Mise en page 1

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Mise en page 1

01 AUTO:Mise en page 1
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Automotive & Transports
Working Group
Gilles LE CALVEZ,
WG President
[email protected]
VALEO
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“Our strategy is based on a threefold objective: boosting technological innovation in order to increase industrial performance and
enhance the attractiveness of Paris region. This strategy fully
leverages the contribution to international Standards.
To date, 28 projects labelled by Systematic were initiated by the
Automotive & Transports Working Group. This Working Group
has demonstrated its ability to develop innovative projects structured by roadmaps and, most importantly, to capitalize on their
results by integrating them into a platform of economic valorization. Our Working Group developed at European level a coordination of several clusters of competitiveness in France, Germany,
Spain and Austria to be able to promote new technologies in
standard such as Autosar, Cenelec or ISO 26262".
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EMBEDDED SYSTEMS AND ELECTRONICS,
AT THE HEART OF THE TRANSPORTATION SECTOR
With a GDP share of 15%, the transport industry (aviation,
rail and automotive) structures very strongly France’s
economic and industrial activities.
Paris Region is the first French region in this sector with
156 000 employees representing 19% of national employment.
Regarding R&D, the automotive industry, as an example,
employs in the Ile-de-France 17 500 people including
6 600 researchers, representing 75% of french researchers
in this field, 67% of the research staff in this industry
and 72% of expenditure on R&D.
THE AUTOMOTIVE & TRANSPORTS WORKING GROUP
WITHIN SYSTEMATIC
This Working Group aims at mastering the complexity
of electronic architectures and embedded-systems to
meet the need for technological development concerning
embedded systems in automotive, railway and truck industries, leveraging the expertise and competences of all
these sectors.
◗ R&D Financed Projects: 28
◗ Partners: 71 including :
◗ 22 SMEs
◗ 27 Large companies
◗ 22 Research institutes and universities
◗ Total Investment: 168.4 M2
The Automotive & Transports Working Group is structured around six technology areas, called “Development
Axes”:
◗
◗
◗
◗
◗
◗
Electronics Architecture
Dependability of monitoring systems
Software tools and Methods
Diagnosis
Human-machine interfaces
Algorithms & data fusion for localisation and vision
It also cooperates with the Telecom Working Group
Xavier APOLINARSKI,
Michaël FOURNIER,
WG Vice-President
[email protected]
CEA
Representative of Permanent Secretariat
[email protected]
SYSTEMATIC
Steering Committee Members
ALSTOM TRANSPORT
ARMINES PARIS
ARMINES PARIS
CEA SACLAY
CEA SACLAY
CNRS PARIS
CONTINENTAL AUTOMOTIVE France
CONTINENTAL AUTOMOTIVE France
DELPHI
FREESCALE SEMICONDUCTOR
FREESCALE SEMICONDUCTOR
INRETS LYON
INRETS VERSAILLES
INRIA ROCQUENCOURT
INRIA ROCQUENCOURT
INTEMPORA
RENAULT GUYANCOURT
RENAULT GUYANCOURT
RENAULT TRUCKS
RENAULT TRUCKS
UNIVERSITE DE TECHNOLOGIE DE COMPIEGNE
VALEO BOBIGNY
VISTEON
VISTEON
Didier VAN DEN ABEELE
Claude LAURGEAU
Sébastien LEROY
Riadh CAMMOUN
Jean-Marc ALEXANDRE
Véronique VIGUIE DONZEAU-GOUGE
Serge BOVERIE
Louis-Claude VRIGNAUD
Kamel MAAZIZ
Denis GRIOT
Gérard MANIEZ
Guy BOURGEOIS
Jean-Marc BLOSSEVILLE
Anne-Céline LAMBALLE
Laurent KOTT
Gilles MICHEL
Olivier GUETTA
Christian BALLE
Claude COVO
Bernard FAVRE
Ali CHARARA
Philippe GOUGEON
Jacques JAUBER
Jean-Paul GULIA
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
Automotive & Transports WG
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Diagnosis
0-DEFECT
Outil de Diagnostic Embarqué
de Faisceaux AUTomobiles
Embedded systems are equiped with diagnosis functions, but that of the wired network,
which is a critical system, is not considered. In 2006 the project SEEDS aimed at
studying the feasibility of a wire diagnosis system usable in garage for maintenance or
embedded for the follow-up of the harness. The objectives of 0-DEFECT are to study and
implement methods more adapted to embedded. The current method gives a ten
centimeters precision on the localization of a hard defect, but is not compatible with
embedded constraints (EMC and interaction of the diagnosis signals with those of the
network). Other methods will be implemented, the models will be refined and more
powerful prototypes will be built and tested in the vehicle, aiming at proving viability
and feasibility for an embedded system.
ON GOING
PROJECT
CONTACT
Marc OLIVAS
CEA LIST
+33 (0)1 69 08 48 83
[email protected]
PARTNERS
TECHNOLOGICAL OR SCIENTIFIC INNOVATIONS
The main scientific and technical
objectives in the project are:
Large companies:
DELPHI, FREESCALE, PCA SA,
VOLVO TRUCKS
Research institutes, universities:
CEA LIST, INRIA,
SUPELEC LGEP
◗ online embedded diagnosis of
real topology automobile cable
network (in a concurrent way to
the normal functioning of the
network),
◗ detection and localization of
hard defects with a precision of
a few centimeters, at low cost,
PROJECT DATA
Coordinator:
CEA LIST
◗ solving the localization ambiguity inherent to ramified networks,
◗ study of the detection of the degradation premises of connectors, follow-up of the
evolution of parameters representative of the degradation of a connector and way of
measuring them,
◗ study of the embedded diagnosis architecture,
◗ microelectronic integration study, in an objective of diffusion in the automotive domain
shortly after end of the project.
Call:
ANR
Start date:
August 2009
Duration:
36 months
Global budget (M2):
4.1
STATUS - MAIN PROJECT OUTCOMES
SP1 (specifications) provided some results:
◗ an analysis of intermittent failures showed that 25% were due to cable defects,
◗ specifications for the diagnosis chip were provided,
◗ the integration study of the chip is ongoing and showed the best solution is to use a
diagnosis chip connected to the existing architecture of the calculator.
In the meantime, the partners have begun to write the consortium agreement, on the
basis of those already signed, for example in the SEEDS project.
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Funding (M2):
1.9
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ARAMIS
ON GOING
PROJECT
The ARAMIS project is a part of Num@tec Automotive. The project ojectives are the following:
◗ Set-up a "Best practices" development center between SMEs and Scientific laboratories in order to increase the AUTOSAR Software Components development efficiency.
The main objectives is to promote the use of Model-Based design methodology associated to automatic embedded code generation and to enhance the validation means.
◗ Create a model library optimized for embedded code generation on Cooler Systems.
◗ Initiate a continuously improved design flow between SMEs and laboratory by measuring
CONTACT
Sébastien DUBE
GEENSYS
+33 (0)2 53 46 20 56
[email protected]
and improving the productivity.
◗ Finalize the project by a long-term contract for a common laboratory based on Scientific
studies used on concrete industrial uses cases.
PARTNERS
◗ PathCrawler technology (CEA): Used to generate automatically tests to cover all cri-
SMEs:
GEENSYS, SHERPA
CEA-LIST
teria on software execution (example: All branches, statements… in the source code).
This tool generates tests cases to execute all the branches of the executable code.
This tool asset that tests oracles are known and defined.
◗ Agatha Technology(CEA): Used to generate automatically tests to cover testing objectives given in the models. Then, the models (simulink models for example) can be
tested before the embedded C source code generation on the simulation engine.
◗ AUTOSAR code generation technology (GEENSYS): Used to generate automatically
AUTOSAR C embedded source code from the Matlab/Simulink models which describe
the expected behaviour of the software. The Software C source code complies with
AUTOSAR Standard and allow execution on AUTOSAR target incluing the AUTOSAR
BSw Stacks.
The set of these technologies allows to perform a significant increase of productivity and
reliability in automotive embedded software development.
The ARAMIS technologies have been successfully deployed by GEENSYS on air
conditionning system model provided by SHERPA. Simulation and embedded code on
target execution can be compared with the tool chain.
PROJECT DATA
Coordinator:
GEENSYS
Call:
FEDER0
Start date:
January 2009
Duration:
16 months
Global budget (M2):
0.8
Funding (M2):
0.4
Related Systematic project(s):
EDONA
The CEA-LIST technologies have been also deployed in order to generate execution
tests and coverage measurement.
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Algorithms & data fusion
for localisation and vision
Automotive Robust Operating Services
ON GOING
PROJECT
Built on top of the RTMaps concept, AROS is the next generation of Real-Time Component-Based Design platform:
◗ AROS is Agile: Designed by and for Automotive Engineers. Eases application development
and maintenance.
