to the network QoS configuration, leveraging the unique knowledge the AutoSAR configuration tool-chain about network topology, packet size, and transmission frequency.

Software-defined vehicles (SDV) concepts are often architected on a primarily Ethernet backbone. Centralization of software and consolidation of vehicle architecture simplifies and accelerates vehicle feature deployment. It presents the opportunity to reduce complexity with low-cost simple edge nodes running minimal software accessed via a remote control protocol (RCP) under definition in Open Alliance (OA) TC 18. It needs to be lightweight yet comprehensive.

We address some opportunities and challenges for typical OEM applications in terms of performance requirements when using remote control. We also discuss how the IEEE 1722 standard is well set-up to facilitate remote access to different interface types. We foresee the potential for consolidating real-time applications such as audio on the automotive Ethernet network due to updates being made to the IEEE 802.1AS standards to enable time synchronization over multidrop 10BASE-T1S.

Ethernet Switches are the foundation of scalable Automotive Ethernet networks and come with many features, like Switching, Addressing, Forwarding, VLANs, QoS, Filtering, and MACsec. They also allow to run software, which is essential for fast startup. This is a huge potential that legacy bus systems are missing.

It is obvious that OEMs should be able to utilize this fully. Unfortunately, it turns out that this is quite difficult, especially when using current Automotive standards, which are often incomplete, complicated, and cumbersome. As these limitations are known for years, Switch vendors started to create proprietary solutions, trying to close this gap.

But are proprietary solutions the right solutions to replace insufficient standards?

In this talk we will present our solutions to solve this fundamental shortcoming. The main cornerstones of our proposal include:
* Switch Configuration
* Host-to-Switch Communication
* Switch Software

To keep pace with the rapid increase in resolution of automotive light sources, a scalable control becomes mandatory. Here, we present a new method for controlling lights featuring externalized rendering in the lamp for the generation of light distributions (edge rendering). In a central control unit, an algorithm calculates scene elements of a light distribution based on sensor and vehicle data and, instead of a video stream, sends a command list (including image data of scene elements) to the lamp via Ethernet, preferably 10BASE-T1S. An endpoint in the lamp calculates the light image based on these commands. By separating algorithm and rendering, image information can be transmitted with low bandwidth, low latency and independently of the resolution. By this, lamps of any type and resolution can be controlled in a generic way. An implementation of this method in a proof of concept for controlling a high-resolution headlight module is shown.

Using mathematical tools in technology development enables designers to assess performance more quickly before implementing their designs, including simulations and emulations. Although these tools do not reduce the entire development process to calculations alone, they help shorten the time needed to complete it. In this presentation, we will discuss mathematical approaches such as Deterministic and Stochastic Network Calculus in the design of protocols and algorithms for in-vehicle networks. We will then illustrate these concepts with an example from in-vehicle communication technology. Both deterministic and stochastic network calculus have been used in telecommunications for some time, providing algorithms that deliver quality-of-service guarantees in the form of delay and queueing bounds. They also simplify methods, an advantage when applying these techniques in industrial settings.

With the introduction of zonal architecture within the vehicle, the demand for communication, especially in context of HPCs increased significantly. Since HPCs take over or implement and centralize functionalities and services, communication needs are also centralized.
The network stacks used in the automotive industry - most of them based on a BSD socket API - are barely capable of meeting these requirements. It is seen that they lack performance due to many context switches inducted by system calls, resulting in throughput limitations.
So, why not have a look and utilize data-driven technology and mechanisms like shared memory, avoiding interaction with the kernel in data path and processing packets in batches that are commonly used and proved to be able to handle such loads in data centers?
The talk presents our learnings from utilizing those mechanisms in a network stack by showing how throughput of UDPv4 communication increased compared to a BSD socket API based approach.

On FlexRay, TDD is used to create the so-called FR-schedule and control medium access. By aligning time-critical tasks to the FR-schedule even deterministic behavior within a FlexRay system can be achieved. Even on Ethernet systems task alignment is straight forward. With this approach cost-effective µCs can be installed w/o sacrificing performance, while reducing BOM-costs. Unfortunately, when synchronized tasks running on an ECU connected to a synchronous bus like FlexRay with tasks on an ECU connected to an asynchronous bus like 10BASE-T1S, there are fundamental issues that must be considered to enable real-time-capable heterogeneous systems that allow for both a cost-optimized and smooth migration to Ethernet-based deterministic control systems. In addition, for full diffusion of use cases apart from lighting, cost competitive 10BASE-T1S PMD transceivers need to be offered, as those components will play a differentiating role for full Ethernetification.

