Automotive Software Architectures An

Introduction 2nd 2nd Edition Miroslaw Staron pdf

download
https://textbookfull.com/product/automotive-software-architectures-an-introduction-2nd-2nd-edition-
miroslaw-staron/

★★★★★ 4.8/5.0 (48 reviews) ✓ 145 downloads ■ TOP RATED

"Excellent quality PDF, exactly what I needed!" - Sarah M.

DOWNLOAD EBOOK
 Automotive Software Architectures An Introduction 2nd 2nd
Edition Miroslaw Staron pdf download

TEXTBOOK EBOOK TEXTBOOK FULL

Available Formats

■ PDF eBook Study Guide TextBook

EXCLUSIVE 2025 EDUCATIONAL COLLECTION - LIMITED TIME

INSTANT DOWNLOAD VIEW LIBRARY

Collection Highlights

Automotive Software Architectures: An Introduction, 2nd

ed. 2nd Edition Miroslaw Staron

Action Research in Software Engineering Theory and

Applications Miroslaw Staron

Introduction to Software Testing 2nd Edition Paul Ammann

Introduction to Software Engineering 2nd Edition Ronald J.

Leach
Automotive Ethernet 2nd Edition Kirsten Matheus

An Introduction to Pharmacovigilance 2nd Edition Patrick

Waller

Regression Diagnostics: An Introduction 2nd Edition John

Fox

An Introduction to Cyberpsychology 2nd Edition Gráinne

Kirwan

Introduction to Software for Chemical Engineers 2nd

Edition Mariano Martín Martín (Editor)
Miroslaw Staron

Automotive Software Architectures

An Introduction
2nd ed. 2021
Miroslaw Staron
Department of Computer Science and Engineering, University of
Gothenburg, Gothenburg, Sweden

ISBN 978-3-030-65938-7 e-ISBN 978-3-030-65939-4

https://doi.org/10.1007/978-3-030-65939-4

© Springer Nature Switzerland AG 2017, 2021

This work is subject to copyright. All rights are reserved by the

Publisher, whether the whole or part of the material is concerned,
specifically the rights of translation, reprinting, reuse of illustrations,
recitation, broadcasting, reproduction on microfilms or in any other
physical way, and transmission or information storage and retrieval,
electronic adaptation, computer software, or by similar or dissimilar
methodology now known or hereafter developed.

The use of general descriptive names, registered names, trademarks,

service marks, etc. in this publication does not imply, even in the
absence of a specific statement, that such names are exempt from the
relevant protective laws and regulations and therefore free for general
use.

The publisher, the authors and the editors are safe to assume that the
advice and information in this book are believed to be true and accurate
at the date of publication. Neither the publisher nor the authors or the
editors give a warranty, expressed or implied, with respect to the
material contained herein or for any errors or omissions that may have
been made. The publisher remains neutral with regard to jurisdictional
claims in published maps and institutional affiliations.