◗ AROS is Distributed: AROS applications can be transparently distributed on a heterogeneous network.
CONTACT
Arnaud DE LA FORTELLE
ARMINES
+33 (0)1 40 51 92 55
[email protected]
◗ AROS is Dynamic: Components can be connected / disconnected dynamically.
◗ AROS is Reliable, Safe & Secure: Total failure confinement and security of data exchange
through AES.
AROS: a tool to master the most innovative automotive projects...
AROS provides to the automotive engineer a set of innovative tools or libraries:
◗ DOHC (Distributed Objects for Higher Level C) eases the development of robust applications in C, while providing a unique real-time memory management system.
PARTNERS
Large companies:
VALEO
SMEs:
INTEMPORA SA
INRIA, MINES PARISTECH
◗ Cables (the communication library) introduces a new subscribe/push protocol and
eases the development of client/server applications (including web 2.0 applications)
while providing state-of-the-art compression and encryption of communications.
◗ Chassis (the I/O library) provides a way to develop applications or components independently of the underlying platform: Windows, UNIX or embedded real-time system.
◗ The new execution engine, based on the optimistic execution paradigm - a concept used
in state-of-the-art parallel simulation systems -, is able to provide dynamic components management, transparent distribution over cores or
systems while ensuring realtime deterministic execution.
Coordinator:
ARMINES
Call:
ANR
Start date:
September 2008
All together, these tools enable
the development of more complex
automotive applications, involving
complex communication systems
among vehicles and/or infrastructure, distribution and redundancy
of computation, redundancy and
multiple sensor fusion (radar,
GPS, cameras, etc.)
Duration:
36 months
Global budget (M2):
2.1
Funding (M2):
1
All the major components of AROS have been implemented (execution and communication
engines). Two demonstrations using AROS are being designed: a Stop'n'Go Prototype by
VALEO, and a Robust & Distributed Traffic Management System by INRIA. The challenge is
to release a competitive COTS product by december 2010.
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PROJECT DATA
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Cost-efficient methods and processes
for safety relevant embedded systems
The project is adressing the design of safety-critical embedded systems in different
domains: aerospace, railways, industrial automation and automotive. These domains
are facing increasing complexity and variety of products, coupled with increasing
regulatory constraints while costs, performances and time to market are constantly
challenged. Potential cross-domain synergies in the area of methods and tools need to
be exploited. CESAR targets significant and conclusive innovations in two cross-domain
topics: Requirements engineering and Component based engineering. Gathering a
critical mass of key partners, CESAR defines a european tool platform for safety critical
systems design and development, with strong industrial support. This tool platform will
bring to the market CESAR innovations, and will be open to further innovations from
other contributors in the research community on embedded systems.
The overall technological innovation is an integrated environment for the design and
development of safety relevant embedded systems. This environment (RTP, Reference
Tool Platform) embodies standard languages, methods, and tools supported by European tool vendors.
The technical challenges relate to Requirements Engineering and Component Based Development, including in
particular formalization of multi viewpoint, multi criteria
and multi level requirements, applied to design space
exploration comprising multi-view, multi-criteria and multi
level architecture trade-offs.
Multi-viewpoint based development processes targets early
verification and validation of non-functional properties. The
objective is to assure that not only functional aspects but
also safety, costs, robustness, timeliness, etc. are captured
and documented in a form allowing validation and verification to be performed. Multi-criteria based design processes allow for optimization of designs to multiple objectives
functions for such extra-functional characteristics of designs, a key for achieving competitive products. Multi-level design flows cover all stages from initial concepts through
requirements through specification to design and implementation, typically crossing
multiple stages in supplier chains.
Relying on use-cases and scenarios from Aerospace, Automotive, Automation and
Railway, CESAR is strongly industry driven. Benefiting from this multi-domains point of
views, CESAR addresses safety aspects of transportation and other societal mobility
and environmental demands. This will be a significant step forward in terms of
industrial performance improvement that will help to establish de-facto standards and
contribute to the standardization effort from a European perspective.
ON GOING
PROJECT
CONTACT
Joseph MACHROUH
THALES RESEARCH
& TECHNOLOGY
+33 (0)1 69 41 57 21
[email protected]
PARTNERS
Large companies:
ABB, ACCIONA, AIRBUS,
ALENIASIA, ASF, ASTRIUM, AVL,
CENTRO RICERCHE FIAT,
DASSAULT SYSTEMES, DANIELI
AUTOMATION, DELPHI, EADS,
ELSAG DATAMAT, ESI-TECNALIA,
HELLENIC AEROSPACE INDUSTRY,
HISPANO-SUIZA, INFINEON
TECHNOLOGIES, MESSIER-BUGATTI
AND TURBOMECA, SAGEM,
SIEMENS, THALES, VOLVO
SMEs:
ABSINT, CRITICAL SOFTWARE,
ESTEREL TECHNOLOGIES, FORMAL
SOFTWARE CONSTRUCTION,
GEENSYS, OSC, THE VIRTUAL
VEHICLE COMPETENCE CENTER
ARISTOTLE UNIVERSITY OF
THESSALONIKI, CEA, CNRS,
DLR, FRAUNHOFER, INDUSTRIAL
SYSTEMS INSTITUTE, INRIA,
KUNGLIGA TEKNISKA
HÖGSKOLAN, NORWEGIAN
UNIVERSITY OF SCIENCE AND
TECHNOLOGY, NATIONAL
TECHNICAL UNIVERSITY OF
ATHENS, OFFIS, ONERA, OXFORD
UNIVERSITY, SINTEF, THE
UNIVERSITY OF MANCHESTER,
UNIVERSITÀ DI BOLOGNA UNIBO,
UNITS
PROJECT DATA
Coordinator:
AVL / GERHART GRIESSNING
Call:
ARTEMIS
Start date:
March 2009
Duration:
36 months
Global budget (M2):
58
Funding (M2):
27
FLEX-EWARE, GENCOD, LAMBDA,
MOVIDA, RT-SIMEX, USINE
LOGICIELLE, VERDE
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Diagnosis
DIAFORE
Diagnostic de Fonctions Réparties
COMPLETED
PROJECT
◗ Online diagnostics to improve the safety and maintenance of trucks: detect, locate and automatically identify sensor failures in trucks during operation.
◗ The manifestation of a failure on one or more electronic sensors can cause unexpected and dangerous behaviours of the truck for the safety of the driver and his environment. Furthermore, the
prolonged detention of a truck due to a failure results in financial penalties for the company. The
increasing complexity of electronics in trucks makes more difficult the identification of the faulty
sensors. Fault diagnosis of electronics in garage (offline) exists today. The automatic diagnosis of
faults during operation of the truck (online) is still a challenge.
◗ The project objective is to propose solutions for future electronic design by including at the same
time the means of diagnosis.
CONTACT
PROGRESS BEYOND THE STATE OF THE ART
PARTNERS
From modelling of breakdowns to integration of diagnostics in embedded electronics: the working
method in the project followed the V's cycle. A first step involved modelling breakdowns in the electronic
sensors of the truck, described in a rigorous language, non verbose (e.g. Simulink, Formal language).
In this representation, the electronic functions of the truck are described and the physical medium is
abstracted (ECU, bus, sensors). The second step involved the development and integration of diagnostic features in all. The latter raises an indicator output when the failure is detected on an input function under diagnosis. Another output provides a code indicating the type of failure (e.g. failure of the
speed sensor of the third rear wheel). The third step was the programming of these new features (software) in the electronic controllers of the truck with the constraint to make this integration as transparent as possible in the existing functions. At each step, the correct functioning of the whole was
verified using simulation and testing. An additional study focused specifically on the modifications in
the original functions of the truck to improve the efficiency of diagnosis (diagnosability analysis).
MAJOR PROJECT OUTCOMES
Large companies:
RENAULT TRUCKS
SMEs:
SERMA INGENIERIE
CEA LIST, UPS11-LRI,
UTC-HEUDIASYC
PROJECT DATA
◗ Publications:
Communications:
• A Probabilistic Analysis of Diagnosability in Discrete Event Systems, Grèce, juillet 2008.
• Optimal observability for diagnosability, Australie, septembre 2008.
• Optimizing the system observability level for diagnosability,Grèce, octobre 2008.
• Diagnosability of Input Output Symbolic Transition Systems,Portugal, septembre 2009.
• Co-modelling and simulation with multilevel of granularity for real time electronic systems
supervision. England, 1–3 April 2008.
• Observability Checking to Enhance Diagnosis of Real Time Electronic Systems. October 27-29,
2008. Canada.
• Symbolic Execution Based Model Checking of Open Systems with Unbounded Variables. TAP 2009,
Switzerland.
• Diagnosability verification with Petri net unfoldings, Chili, septembre 2009.
• Smart Distance Keeping: modeling and perspectives for embedded diagnosis, Liverpool,
Angleterre, 27-29 janvier 2010.
