Vehicle sensors, local wireless networks, navigation-system technology, and network connectivity, coupled with software-defined architectures, have enabled unprecedented levels of in-car innovation according to Intellias.

Based in Ukraine, the company helps partners and clients navigate the changing mobility landscape with its expertise in connectivity, autonomous driving, infotainment systems, e-mobility, transport operations, and intelligent fleet analytics. Its automotive services cover design, engineering, prototype implementation, and end-to-end development of software-defined mobility solutions including the design of digital cockpits, in-vehicle software, V2X solutions, cloud platforms, and mobile applications.

The company says that virtually every automaker has a vision for computerized cars including plans by Mercedes-Benz to offer “supercomputer-like performance” in every car with automated driving sensors and advanced navigation technology; Ultifi, a software platform developed by General Motors to enable in-car subscription services and over-the-air software updates; and “Dare Forward 2030,” a Stellantis plan calling for digitalization across its brand portfolio and the launch of a unified software platform.

Here, Oleksandr Odukha, Vice President of Delivery for Mobility at Intellias, provides insight into the latest trends in automotive supercomputer and software related to connected car features, zonal architectures, middleware, and HMIs (human-machine interfaces).

 

Connected features influencing vehicle purchase decisions

Odukha believes vehicle connectivity today is more than a given. About 60% of U.S. car owners had a connected vehicle in 2021, and the percentage is expected to increase to 70% within the next two years.

A BearingPoint study of European consumers found that premium-brand owners are especially interested in receiving updates on new connectivity features. For example, 62% of Audi and BMW owners as well as 55% of Mercedes-Benz owners surveyed expressed interest in being notified about new features.

“Drivers are growing more connected to their connected vehicles,” Odukha said. “As driving becomes more autonomous, customers come to expect more lifestyle features for comfort, entertainment, commerce, and business—and OEMs will address that with highly efficient HMI ecosystems.”

 

Zone-oriented architectures and advanced middleware

Modern automotive systems consist of more than 100 sensors and up to 3000 chips of different types, according to the company. To deal with complexities, modern electrical/electronic (E/E) architectures promote the creation of specific zone ECUs responsible for certain functions such as infotainment or navigation.

Zone architectures drastically reduce the total number of ECUs required as well as the in-car cable length. For example, Bosch is developing a new E/E architecture that contains 20% fewer embedded control units without a loss in performance.

“For further E/E performance improvement, we recommend embedded virtualization at the hardware level,” said Odukha. “This way, OEMs can maximize the value of available hardware by augmenting its powers with best-fit digital technologies.”

A layer of middleware—the “connective tissue” between applications, data, and vehicle hardware—can dramatically reduce the duration, complexity, and cost of developing new digital car systems, resulting in more standardized, maintainable, and quality hardware and software systems.

A growing number of production-ready middleware solutions now provide pre-made components. Many of the solutions also include off-the-shelf user-interface components, application libraries, and APIs (application programming interfaces), which further reduce the complexity and increase the speed of automotive software development.

“Instead of fiddling with standardization and system testing, software engineers can now focus on higher-value tasks such as developing new features,” Odukha explained.

 

Next-generation HMIs will be more efficient

The growing number of ECUs (electronic control units), sensors, and lines of software code is increasing vehicle-manufacturing complexity and costs. According to Deloitte, systems integration, testing, verification, and validation now comprise 40% or more of total vehicle development budgets.

“To further capitalize on car computerization, it is key to get the human-machine interface right,” said Odukha. “HMI design is a challenge because you need to create a harmony between physical elements of the car and virtual gestures of the driver.”

With next-generation HMIs, OEMs and car makers are aiming to reduce complexity and optimize efficiency while creating a unique driving experience for consumers. They are working on all levels, from the vehicle’s hardware via middleware to software components.

The final layer of HMI design, for user-facing applications placed around the cabin on the dashboard, head-up displays, and rear-seat screens, is software. They include OSes (operating systems) as well as features and apps for in-dashboard navigation, ADAS (advanced driver assistance systems), entertainment, and comfort.

OEMs have different strategies for car OS development, according to Intellias. Stellantis, for example, is building a custom OS, whereas automakers including Ford, Volvo, GM, and Renault-Nissan-Mitsubishi have gone with the open-source Android Automotive OS. Other popular car-operating systems include The Linux Foundation‘s Automotive Grade Linux, AUTOSAR‘s Classic and Adaptive OS, and Green Hills‘ Integrity. From a user perspective, a car’s operating system has to feel familiar; more specifically it should offer meaningful icons, support familiar gestures, and provide straight-forward navigation between individual apps and screens.

“The perk is that OEMs don’t necessarily need to choose just one car OS,” explained Odukha. “With a zoned E/E architecture and a strong middleware layer, you can use different operating systems for independent subsystems. In other words, you can have a ‘best-of’ collection of operating systems to maximize memory, network, and application management.”

 

Portable kit demonstrates HMI ecosystem

To show how a fully functional and efficient HMI ecosystem—including integrated hardware, middleware, and software layers—can operate, Intellias has built one in a suitcase. With its Automotive Portable Kit, powered by industry-grade hardware with all of the features of a modern in-vehicle HMI system, the company is able to exhibit its multiple-layer skills and capabilities in terms of creating cutting-edge digital cockpits for electric vehicles.

In a YouTube video, Adam Konopa, Technology Director at Intellias, said that the digital cockpit demo features a multi-OS approach designed to align with current industry trends.

The Intellias design includes a variety of gauges and system notifications that display the status of the car such as speed, acceleration, battery recharge level, and regenerative braking. The company also designed an infotainment dashboard that provides access to the car’s navigation, HVAC system, radio, multimedia, and other car settings. Connectivity of the digital cockpit to the cloud enables data sharing and advanced analytics, providing drivers with up-to-date information about their surroundings like a display of real-time weather forecasts.

“Maintaining high level of connectivity is a significant challenge for automakers in ever ever-evolving Automotive landscape,” said Konopa. “To address this challenge, we developed the Intelius ECU module, which can simulate real car signals. Currently, the company is developing new features related to connected car technologies such as edge and cloud computing, synthetic sensors, data exchange, and analytics.”

 

To learn more about how HMI design enhances auto features and provides real-world benefits, check out Odukha’s article at https://intellias.com/vehicle-hmi-design/.