This Springer imprint is published by the registered company Springer

Nature Switzerland AG.
The registered company address is: Gewerbestrasse 11, 6330 Cham,
Switzerland
To my family – Sylwia, Alexander, Viktoria and Cornelia
Foreword
“The fear of error is the error itself.” Famous philosopher G.F.W. Hegel,
whose 250th birthday we currently commemorate, underlined the very
necessity of innovation and thinking out of the box. Innovation needs
guidance but must not be overconstrained. As engineers, we should
follow critical rules but also allow error and learn from it—in order to
move forward and not administrate the past. This book will provide
guidance toward innovative automotive architectures and services—
along the lines of Hegel.
Software and IT are the major drivers of modern cars—both
literally and from a marketing perspective. Modern vehicles have more
than 70 electronic control units (ECUs), with premium cars having
more than 100 such embedded computer systems. Some functions,
such as engine control or dynamics, are hard real-time functions, with
reaction times going down to a few milliseconds. Practically all other
functions, such as infotainment, demand at least soft real-time
behaviors.
The complexity of automotive systems and services is growing fast.
Each automotive area has its own requirements for computation speed,
reliability, security, safety, flexibility, and extensibility. Automotive
electronic systems map functions such as braking, powertrain, or
lighting controls to individual software systems and physical hardware.
The resulting complexity has reached a limit that demands an
architectural restart (Fig. 1). At the same time, innovative functions
such as connectivity with external infrastructures and vehicle-to-
vehicle communication demand IT backbone and cloud solutions with
service-oriented architectures (SOA).
Fig. 1 The convergence of IT and EE fuels automotive technology
Software and IT in vehicles and their environments are evolving at a
fast pace. Multimodal mobility will connect previously separated
domains like cars and public transportation. Mobility-oriented services
such as car sharing create completely new ecosystems and business
models far away from the classic “buy-your-own-car” approach.
Autonomous driving demands highly interactive services with
multisensor fusion, vastly different from the currently deployed
functionally isolated control units. Connectivity and infotainment have
transformed the car into a distributed IT system with cloud access,
over-the-air functional upgrades, and high-bandwidth access to map
services, media content, other vehicles, and surrounding infrastructure.
Energy efficiency evolves the classic powertrain toward high-voltage
hybrid and electric engines.
The major driver in the 2020s is convergence. We face a fast
integration of the previously separated concepts of IT and E/E.
Software engineering for automotive systems encompasses modern
embedded and cloud technologies, distributed computing, real-time
systems, mixed safety and security systems, and, not least, the
connection of all that to long-term sustainable business models.
Automotive engineers must master both domains, paired with
functional safety and cybersecurity. Today automotive software is
spearheading IT innovation. The everyday relevance of automotive
software to today’s software engineers is high, and it is the focus of this
book to bring this message to practitioners.
Technology trends are converging across industries (Fig. 2). What
used to be a clear-cut differentiation can be summarized today by the
quest for ACES, i.e., autonomous systems, convergence, ecology, and
services. Business trends are similar in developed and emerging
economies. Ten years ago, only 2 out of 10 most valuable public
companies by market capitalization were tech companies. Today,
almost all are highly driving, and driven by, software technology.
Failures to recognize future trends and challenges would be like
entering the next decade with all senses closed.

Fig. 2 Prepare for the future: ACES makes digital winners

While converging to the new normal, priorities are shifting heavily.