Chapitre d'ouvrages:
• [10] M. Khlif, M. Shawky. Book chapter: Enhancing Diagnosis Ability for Embedded Electronic
Systems Using Co-Modeling. International Joint Conferences on Computer, Information, and
Systems Sciences, and Engineering (CIS2E 07). December 3 - 12, 2007.
◗ Experimentations:
• [1] a prototype tool to analyze the diagnosability of an electronic system. The demonstration of
this prototype is done on the case study (SDK Smart Distance Keeping) simulated. It can conclude on the diagnosis of failure ie, there exists at least one instance of the operating system
for which the failure can not be discriminated;
• [2] a co-real/simulated online diagnostic demonstrator applied to the case of the SDK. The diagnosers identify the fault using analytical redundancy. The case study consists of 4 ECUs and a single CAN bus. Three ECUs are simulated on a computer and one is real. The simulated CAN bus
is connected to the real CAN bus via a specific interface. The diagnosers are deployed on the
4 ECUs. One of them has the role of supervisor and provides the final diagnosis (sensor fault).
Validation tests show that the diagnosers identify systematically failures injected the diagnosis
latency due to CAN communications remains quasi constant;
• [3] a prototype tool for analyzing the observability of failures, once the electronic system integrated into the truck. The demonstration of this prototype is done on the SDK implemented in
the previous demonstrator.
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Olivier HERON
CEA LIST
+33 (0)1 69 08 68 89
[email protected]
Coordinator:
CEA LIST
Call:
ANR
Start date:
February 2007
Duration:
43 months
Global budget (M2):
3.7
Funding (M2):
1.9
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Diagnosis
DIAPA
DIagnostic Automobile Par Apprentissage
ON GOING
PROJECT
The goal of DIAPA is to improve the diagnosis of vehicles electronic subsystems.
A comprehensive analysis of log-files containing records of components operation and
default codes will be done using advanced data mining and statistical learning
techniques. The aim of this project is to automatically handle the log-files, increasing the
on-line processing, and establishing better links between diagnosis and design models.
◗ Currently, few solutions give satisfaction in terms of collecting and processing diag-
CONTACT
Charles-Henri GARIH
DELPHI
+33 (0)1 34 30 34 76
[email protected]
Abdallah FAHED
UTC-HEUDIASYC
+33 (0)3 44 23 52 15
[email protected]
nosis information carried out on electronic subsystems of the vehicles. The aim of
the automotive industry is to improve the “after-sale service” and reduce the costs of
Non Trouble Found.
◗ Develop generic diagnosis methods regarding the large variety of possible configurations of subsystems and their failures.
PARTNERS
◗ Establishing better links between diagnosis and design models.
Large companies:
DELPHI, FREESCALE, PSA,
SERMA INGENIERIE
CNRS-LAAS, UTC
PROJECT DATA
Coordinator:
DELPHI
Call:
ANR
Start date:
January 2008
Duration:
36 months
Global budget (M2):
3.1
Funding (M2):
1.2
◗ Give a more precise study of system specifications and Logfiles diagnosis.
◗ Diagnosis algorithms adapted to logfiles with Heterogeneous log-files input data.
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EDONA
Environnements de Développement
Ouverts aux Normes de l'Automobile
◗ Build a common repository for consistent positioning and usage of software tools.
◗ Build an interoperability platform for tool exchange and seamless operation over the
development cycle.
◗ Build solutions for dependability and real-time on the basis of both innovative and
current technology:
• Specification and requirements traceability;
• Functional and temporal validation;
• Design of real-time and deterministic solutions;
• HMI design and validation under safety constraints.
ON GOING
PROJECT
CONTACT
François OUGIER
RENAULT
+33 (0)1 76 85 75 72
[email protected]
PARTNERS
This project deals with numerous innovations:
◗ Typical technical deliverables:
• East-ADL2 timing extensions;
• East-ADL2 graphical modeler;
• East-ADL2 to Autosar bridge;
• East-ADL2 to PharOS bridge;
• Simulink to PharOS code gene-ration;
• Numerical precision analysis tool;
• Automatic test generator and execution monitor for Matlab models;
• Automotive HMI description language, with converters to and from commercial HMI
Large companies:
CONTINENTAL, DELPHI,
JOHNSON CONTROLS,
PSA PEUGEOT CITROËN,
RENAULT, THALES, VISTEON
SMEs:
ESTEREL, GEENSYS,
INTEMPORA, KNOWLEDGE
INSIDE, OBEO, SHERPA
ARMINES, CEA-LIST, INRIA,
POLYTECHNIQUE, SUPÉLEC,
design tool formats;
• Scade to Autosar code generation.
◗ Technical transfers to other entities:
• Eclipse components for Autosar toolsets > Artop User Group;
• Eclipse components for modeling toolsets > Sphinx project of the Eclipse Foundation.
PROJECT DATA
Coordinator:
RENAULT
Call:
FUI3
Start date:
September 2007
Duration:
36 months
Global budget (M2):
16.2
Funding (M2):
6.3
◗ October 12th, 2007: Project kick off.
◗ June 4th, 2009: Project midlife plenary meeting.
◗ May 6th, 2010: Project last plenary meeting.
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MEMVATEX, O4A PHASE II
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E’MOTIVE
Environment Modeling
for Perceptive Intelligent Vehicles
The aims of the E'MOTIVE project are the development of a simulator of detection
system, the coupling of this simulator in a bundle of simulation softwares in order to
create a numerical simulation platform for the design and validation of Advanced Driver
Assistance Systems (ADAS), and the validation of the benefits of this simulation
platform. Regarding the first objective, the idea is to ensure the robustness and
reliability of the detection system by creating virtual sensor datas. Regarding the second
objective, the focus is on the design and validation of the ADAS on this validated
detection system.
The deliverables will be a detection system simulator, a numerical simulation platform
for the design and validation of ADAS which will contain a set of applicative softwares
with extended functionalities and interfaced each others, the results of the applications
and validations stage.
ON GOING
PROJECT
CONTACT
Anne CHAMBARD
LMS IMAGINE
+33 (0)1 34 52 17 72
[email protected]
PARTNERS
Large companies:
VALEO
Intermediate size enterprise:
LMS IMAGINE, OKTAL
SMEs:
CIVITEC, INTEMPORA,
SHERPA ENGINEERING
CNRS-LASMEA, INRETS, INSA
ROUEN, INSTITUT D’OPTIQUE
GRADUATE SCHOOL, LCPC,
TELECOM BRETAGNE
PROJECT DATA
The project has been started on October 1st, 2008, for three years. Work Package 2
(Specifications) is achieved, WP3 (Development of the detection system), WP4 (integration) and WP5 (validations) are on-going.
Coordinator:
LMS IMAGINE
Co-label:
MOV'EO
Call:
FUI6
Start date:
October 2008
Duration:
36 months
Global budget (M2):
4.8
Funding (M2):
2.9
CSDL
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Human-Machine interfaces
GEDRIVER
Green & Efficient Driver
ON GOING
PROJECT
Experimental works of the geDRIVER project (“Green and Efficient Driver”) aim at
developing and validating the simulator for training to ecological driving according to
3 major topics within the “serious game” axis:
◗ To develop the models allowing analysing eco-driving and the follow-up of performances
in a context of training using simulator, which latter logically follows training on real
vehicle.
CONTACT
Anton MINKO
OKTAL SA
+33 (0)5 62 11 92 92
[email protected]
◗ To reinforce the interest of driving experience in order to to support the attractivity
of training. For that, the project will draw from the experiments and the techniques
already implemented in video games.
◗ To contribute to enrich knowledge in the field of validity of driving training simulators.
PARTNERS
In the context of emergent requirements regarding vocational training (European directive
2003/59 CE) and growing eco-driving trend recorded over the past years, geDRIVER aims
at exploring the feasibility of affordable solutions for automotive training (desktop simulators). Consequently, "Serious Game" approach coupled with existing simulation suite
SCANeR is considered in the framework of geDRIVER project, according to the following
axes:
◗ enriched gameplay (based on
Large companies:
OKTAL SA, RENAULT
OKTAL SA
Associated partners:
MACIF, RENAULT TRUCKS
SMEs:
KEY DRIVING COMPETENCES SA
ARTS - INSTITUT IMAGE LEAD-CNRS, LABORATOIRE
LE2I
real life situations such as
home-to-work or taxi itinerary)
allowing to involve the driver
into the simulation,
◗ virtual guiding metaphors (both
visual and audible) allowing to
push the simulation as far as
possible to the driving reality,
◗ data reading / analysis from a
real vehicle.
A special attention is put on the
evaluation of project's result (behaviour-based measures will be taken in order to issue recommendations and to make
simulator-based training as close as possible to the real car-based training; simulator's
sickness analysis is a part of evaluation).