Modern automotive EE architectures face growing complexity and fragmentation. Zonal EE architectures with central computers offer optimization, but require deterministic backbones with low latency and very high throughput. Multidrop time-synchronous Ethernet is a promising solution, providing deterministic and guaranteed latency. This paper explores a multidrop Broadband Ethernet system using non-tuned transmission lines to meet stringent latency requirements and reducing circuit and cabling complexity. The proposed system leverages deterministic scheduling and estimation schemes to maintain consistent performance without specialised cables and connectors. Experimental results demonstrate sub-millisecond latency, with high throughput. The findings suggest that deterministic multidrop Ethernet can be a viable solution for next-generation automotive EE architecture's backbone, offering high bandwidth, low latency, low BoM, simplified network design, cheaper and reduced cabling complexity

10BASE-T1S is a low-cost, low-speed, multidrop version of Automotive Ethernet widely considered for the replacement of CAN and CAN FD. Its material costs are approaching that of CAN, but it also eliminates the need for gateways by supporting all Ethernet protocols including gPTP, MACsec, and the new Remote Control Protocol (RCP) in draft by OPEN Alliance's TC18.

10BASE-T1S has unique challenges to meet the signal integrity requirements specified by the OPEN standards for interoperability. An optimal implementation involves constraints in bus and node architecture as well as careful design of vehicle wiring harnesses.

This presentation is the result of a successful collaboration between Renault/Ampere, different tier-2 and tool vendors on an SDV project to find and explain all the challenges encountered in 10BASE-T1S conformity and interoperability. We will also showcase Renault/Ampere vision for the future use cases of this technology.

That Ethernet is an ever-growing technology inside automotive IVNs and applications, is a fact better known than the actual efforts needed to get them standardized and actually fit the market needs.
This presentation wants to show extracts from the panoply of circumstances, thoughts and decisions that can lead a standardization project to either fail, succeed or simply get lost in the myriad of standards, all of this from the point of view of someone who stood on both sides.
The Open Alliance TC18 work towards a standardized Remote Control Protocol is detailed as an example on how standardization evolves.
At the end also recommendations are given on how a standardization can be lead to move in the proper direction.

The Software Defined Vehicle has been targeted for many years by the automotive industry. Hence, the success getting closer to realization was limited.
A new approach using an architecture with MCU-less nodes will allow a major step as it further concentrates software in the Central Compute Unit. The idea is the usage of semiconductors inside edge nodes bridging from Ethernet to on PCB busses like I2C, UART, SPI, etc.
This presentation talks about how an MCU-less architecture impacts the software landscape inside a vehicle. A comparison of the legacy model with this new model will reveal how software blocks are moved between devices. Concerns like bringing hardware dependencies into the Central Compute Unit will be addressed.

Building on the trend of the software defined vehicle, is the concentration of software on less ECU’s through RCP. Marelli and Analog Devices have built a proof of concept demonstrating the technical and commercial viability of sensorless anti-pinch using the 10BASE-T1S E2B technology.
The proof of concept shows a production door module with all the hardware to manage the door power windows. Equipped with the E2B 10BT1 transceiver, this modified door module without an MCU, is connected to the Marelli zone control platform over 10BASE-T1S. All ripple counting and anti-pinch software has moved to the zonal ECU and is part of an Autosar compliant application.
Results from the advanced real life application will be presented. An outlook will be provided on what this means for the next generation door control modules in particular along with other end nodes in general.

The design of an RCP is fraught with various trade-offs between making it as lightweight as possible on the one hand while equipping it with enough features to interact with remote peripheral sensors/actuators. As the RCP standardization is still a work in progress, the goal of this talk is to discuss what lessons can be learned for RCP from already established technologies and help it address a large possible number of applications.

We will motivate the need for the RCP and show how a possible architecture could look like using an exemplary use case. We will also discuss how multiple RCP client applications can be deployed on a vehicle integration platform using technologies such as virtualization and containerization to avoid costly recertification. We will also include addressing concepts within RCP to support multiple product variants without the need to alter client software and meaningful abstraction layers for RCP to increase software portability allowing migration functions.

Zonalization of car networking architectures is proceeding and will be the basis for software defined vehicles (SDV) as well as self-driving cars. With this, Ethernet in automotive is becoming an integral part of the vehicle function itself. In this prominent role, its impact on Functional Safety consideration is increasing and Functional Safety requirements directly influence architecture decisions. Therefore, today additional CAN channels are often seen as backup for safety-critical functions. Will they stay?