The project will produce and test prototypes/demonstrators allowing to:
◗ integrate video "game"-based approaches and paradigms into "serious" automotive
simulation,
◗ integrate new interactive visual and auditive guiding techniques,
◗ get real vehicle data (via CAN bus).
Demonstrations will be available for light vehicles' and trucks' drivers.
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PROJECT DATA
Coordinator:
OKTAL SA
Call:
SERIOUS GAMING
Start date:
December 2009
Duration:
18 months
Global budget (M2):
1.2
Funding (M2):
0.7
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HECOSIM
Heterogeneous Co-simulation
and system hybrid Simulation
The design of a mechatronic system, inherently heterogeneous, is made currently with tools
adapted to each sub system (various modelers and simulators). Each sub system is validated
separately, and the integration tests are performed at the end of the development cycle (physical mock up); problems are discovered late and generate high cost to be corrected.
The objective of the HeCoSim project is to provide simulation tools through two approaches of
co-simulation and global simulation based on available tools to:
◗ control sizing and the integration of automotive components of heterogeneous nature,
◗ optimize an electronic architecture through model simulation,
◗ validate a system by scenarios filtered and generated by the tools,
◗ validate the embedded code on its target in its physical environment.
Problems treated and solutions sought:
◗ remove a major technical issue on asynchronous co-simulation via the tool RT-Builder;
◗ create co-simulation sockets between the tool RT-Builder and the tools: Statemate, MatLab/Simulink, SystemVision, UNISIM;
◗ have a good representativeness and interoperability of the simulation models of the microcontroller Star12X and of the processor core ARM7 on the open source UNISIM tool;
◗ extend the AGATHA semantics to the Statemate and Simulink models;
◗ specify a filter for AGATHA to generate relevant tests regarding industrial criteria: undesirable cases, deadlocks, MC/DC approach.
Consequences at technical level:
◗ extension of the simulator RT-Builder to co-simulation;
◗ achievement of a complete and continuous tool chain with the core activity tools;
◗ validation of the embedded code with its physical environment;
◗ achievement of a heterogeneous simulation core for AGATHA and a filter for the MC/DC
approach.
COMPLETED
PROJECT
CONTACT
Jean-François BISSON
VALEO
+33 (0)1 45 13 82 55
[email protected]
PARTNERS
Large companies:
VALEO
SMEs:
GEENSYS
CEA LIST, UTC-HEUDIASYC
PROJECT DATA
Coordinator:
VALEO
Call:
ANR
Start date:
December 2006
Duration:
39 months
Global budget (M2):
2.7
◗ Publications:
Communications (conference):
• IAEC’2008: “Improving Model Based Design Quality and Safety for Mechatronic Systems
via Co-simulation”.
• Workshop System@tic 2008.
• EMM’2009: “A Model Based Design Compliant Framework for Mechatronics Systems Development”.
• Workshop System@tic 2009.
Articles:
• Co-modelling and simulation with multilevel of granularity for real time electronic systems supervision, England, 1-3 April 2008.
• Observability Checking to Enhance Diagnosis of Real Time Electronic Systems Canada,
October 27-29, 2008.
• Validation of Electronic Architecture Properties Analysis Based on Automotive Platform,
Italy, July 4-7, 2010.
• Diagnosability of Embedded Architectures; Premise of analysis methodology.
• Symbolic Execution Techniques Extended to Systems in ICSEA 2009.
Funding (M2):
1.4
◗ Job creation:
Two hiring, one at CEA-LIST/LSL and another one at Geensys.
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ICADAC
Improved Camera based Detection
under Adverse Conditions
The ICADAC project is dedicated to road safety improvement under adverse
meteorological conditions. Being able to detect and quantify these adverse conditions
of operation using only a video signal is a strong challenge for driver assistances
systems (ADAS). The first step is to detect and quantify this signal degradation, and
identify their causes. It lead to estimate a confidence index on the operation of an ADAS
based on cameras and its self-diagnosis. Meanwhile, it is possible to adapt the sensor
operation, to dynamically adjust its parameters or to improve signal quality. It is also a
way to bring further new driver assistances systems such as automation of fog lamps,
control of adaptive tail-lights or driver warning in case of inadequate behaviours.
This project deals with numerous innovations:
◗ On-line diagnosis of the camera operation. A camera integrated in a vehicle must
have a self-diagnosis functionality. This project will be one of the first to propose a
method to qualify the video signal.
ON GOING
PROJECT
CONTACT
Didier Aubert
LCPC - INRETS / LIVIC
+33 (0)1 40 43 29 18
[email protected]
PARTNERS
Large companies:
AUDI, VALEO
ARMINES, INRETS, IOSB, LCPC
◗ Detection and characterisation of night fog. At night, the fog is mainly perceived
through the halo phenomenon and the backscattered veil. Both of them are due to the
scattering of the beams of the ego-vehicle or of the other vehicles. This project will
thus deal with a new fog context to, finally, achieve a complete fog detection and characterisation system.
Coordinator:
LCPC - INRETS / LIVIC
◗ Detection and characterisation of
rain by an embedded camera. Sensors already exist for this purpose.
The idea is to replace them by a
camera system to get only one sensor dealing with several functions.
Co-label:
MOV'EO
Call:
ANR
◗ Image improvement. Thanks to the
image improvement, existing ADAS
based on camera sensor with benefit
from this project.
Start date:
July 2009
Duration:
36 months
◗ Demonstration of new applications.
◗ Development of new test benches
Global budget (M2):
3.8
dedicated to fog and rain.
WP1 task (requirements and specifications) is finished. That means a list of potential
applications was established, some of them were selected, camera module requirements and specification is done. Three documents are delivered. We also started to
equip vehicles, to design a testbench for night fog characterisation, started to develop
methods to detect and characterise fog and rain, as well as methods to restore images
altered by day fog and rain.
24
PROJECT DATA
Funding (M2):
1.8
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Interface Homme-Système à 10 ans
COMPLETED
PROJECT
The target of IHS10 project is to develop a new R&D tool that will be dedicated to the
Human-System Interfaces (HSIs) for the Automobile. It consists in a Virtual Reality (VR)
equipment, which will contribute to reduce development cycle time and cost of new
vehicles and platforms. It will be used on the higher level of the two branches Requirements / Validation - of the V-cycle, enabling actors to work in a collaborative
way, replacing physical by virtual prototyping and improving quality of results. The field
that this tool will cover is: geometry, styling, ergonomics, controls, displays, functions
and associated softwares. The sensorial channels of this new VR equipment are:
3D vision, tactile / haptic and acoustic, in an immersive environment of the User.
◗ To use the new generation of HD projectors and 3D televisions for a better definition
and to make the simulator more transportable.
◗ To develop and standardise the software and the equipment to facilitate the exchange
of information between car manufacturers and equipment suppliers.
◗ To develop the sensory touch.
CONTACT
Jean DAUVERGNE
VISTEON
+33 (0)6 08 00 44 07
[email protected]
PARTNERS
Large companies:
PSA PEUGEOT CITROËN,
RENAULT, VALEO, VISTEON
SMEs:
HAPTION, INTEMPORA
ARMINES, CEA-LIST
PROJECT DATA
Coordinator:
VISTEON
Call:
FUI1
Start date:
March 2007
Duration:
36 months
Global budget (M2):
5.5
◗ Products:
Design and build a generic simulator for Human System Interfaces (HSIs) and related
interior equipments of a vehicle , based on Virtual Reality techniques, enabling design,
tuning and evaluation of HSIs by the Development Engineers, characterized by:
• Co-localization (Immersion of User “in" the 3D VR environment).
• Multi-sensorial channels: Visual, Haptic / Tactile, Acoustic.
• Multi-domains: Vehicle Interior Components (geometry, aspect, color, textures),
controls, displays, Softwares.
• Interactive: Model and Softwares changes and adaptations.
• High definition.
Funding (M2):
1.9
PSA demonstrator (basis Peugeot 308).
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IMOFIS
Ingénierie des MOdèles
des FonctIons Sécuritaires
◗ The purpose of IMOFIS is to develop an environment that assists safety engineers
to analyse and verify systems and to provide evidence that these systems meet safety
requirements.
◗ IMOFIS environment will handle models of systems and subsystems, models of safety
analyses and models of design and safety processes. Furthermore, IMOFIS environment will handle the semantic relationships between all these models in order to
maintain a global and consistent view of them.
◗ IMOFIS environment will be, as much as possible, a general environment not devised
to particular application domains, processes or techniques. Consequently, it will rest
upon a collection of models of models (meta-models) which will abstract from particular design and safety processes as well from particular specification, analyses
and verification techniques
Industrial safety requirements verifications are, today, achieved manually and are based
on informal specifications. IMOFIS project addresses the formalisation of both the safety
requirements and their verification. Today, model driven techniques allow system
designers to specify more accurately the overall system. Indeed, SysML has been
introduced in the Alstom Transport methodological framework and Renault studies its
introduction in its own process. However, SysML does not address the dysfunctional
view of the system, this particular aspect is mandatory for the definition of safety
requirements and the realisation of safety analyses. Several research works has proposed model transformation to derive safety analyses (semi-automatically) from the
system model by mapping some system design pattern to safety analyses elements.
Here, we propose another approach by developping the model of models of the elements required by safety engineer. Consequently, the safety process would be include
in the same model framework that the design process, furthermore, the identification
of semantics relations between this two viewpoints allows to assist the safety verification activities by model verification mechanisms included in the model of models.
The meta model of the safety viewpoint have been developed. It extends SysML to safety
modelling activities (formelly, "hazards analysis"). The formalisation of model verification is ongoing work, it includes the definition of semantics relations between the safety
viewpoint and the functional viewpoint. The next and final step will be the tools development and the application of the IMOFIS framework on representative industrial use
cases.
ON GOING
PROJECT
CONTACT
Fernando MEJIA
ALSTOM TRANSPORT
INFORMATION SOLUTIONS
+33 (0)1 57 06 13 73
luis-fernando.mejia
@transport.alstom.com
PARTNERS
Large companies:
ALSTOM TRANSPORT
INFORMATION SOLUTIONS,
RENAULT
SMEs:
ATEGO, OBEO, SYSTEREL
CEA-LIST, UTC-HEUDIASYC
PROJECT DATA
Coordinator:
ALSTOM TRANSPORT
INFORMATION SOLUTIONS
Call:
ANR
Start date:
June 2008
Duration:
36 months
Global budget (M2):
4
Funding (M2):
1.6
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Integrated Human Modelling and
Simulation to support Human Error
Risk Analysis of Partially Autonomous
Driver Assistance Systems
The target of the ISI-PADAS project is to develop an innovative methodology to support
risk-based design and approval of Partially Autonomous Driver Assistance Systems
(PADAS) focusing on the elimination and mitigation of driver errors by an integrated
Driver-Vehicle-Environment (DVE) modelling approach.
Main part of the DVE modelling approach will be an effective and working simulation of
driver behaviour, based on modelling driver behavior and cognitive processes as well
as PADAS behaviour, included in computerised simulations that can be applied in early
development stages to predict driver behaviour including driver errors to support
decisions between system design alternatives and to test the need for specialized
assistance systems.
ON GOING
PROJECT
CONTACT
Jean-Paul GULIA
VISTEON SYSTEMES
INTERIEURS
+33 (0)1 79 41 72 29
[email protected]
Dr. Rainer HEERS
VISTEON DEUTSCHLAND
GmbH
+49-2273-595-0
[email protected]
PARTNERS
Large companies:
CENTRO RICERCHE FIAT,
VISTEON
SMEs:
KITE SOLUTIONS
CEA, CIDAUT, DLR,
INRETS, OFFIS, SUPELEC,
TU BRAUNSCHWEIG,
UNIVERSITY OF MODÈNA
◗
◗
◗
◗
◗
◗
◗
Definition of relevant traffic scenarios.
Driving studies and driving simulators studies (driving without PADAS support).
PROJECT DATA
Coordinator:
OFFIS
Task representation language.
Ontology of driving task.
Implementation of time for accelerated / real-time testing.
Scientific advisory committee established.
Organised scientific conference: Human Modelling in Assisted Transportation (HMAT),
2010.
Call:
FP7
Start date:
September 2008
In progress:
Duration:
36 months
◗ Complete DVE modelisation.
◗ Driving simulators studies (driving with PADAS support).
Global budget (M2):
5.5
Funding (M2):
1.8
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ICT & Transport
itransports 2.0
ON GOING
PROJECT
The project itransports 2.0 aims to develop from itransports content which is the only
comprehensive information on transport at the national level, collaborative content on
two important themes of transport for the coming period: disturbance and development of supply "bike".
◗ The entire contents of the disruption of transport will be supplied from the information transport networks, but also from feedback from users on itransports well as
through social networks.
CONTACT
Dominique CARRE
MOVIKEN
+33 (0)1 60 33 03 03
[email protected]
◗ A PC "traffic" will be tested: it reaches the heart of a global information system on
transport implemented on this occasion, including a website and an application interface with major mobile market.
PARTNERS
SMEs:
HAPLOID, MOVIKEN
◗ Scientifically, this project will allow for a standardized approach to the phenomenon of
INRETS
disruption of transport and will better formalize the effort for research in this area,
which has remained until now the
preserve of transport operators:
research conducted so far are
relatively small and their results
are not disseminated
◗ Benefits in terms of service:
Coordinator:
MOVIKEN
• Controlling the phenomenon of
interference and informational
support better public is a prerequisite for the continuation
expected and desired development of public transport.
• The project will contribute 2.0
itransports powerfully as the
first comprehensive solution
for information on the disruption of transport networks.
Call:
WEB2.0
Start date:
December 2009
Duration:
18 months
Global budget (M2):
0.5
The expected benefits of the project itransports 2.0 are important in different ways:
◗ They will forward the information and disturbances, which darken the image so that
transport development is expected and desired,
◗ They will make this content available to those involved companies, communities,
media, ...
◗ They will underpin the advantage Moviken took on the transport information market
with a solution that will be unique in Europe.
28
PROJECT DATA
Funding (M2):
0.2
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Logiciels d'observation des vulnérables
COMPLETED
PROJECT
LOVe proposes to contribute to road safety by focusing primarily on the safety of
pedestrians. The objective is to achieve embedded software to observe vulnerables.
These software must be reliable and safe and quickly implantable on the range. An
industrial design process of software has been adopted to clearly specify the technical
constraints (sensors, computers), contextual (scenarios considered) and methods for
validation of algorithms. LOVe is rich of a large variety of approaches using data laser,
mono and stereo-vision both for the detection, localization, recognition and tracking of
pedestrians. These solutions can then be combined with various levels of data fusion
algorithms to improve location accuracy and certainty.
CONTACT
Laurent TRASSOUDAINE
UNIVERSITE DE CLERMONTFERRAND 2
+33 (0)6 78 55 31 03
laurent.trassoudaine
@univ-bpclermont.fr
The most significant advance concerns the visual target tracking. Tracking of LASER targets becomes also very powerful. Although information is very fragmented on a pedestrian, the quality of the recognition is generally good. Groups of pedestrians can be
identified too. The stereo has also grown in terms of speed, quality of the disparity map,
segmentation of the road surface and segmentation of objects. Pedestrian recognition
has especially increased in the rapidity of methods and a better classifiers choice. The
data fusion significantly increases the rate of correct detection while decreasing the rate
of false alarms. Especially, the lidar/mono-vision combination has provided good results.
◗ Patents:
2 deposits concerning pedestrians recognition.
◗ Publications:
• Journals - 2 book chapters - 36 conferences.
• Object-level fusion and confidence management in a multi-sensor pedestrian
tracking system; 2009.
• Combination of partially non-distinct consonant beliefs: the cautious-adaptive rule;
July 2009.
• Pedestrian Detection and Tracking in Urban Environment using a Multilayer Laserscanner; to appear in 2010.
• Using stereo-vision to improve the reliability of obstacle detection systems.
• Submitted to IEEE Transactions on Intelligent Transportation Systems.
• Visual pedestrian recognition in weak classifier space using nonlinear parametric
models; San Diego, USA, october 2008.
• Pedestrian Accident Context and Technologic Development in LOVe; Versailles
Satory October 7 & 8, 2008.
• Centralized fusion based algorithm for fast people detection in dense environment;
12-17 May 2009, Kobe, Japan.
• A Bayesian Classification of Pedestrians in Urban Areas: The Importance of the
Data Preprocessing; Seoul, Corée du Sud, 20 - 22 Août, 2008, pp. 195-201.
• Robust obstacles detection and
tracking using disparity for car
driving assistance; San Jose, USA,
January 2010.
PARTNERS
Large companies:
RENAULT, VALEO
ARMINES/CAOR,
ARMINES/CMM, CEA/LIST,
CNRS/UTC/HEUDIASYC,
CNRS/UBP/LASMEA,
CNRS/UPS/IEF,
INRIA/EMOTION, INRIA/ICARE,
INRIA/IMARA,
LCPC/INRETS/LIVIC,
PROJECT DATA
Coordinator:
Co-label:
MOVEO - VIAMECA
Call:
ANR
Start date:
September 2006
Duration:
40 months
Global budget (M2):
8.5
◗ Business creation:
3 start-up:
• Arcure: Software for pedestrian
detection;
• Robocortex: Software for visual
tracking;
• Civitec: road scenes simulation.
Funding (M2):
3.8
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MASCOTTE
MAitriSe et COnTrôle
des Temps d'Exécution
Build methods, techniques and tools to keep pace with execution times of real-time
applications using static analysis, test on simulators and measures on the real target.