This presentation will discuss the relevant parts of ISO26262 and focusses on two questions. Firstly, can Ethernet address the availability requirements resulting from the zonalization? And secondly, weather an “Ethernet only” approach can fulfill diversity requirements.
The answer to these questions is complex and has many dependencies, so the goal of this presentation is to raise awareness and give some thoughts on how to tackle this challenge.

This presentation highlights the challenges of high-precision ETH time synchronization in a real hardware setup based on the AUTOSAR R23-11 standard. The presentation covers how different PHYs, MACs, and Ethernet speeds are impacting synchronization accuracy. It also covers methods for measuring accuracy, providing valuable insights into both the potential and limitations of current standards and hardware setups.

802.1AS-2020 only supports operation over full-duplex 802.3 links. There is ongoing work in both 802.1 (802.1ASds: Support for the IEEE Std 802.3 Clause 4 Media Access Control (MAC) operating in half-duplex) and 802.3 (802.3da: 10 Mb/s Single Pair Multidrop Segments Enhancement) to enable precise time synchronization over 10BASE-T1S and other half-duplex 802.3 networks.

To evaluate time sync performance over 10BASE-T1S we have prototyped software support for 802.1ASds and 802.3da and tested performance both with an FPGA based implementation as well as with an off-the-shelf-NIC/PHY.

The proposed presentation will cover
- brief refresh of 802.1AS time sync.
- issues in current 802.1AS and 802.3 specs that are being addressed in 802.1ASds and and 802.3da
- overview of prototypes used
- time sync test and evaluation methodology
- test results and issues encountered
- learnings from our tests and recommended practices

•  Introduction to IEEE802.3da Clause 169 - Multidrop Power over Ethernet (MPoE)

o  Key features of standardized multidrop power
o  IEEE802.3bu (Clause 104) – Review of PoDL standard for automotive
o  Differences between IEEE802.3bu and IEEE802.3da
o  Which Clause 169 features are important for automotive networks, and which features can be ignored

•  Considerations when designing a powered multidrop network in automotive – the do’s and don’ts

•  Impact of multidrop power injection on automotive EMI/EMC and TC10 Wakeup/Sleep
o  Measured results

This presentation will delve into the latest advancements in Ethernet cables for agricultural and long trailers applications. Particular attention will be given to applications where extremely long signal link connections up to 40m are needed in combination with high data transmission rates up to 2Gbit/s.
The increasing demand for reliable communication systems in various industrial applications has highlighted the significance of high-performance data cables, particularly Ethernet cables, in sectors such as agriculture, truck and other machinery. These environments often expose cables to harsh temperature and chemical conditions, requiring durability and resilience.
Based on a long experience in development of energy and data cables for automotive industry, GG has extended its portfolio with cables such as GG FarmSpeed and GG TruckSpeed, specifically designed for agricultural sector, trailers, and other machinery. Recognizing the evolving demands of the agricultural sector, our new range extends the capabilities of standard automotive data cables to meet the unique challenges of Ethernet applications in this environment. Our approach emphasizes durability, reliability, and enhanced data transmission, ensuring optimal performance even under harsh conditions. By integrating advanced materials and technology, GG’s Ethernet data cables not only comply with industry standards but also address the specific requirements of modern agricultural operations. We would like to highlight the key features and benefits of developments, illustrating how they contribute to improved efficiency and connectivity in agricultural applications.

10BASE-T1S deviates from the traditional point-to-point architecture of most Ethernet PHYs by allowing more than two transmitting nodes to communicate across a multi-drop connection. To support this functionality a new reconciliation sublayer, the Physical Layer Collision Avoidance (PLCA), was developed in 802.3cg to maintain compatibility with the existing Ethernet Media Access Control (MAC). Making PLCA an essential protocol for 10BASE-T1S operation.
Key physical layer parameters, such as electrical characteristics, transmission timing, packet sequence order, and network latency are vital in verifying compliance and network performance. This presentation highlights the need for real-time analysis of the PLCA protocol on the physical layer to assist in identifying errored symbols or PLCA sequence/timing violations leading to unexpected behavior higher up the network stack.

How to address the testing changes between the MultiGBase-T1 technology when compared to the previously defined implementations of 100Base-T1 and 1000Base-T1. This paper will as well state the challenges that are already seen or expected to occur in the conformance testing process of PMA Transmitter and Receiver Testing.