In order to implement new services in cars, the project studies the impact on the
determinism of hardware features in microcontrollers. It defines good practices to use
these mechanisms.
COMPLETED
PROJECT
CONTACT
Pascal SAINRAT
IRIT - UNIVERSITE PAUL
SABATIER
+33 (0)5 61 55 84 25
[email protected]
PROJECT RESULTS
◗ Technologies:
Simulation (Harmless), static analysis (Otawa), test (PathCrawler).
◗ Publications:
• Damien Hardy, Isabelle Puaut - WCET analysis of multi-level noninclusive set-associative instruction caches - 29th IEEE Real-Time
Systems Symposium, Barcelona, Spain, December 2008.
• Rola Kassem, Mikaël Briday, Jean-Luc Béchennec, Guillaume Savaton, Yvon Trinquet - Simulator Generation Using an Automaton Based Pipeline Model for Timing
Analysis - International Multiconference on Computer Science and Information
Technology, October 2008, Poland.
PARTNERS
Large companies:
FREESCALE, RENAULT
SMEs:
GEENSYS
IEF, IRCCYN, IRISA/INRIA, IRIT,
LAAS
• Roman Bourgade, Clément Ballabriga, Hugues Cassé, Christine Rochange, Pascal
Sainrat - Accurate analysis of memory latencies for WCET estimation - International Conference on Real-Time and Network Systems (RTNS 2008), Rennes,
October 2008.
• Marianne de Michiel, Armelle Bonenfant, Hugues Cassé, Pascal Sainrat - Static
loop bound analysis of C programs based on flow analysis and abstract interpretation IEEE International Conference on Embedded and Real-Time Computing Systems and Applications (RTCSA 2008), Kaohsiung, Taiwan, August 2008.
• Damien Hardy, Isabelle Puaut - Predictable code and data paging for real-time systems - 20th Euromicro Conference on Real-Time Systems, Prague, Czech Republic,
July 2008.
Use of the technologies on an automotive application.
PROJECT DATA
Coordinator:
IRIT
Call:
ANR - 2005
Start date:
January 2006
Duration:
42 months
Global budget (M2):
3.5
Funding (M2):
1.4
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MEMVATEX
Modeling Methods for Validation
& requirements Traçability
Definition of a methodology for the modeling and the validation of requirements trough
a design flow for embedded real-time systems. This design flow guaranty the full
traceability and the validation of requirements from their initial request down to their
implementation. A special focus is put on non-functionnal requirements, like timing
requirements.
Project WebSite : www.memvatex.org
COMPLETED
PROJECT
CONTACT
Arnaud ALBINET
CONTINENTAL AUTOMOTIVE SAS
+33 (0)5 61 19 73 30
[email protected]
PROJECT RESULTS
◗ Technologies:
• A metamodel for requirements modeling,
validation and traceability.
• An implementation of the Requirement
Meta-model as a specific UML-profile in
Artisan Studio toolsuite.
• The implementation in Artisan Studio toolsuite of the MARTE profile.
• A methodology under Eclipse-EPF for the expression and the modeling of requirements which integrates the standards EAST-ADL2, MARTE and RIF.
PARTNERS
Large companies:
CONTINENTAL
SMEs:
SHERPA ENGINEERING
CEA LIST, INRIA, UTC
◗ Publications:
• RTCSA 2007 Multiform Time in UML for Real-time Embedded Applications.
• SIES 2007 A multiform time approach to real-time system modeling. Application
to an automotive system.
• ECMDA 07 Model-based methodology for requirements traceability in embedded
systems.
•MCSE07 A Requirement-based Methodology for Automotive Software Development
• ERTS08 The MeMVaTEx methodology: from requirements to models in automotive
application design.
• ACESmb 08 From high-level modelling of time in MARTE to realtime scheduling
analysis.
• ISORC09 Marte CCSL to execute East-ADL Timing Requirements.
A demonstrator of the methodology on an automotive case study based on ARTiSAN
Studio toolsuite and Rectify.
• Job creation: 4 CDD.
PROJECT DATA
Coordinator:
CONTINENTAL
Call:
ANR - 2005
Start date:
January 2005
Duration:
36 months
Global budget (M2):
2.1
Funding (M2):
1
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From System Modeling
to S/W running on the Vehicle
Digital mock-up (DMU) has been the automotive industry best practice that for many
years has enabled many engineers from different disciplines to collaborate in the virtual
world to define future real products better.
However, until now this has been static – i.e. it did not take much account of product
behaviour. In particular, the dynamic behaviour of embedded systems and software was
neither managed nor simulated in DMU.
The purpose of MODELISAR is to introduce functional mock-up (FMU), a next generation
of methods, standards and tools to support collaborative design, simulation and test of
systems and embedded software.
The objectives of MODELISAR are threefold, to:
◗ Enable concurrent design of embedded systems and software, leveraging state-ofthe-art technologies:
• The open Modelica language for component-oriented systems modelling and
simulation; and
• The AUTOSAR standard for automotive embedded software.
◗ Define advanced runtime interoperability interfaces to enable open co-simulation between virtual product models, especially in Modelica, and the executable embedded
software, with various configurations.
◗ Deliver a smooth, traceable and integrated process for embedded systems and software across the product life, based on Dassault Systèmes V6 Product Life Management (PLM).
◗ Define a new standard: FMI (Functional
CONTACT
François BICHET
DASSAULT SYSTEMES
+33 (0)1 61 62 44 30
[email protected]
Patrick CHOMBART
DASSAULT SYSTEMES
+33 (0)1 61 62 74 63
[email protected]
PARTNERS
Large companies:
ALTRAN, AVI, DAIMLER,
DASSAULT SYSTEMES, LMS,
VERHAERT, VOLKSWAGEN,
VOLVO TEC,
SMEs:
ATB, DAVID, DYNASIM,
EXTESSY, GEENSYS, INSPIRE,
QTRONIC, SIMPACK, TRIALOG,
TRIPHASE, TWT, VERHAERT
ARMINES, ARSENAL RESEARCH,
DLR, FRAUNHOFER IIS EAS,
FRAUNHOFER FIRST,
FRAUNHOFER SCAI, IFP,
UNIVERSITY OF HALLE
Mock-up Interface) to enable FMI based
co-simulation between various modeling,
simulation tools and generated embedded software.
◗ Demonstrate the support of FMI by leading market tools, especially for Modelica and AUTOSAR.
◗ Demonstrate seamless integration of the
Modelica and AUTOSAR design & verification flows on top of PLM V6 infrastructure.
PROJECT DATA
Coordinator:
DASSAULT SYSTEMES
Call:
ITEA2
STATUS - MAIN PROJECT
OUTCOMES
Already available 1st version of FMI specifications wich enables the model exchange.
FMI co simulation aspects are being defined.
Several tool editors of Modelisar consortium
have implemented FMI prototypes to support
generation or execution of FMI compatible
models.
All the modelisar automative Use Cases are designed with involved models and tools,
and are ready to realize the FMI based Proofs of Concept.
32
ON GOING
PROJECT
Start date:
July 2008
Duration:
36 months
Global budget (M2):
28
Funding (M2):
NA
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O4A2
Open 4 Autosar Phase II
ON GOING
PROJECT
Proposed a set of methods, tools and technologies that respect Autosar objectives and
needs for automotive ECU: Safety with the new standard ISO2626-2, independence
regarding hardware platform, ease application design and validation.
CONTACT
Jean-Sébastien BERTHY
GEENSYS
+33 (0)2 53 46 00 70
[email protected]
◗ Provide a re-use low level solution Autosar and ISO2626-2 compliant.
◗ Allow industrial to increase their productivity when they change of hardware platform
by providing a smart configuration.
◗ Work on RTE middleware (Run-Time Environment), in order to warrant a better flexibility for the application integration on low level platforms, and better performances.
◗ Integrate PharOS technology on Autosar Architecture.
PARTNERS
Large companies:
AUTOLIV, DELPHI, PSA
SMEs:
GEENSYS, KEREVAL
CEA, ESEO, ESTACA, IRCCYN
PROJECT DATA
Coordinator:
GEENSYS
Co-label:
ID4CAR
Call:
FUI
Start date:
April 2010
The project is organized around the following Work-packages:
Duration:
36 months
◗ Methodology: Implementation of Safety application (WP1), Functional Validation
method (WP7).
◗ Tools: Low level Configuration (WP3), RTE generator (WP5).
◗ Technology: Low level modules development (WP2), FlexRay implementation (WP6),
OSEK test /ISO2626-2 (WP4).
Global budget (M2):
5.2
Funding (M2):
2.1
◗ Demonstrator using PharOS technology.
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ODIAAC
Odométrie Intégrée pour des
Applications d'Aide à la Conduite
en milieu urbain
Vehicle geo-location is essential to several automotive safety applications:
◗ Assistance summoning and accident location warning;
◗ Driver notification of visible or non-visible hazards (hidden vehicles at crossroads,
sensitive area approach, speed limitation).
Geo-location sensors capabilities such as GPS present some drawbacks in urban area
which cause major variation to location accuracy or even losses of continuity of service.
ODIAAC project has proven that an integrated camera can be used as a complement
to GPS based geo-location systems.
COMPLETED
PROJECT
CONTACT
François GASPARD
CEA LIST
+33 (0)1 69 08 46 84
[email protected]
PARTNERS
Nowadays vehicle geolocation systems (GPS receiver mainly) have shown their ability to
meet the geolocation need only due to driver control on the vehicle. In case of Advanced
Driving Assistance Systems, as specified by
automobile industry, new criteria have to be met:
◗ cost / accuracy compromise: next generation
satellite-based solutions accuracy should be
of a meter. This accuracy is only theorical and
hide issues of signal occultation (in tunnels)
or multipaths (reflection of signals on buildings). Use of differential correction can improve accuracy but has the drawback to need
an expensive network of reference stations
(user cost on priced subscription);
SMEs:
DOTMOBIL
CEA LIST, LASMEA
PROJECT DATA
Coordinator:
CEA LIST
◗ measure integrity: for a fully satisfying safety
Call:
ANR
device for geolocation, the positioning system
has to provide quality of service which results
to a confidence indicator on measure. This
confidence is not fully assured by GPS systems;
Start date:
May 2007
◗ continuity of service: geolocation has to be pro-
Duration:
30 months
vided anytime in which satellite technologies
are ineffective due to occultations. It is then
necessary to propose an alternative to keep on
localizing the vehicle during GPS losses.
Global budget (M2):
1.7
ODIAAC is a hybrid geolocation prototype of lowcost on-vehicle sensors (GPS, odometer, camera), which provides on-demand accurate
position together with.integrity indicator.
◗ Patents: 1
◗ Publications:
5 publications including 3 international.
Realisation of an embedded demonstrator allowing quantitative evaluation of system
thanks to on the ground reality.
34
Large companies:
RENAULT
Funding (M2):
0.7
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Iterative Design Process
for Self-Describing
Real-Time Embedded Software
Components
Development of a design method for self-adaptive systems that are built out of
components. In order to integrate the latter into a (possibly already running) system, the
components need to describe their needs in terms of functional and non-functional
requirements (self-descriptive components). Whereas the approach is domain
independent, the main application area is the automotive domain (key domain of partner
Fraunhofer ESK).
ON GOING
PROJECT
CONTACT
Ansgar RADERMACHER
CEA LIST, laboratoire LISE
+33 (0)1 69 08 38 12
[email protected]
◗ During design, we need to evaluate resource consumption of system parts and optimize the estimation of overall system resource requirements.
◗ During runtime, want to adapt resource allocation depending of estimated ressource
consumption and safety criteria, discover environmental changes or discover/use
services that appear dynamically.
The complexity of upcoming embedded systems can not be managed by traditional
methods, as studied in the automotive domain, as exemplary application area. Selfadaptive systems and self-organization paradigms are promising approaches to tackle
arising challenges. But no suitable design methodology for self-adaptive systems
allowing design and evaluation of
self-adaptive behavior exist: today’s
systems are developed statically at
design time and lack the ability to
describe their structure and status
at runtime. This is inevitable information for self-adaptive systems
enabling these to identify the
context and adapt adequately. This
system adaptability needs to be well
defined, especially in real-time
embedded systems which impose
timing and resource constraints on
the system behavior which must in
particular be meet during the adaptation process.
PARTNERS
CEA, FRAUNHOFER ESK,
MUNICH
PROJECT DATA
Coordinator:
FRAUNHOFER - CEA
Call:
ANR
Start date:
September 2009
Duration:
36 months
Global budget (M2):
0.6 (CEA)
1.2 (CEA+Fraunh.)
Funding (M2):
0.3 (CEA)
0.8 (CEA+Fraunh.)
The project has been presented at the PICF (Programme Inter Carnot Fraunhofer) event
end of November. Major use cases have been defined (first deliverable).
35
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Dependability of
monitoring systems
Safety Check of Automotive Software
& Hardware Architectures
Application of ISO 26262 standard on an example case of motor control in an automotive
application.
◗ Replacement of an architecture with external redundancy (2 microcontroller) by an
architecture with internal redundancy (dual core microcontroller).
◗ Development of an analysis tool, of an HMI, of numerical simulation of the system and
its components including fault injection.
ON GOING
PROJECT
CONTACT
Jochen LANGHEIM
STMICROELECTRONICS
+33 (0)1 58 07 75 25
[email protected]
◗ Adaptation of component models, in particular of the dual core microcontroller.
◗ Creation of booklet with rules for a simple and rapid application of the ISO standard
whilst assuring functional safety of the system.
PARTNERS
◗ Harmonise the approaches of functional safety in the supply chain considering:
• ISO 26262 (especially the creation
of the safety files);
• AUTOSAR;
• System design.
Large companies:
DELPHI, RENAULT,
STMICROELECTRONICS
ESG FRANCE
SMEs:
KNOWLEDGE INSIDE
◗ Thanks to the innovative tool of Know-
UTC
ledge Inside it shall be possible to:
• Better understand the market
needs;
• Develop consequently an offer;
• Become more competitive.
◗ Improve the understanding between
PROJECT DATA
the “system” actors and the “component” actors.
Coordinator:
STMICROELECTRONICS
Co-label:
MOVEO
◗ A tool environment allowing the description of heterogenous systems and the inte-
Call:
FUI8
grated safety analysis in systems developments (Version DEMO architect).
◗ Models harmonised between actors.
◗ A well explained application case for the industry.
◗ A complete solution for the introduction of the ISO26262 at the officialisation of the
standard in 2011.
◗ Drafts of templates facilitating the collaboration between the actors in the supply
chain (Datasheet).
Start date:
October 2009
Duration:
24 months
Global budget (M2):
4.4
Funding (M2):
1.4
EDONA
36
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Systèmes Critiques pour l’Automobile :
Robustesse des Logiciels Exécutifs
Temps-réel
The main objective of the SCARLET project is to build methods and software techniques for the
optimized implementation of robustness mechanisms in multi-layered automotive software supporting
future highly critical functions.
The project will take into account automotive standards and practice such as AUTOSAR, future
ISO26262 and the use of Off The Shelf Components, commercial or not.
The project consists in three main work packages.
◗ The first work package defines a methodology indicating the requirements, criteria and recommendations for the use of software robustness mechanisms.
◗ The second work package aims at developing mechanisms for software robustness improvement for open or closed (COTS) software.
◗ And the third one consists in characterizing and validating the methodology and mechanisms on
a demonstrator derived from a vehicle.
◗ Requirements and industrial needs, constraints of automotive domain.
• State of the art by the academics.
• Fault model developed and shared.
◗ Definition of the reflexive approach and experimentation going on an experimental Autosar platform.
◗ Runtime environment for hard real-time constraints for automotive.
First deliverable and mockup.
◗ Taking into account the automotive context:
• Autosar (study of mechanisms of latest specifications);
• Under construction ISO 26262;
• Interaction with silicon vendors: Freescale, Infineon.
◗ Runtime environment real-time and robust for automotive [CEA LIST].
• Dependability
- Generic (application-independent mechanisms);
- Reproducibility of the execution;
- Automatic partitioning spatial and temporal;
- Management of failure allowing the recovery of only the defective function without interference on the rest of the system.
• Coexistence of different levels of criticality possible.
• Requirements of industrials and ISO 26262 (ASIL D) addressed => Mockup made on chip
S12XEP100.
COMPLETED
PROJECT
CONTACT
Philippe QUERE
RENAULT
+33 (0)1 76 85 63 60
[email protected]
PARTNERS
Large companies:
RENAULT, VALEO
SMEs:
TRIALOG
CEA, CNRS-LAAS,
INRIA-LORIA, IRCCYN
PROJECT DATA
Coordinator:
RENAULT
Call:
ANR2006
Start date:
May 2007
Duration:
42 months
◗ Publications:
International conference
• Robustness of modular multi-layered software in the automotive domain: a wrapping-based
approach. Espagne, 22-26 Septembre 2009.
• An approach for improving fault-tolerance in automotive modular embedded software. 17th International Conference on Real-Time Networked Systems (RTNS 2009), Paris, 26-27 Octobre 2009.
• How to configure AUTOSAR OS timing protection. Paris, France, October 2009.
• An analysis of the AUTOSAR OS timing protection mechanism. Spain, September 2009.
• Temporal isolation for the cohabitation of applications in automotive embedded software. Valencia, Spain, April 2010.
• A Spatial and Temporal Partitioning Approach for Dependable Automotive Systems. Majorque
(Espagne), Septembre 2009.
• Towards optimal priority assignment for probabilistic CAN-based systems. WIP session of
WFCS'2010, March 2010.
• Towards optimal priority assignment for probabilistic real-time systems with variable execution times. Paris, October 2009.
• Preliminary results for introducing dependent random variables in stochastic feasiblity analysis on CAN. Dresden, May 2008.
• Probabilistic real-time schedulability: from uniprocessor to multiprocessor when the execution
times are uncertain.
Thèses de doctorat
• Robustesse du logiciel embarqué multicouche par une approche réflexive: application à l'automobile.
Global budget (M2):
3.7
Funding (M2):
1.5
37
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Diagnosis
SEEDS
Smart Embedded Electronic
Diagnosis Systems
Automotive electronic system's complexity is growing. With up to 4 km of wires, the
importance of the electrical harness in modern cars is improving. New functions (by
wire systems, in wheel motors, fuel cell) in the near future will make the harness a
critical function on its own.
The objective of the SEEDS project is to design and develop an automatic diagnosis tool
for car harnesses, both for production or garage maintenance and for in-use diagnosis;
able to detect - localize and characterize defects in a complex topology harness.
COMPLETED
PROJECT
CONTACT
Marc OLIVAS
CEA-LIST
+33 (0)1 69 08 48 83
[email protected]
PROJECT RESULTS
PARTNERS
◗ Products:
Large companies:
DELPHI, RENAULT TRUCKS,
SERMA INGENIERIE
Cable or harness diagnosis system
for external maintenance application
(garage) applied to cars and trucks.
SMEs:
MONDITECH
◗ Patents:
• FR 06 06531 – Procédé et dispositif
d’analyse de réseaux de câbles
électriques (WO/2008/009566).
• FR 08 50013 – Procédé pour
l’amélioration de la précision de
détection et de localisation de défauts par réflectométrie dans un
réseau électrique câblé.
CEA, LGEP, INRIA
◗ Technologies:
Cable and harness diagnosis method
based on reflectometry, application
to car and trucks harnesses.
• Propagation models of diagnosis signals in cables.
• Diagnosis theory and models: inverse scattering for defect detection and localisation, model inversion using genetic algorithm.
◗ Publications:
The external diagnosis prototype has been packaged and sent to Delphi's location
in Warwick (England) where it has been under test in real garage conditions since
october 2008. During this test phase, several cars and trucks have been prepared
with various cases of harness defects. Both the project's representative and the
mechanics from Delphi have used the diagnosis system to find the defects and repair
them efficiently. Befor the system was available, usual time needed to repair such
harness defects could reach 2 days, now the average time is less than an hour.
SEEDS using the system
38
Coordinator:
CEA LIST
Start date:
February 2006
Duration:
36 months
10 publications.
SEEDS system under test
PROJECT DATA
Global budget (M2):
3.1
Funding (M2):
1.6
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Electronics Architecture /
Dependability of monitoring systems
SIRSEC
Système d’Information
Reparti Sécuritaire
Driverless railways transport systems exhibit the growing need for information exchange
which increases with every new generation of systems. The need of information
exchange has to be conciliated with the severe safety constraints imposed on these
systems. Under the pressure of these constraints, system developers use almost
uniquely proprietary ad hoc solutions which are reputated to be more easily certifiable
against stakeholders' requirements than the solutions based on open standards. It is
proved that the cost of acquisition and maintenance of open system is in general lower
than the cost of proprietary solutions. SIRSEC project proposes through the development
of Design Patterns a methodological and technological basis which allows to use open
solutions but preserve the possibility of evaluation of safety with relative ease.
SIRSEC project objective is to develop process, technologies and tools for the safety of
information exhange. The safety level of these exchanges and services must be compatible with the SIL (Safety Integrated Level) of applications using these informations.
◗ The project aims to define an architectural platform for data exchange for shared applications defined from SIL0 to SIL4.
◗ The major constraint for the envisaged applications consists in the maintain of safety
characteristics without sacrifying operational performance and diversity of implementation environments. The proposed solution is based on the safety featured middleware platform.
ON GOING
PROJECT
CONTACT
Lionel SEGUY
ALSTOM TRANSPORT
+33 (0)4 72 81 52 75
lionel.seguy
@transport.alstom.com
PARTNERS
Large companies:
ALSTOM TRANSPORT,
SERMA INGENIERIE, THALES
SMEs:
GEENSOFT
CEA, INRETS, IRIT
◗ The industrial context of the project takes into account several constraints unachieved
by todays technologies used in the railway applications. These constraints put into
conflict two main factors which determine application possession costs: the cost of
production and the cost of commissionning and maintenance of the solution. In clear
terms, systems with high level of dependability which should be proved and certified
use almost exclusively proprietary solutions strongly oriented towards application.
The major commercial objective for the consortium members is the access to the
market of solutions of high level of dependability. This will be achieved in the case of
evolution of currently proposed products towards the incorporation of open standards
for distributed safety critical applications.
The major constraint for the envisaged applications consists in the maintain of safety
characteristics without sacrifying operational performance and diversity of implementation
environments. The proposed solution is based on the safety featured design patterns of
different middleware platforms.
PROJECT DATA
Coordinator:
ALSTOM TRANSPORT
Call:
FUI7
Start date:
September 2009
Duration:
36 months
Global budget (M2):
4.6
Funding (M2):
1.9
39
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SPEEDCAM
Speed limit determination
using camera and maps
The aim of the project is the development of a multisensory fusion system combining
embedded frontal vision system and a Geographic Information System for the
determination of the current speed limit. This so-called "Pre-set ACC" will be built on
real demonstrators (prototype vehicles) belonging to industrial partners.
ON GOING
PROJECT
CONTACT
Fawzi NASHASHIBI
ARMINES
+33 (0)1 40 51 92 31
Fawzi.Nashashibi@
mines-paristech.fr
◗ Design and development of a single embedded camera vision
system
◗ Detection/recognition in all circumstances of all speed limit
sign boards and supplementary signs
◗ Development of a new multisensor data fusion algorithm
combining vision and GIS providing the speed limit and its associated confidence index
◗ Production of "Bench tests" and number of relevant databases
PARTNERS
Large companies:
DAIMLER, VALEO
ARMINES - HOCHSCHULE
AALEN
◗ Integration of the functionality in an equipped vehicle
◗ Realization of a new ADAS system
PROJECT DATA
Coordinator:
ARMINES
◗ Scientific and technical repercussions:
• Development of new real time techniques for traffic signs recognition in all conditions;
• Same approaches could be exploited for other traffic beacons;
• Generic fusion approach: could be used in other driving assistance systems.
Co-label:
MOV'EO
Call:
ANR
◗ Societal and environmental impacts:
• Accident reduction: new driving aids;
• Less traffic congestion;
• Pollution reduction;
• Enhance transport efficiency;
• Stress reduction;
• Less speeding tickets due to inattent.
Start date:
October 2009
Duration:
36 months
Global budget (M2):
3.6
Funding (M2):
0.7
40
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Page 41
Dependability of
monitoring systems
SYSPEO
SYStem Proof Extended Objective
ON GOING
PROJECT
Syspeo objective is to extend the usage of formal methods for the development of
mechatronic systems in the automotive industry. The ultimate goal is to enhance
products quality with reduced iteration in the development and validation cycle.
The challenge is to deploy formal proof based on system requirements on hybrid models
mixing discrete and continuous domains.
◗ Formal monitoring of complete mechatronic models executed as black boxes.
◗ Capability to use formal proof of system requirements on complete mechatronic sys-
CONTACT
Arnaud BALMITGERE
BWI France
+33 (0)1 49 90 42 56
[email protected]
tems models.
◗ Generation of scenarios for embedded software validation corresponding to discrete
model.
PARTNERS
Large companies:
CEA-LIST, UCL, WOW
◗ Modelling of a controlled chassis system of a vehicle, using symbolic description techniques
of complex multibody systems, leading to a differential equations system representation.
◗ Specification and implementation of algorithms to monitor simulations of models
with respect to a formalized set of system safety properties.
◗ Hybrid (discrete & continuous) model parsing, leading to an approximated set of
reachable system states.
◗ Formal proof on parsed hybrid model.
◗ Enrich system validation with automatic generation of scenario.
◗ Formal proof methodology benchmarking, versus real system test bench validation.
PROJECT DATA
Coordinator:
BWI FRANCE
Call:
EUREKA
Start date:
September 2007
Duration:
30 + 12 months
Global budget (M2):
2.4
◗ Project started in September 2007.
◗ System modelling complete, further refinements are being introduced.
◗ Monitoring algorithms specification and implementation complete, second genera-
Funding (M2):
1.2
tion of the tool is in development.
◗ System properties definition and implementation of the verification experiment in
process.
◗ Hybrid model parsing complete.
◗ System test bench definition and implementation complete.
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