Autonomy, until recently still a number one shooting star, has started its
slowdown along the hype cycle. At the same time, ecology gets to speed
with a high focus especially of the young generation on our future and
the sustainability of our earth. Convergence levers the two forces of
competitiveness and innovation toward a sustainable business
prospective for technology companies. Services are the major driver.
Services are very appealing and we have been talking about them for
many years. It follows the Kano model at its best because a good service
for a mediocre product can create real excitement. Provide 24/7 online
support and you earn a big “wow” if you deliver.
To master this fast-growing complexity, automotive software needs
a clear architecture. Architecture evolution today is the major focus
across companies, and thus the book arrives just at the right time. The
impacts of architecture are manifold, such as systems modeling, testing,
and simulation with models in the loop; the combination of several
quality requirements such as safety; service-oriented advanced
operating systems with secure communication platforms, such as
adaptive AUTOSAR (Automotive Open System Architecture);
multisensor fusion and picture recognition for ADAS (advanced driver-
assistance systems) and autonomous driving; distributed end-to-end
security for flexible remote software updates directly into the car’s
firmware; and connectivity of cloud technologies and IT backbones
with billions of cars and their onboard devices for infotainment, online
apps, remote diagnosis, and emergency call processing.
This second edition of the already classic primer on Automotive
Software comprehensively introduces to automotive software
architecture. Authored by renowned expert Miroslaw Staron, this book
provides a guided tour through the methodology and usage of
automotive software architecture. Starting with a brief introduction to
software architecture paradigms, it quickly moves to current
application domains, such as AUTOSAR. Architecture analysis with
methods such as ATAM (Architecture Trade-off Analysis Method) of the
Software Engineering Institute provides hands-on guidance, keeping in
mind the current paradigm shift from classic networking controllers
toward the three-tier model of future automotive IT.
Miroslaw Staron with his coauthors target with this book both
engineers and decision-makers in the automotive electronics and IT
domain. They guide engineers, developers, and managers along the
convergence of the two worlds of IT and embedded systems. Education
however has only in rare cases dedicated programs for engineering
these converging IT and embedded systems. Business models will
evolve toward flexible service-oriented architectures and ecosystems.
Reference points based on industry standards such as three-tier cloud
architectures, adaptive AUTOSAR, and Ethernet connectivity facilitate
reuse across companies and industries. The classic functional split is
replaced by a more service-oriented architecture and delivery model.
Development in the future will be a continuous process that will fully
decouple the rather stable hardware of the car from its functionality
driven by software upgrades. Hierarchic modeling of business
processes, functionality, and architecture from a systems perspective
allows early simulation while ensuring robustness and security. Agile
service delivery models combining DevOps, micro-services, and cloud
solutions will allow functional changes far beyond the traditional V
approach.
The techniques presented in this book are not supposed to be the
ultimate truth. Yet they provide direction in this fast-evolving field. It
will help you as well as your organization to grow your maturity. Our
society and each of us depend on seamless mobility, and so we need to
also trust these underlying systems of infrastructure and vehicles. Let
us evolve the necessary technology, methods, and competencies in a
positive direction to stay in control of automotive software and avoid
the many pitfalls of classic IT systems. For this matter, I wish you all the
best and success.
As with all architecture independent of application domain, do not
forget to deliver value and results to your markets. Your future is based
on your competitiveness—both corporate and personal. It is not those
to succeed who now shrink engineering and IT innovation, but those
who navigate well in the magic triangle of quality, competitiveness, and
innovation. Thinker, politician, and novelist Goethe got it straight:
“Knowing is not enough; we must apply. Willing is not enough; we must
do.” This is the wake-up call to use innovation and guts to stay
competitive amidst a meager economic outlook. Business history is
littered with the skeletons of those who take neither ownership nor
risks.
Christof Ebert
Stuttgart, Germany
October 2020
Preface
Software is omnipresent in our society. It controls everything from the
backbone of electrical infrastructure, to telecommunication equipment
to our watches. Cars are no exception, and the amount of software in
modern cars is more than in any other consumer product. I was once
asked by a colleague at a conference whether the car would still run if
we kill the electronic components. The answer was “no” as basically all
elements of modern cars are controlled by software—engine, brakes,
windshield wipers, blinkers, radio, you name it.
In the last few years, the amount of software in cars has increased
as electrification, connectivity, and autonomous drive became more
prevalent in all segments. The complexity of scenarios for autonomous
driving is so large that cars cannot drive autonomously all the time. Yet,
they can drive in various scenarios without changing lanes, and they
can change lanes in certain scenarios or even park themselves without
anyone in the driver’s seat.
When this complexity grows, we face new challenges in the design
of automotive software—more functions become safety critical, more
functions interact and communication busses get overcrowded. We
need to design the software with that in mind and we need to do it in a
new way.
In 2017, we published the first edition of this book, which became
popular among students and practitioners alike. Many readers
connected with me and asked for certain elements, pointed out to
important new developments, and asked questions. I’ve taken these
suggestions into consideration and I, once again, managed to convince
my colleagues—Dr. Darko Durisic and Dr. Per Johannessen—to help in
revising the book.
The purpose of the book is to introduce the concept of software
architecture as one of the cornerstones of software in modern cars. The
book is a result of my work in the area of software engineering, with a
particular focus on safety systems and software measurement.
Throughout my research, I have worked with multiple companies in the
automotive and telecom domains and I have noticed that over time
these domains became increasingly similar. The processes and tools for
developing software in modern cars became very similar to those used
in the development of telecommunication systems. The same is true
about software architectures—initially very different, today they are
increasingly similar in terms of architectural styles, programming
paradigms, and architectural patterns.
The book starts with a historical overview of the evolution of
software in modern cars and the description of the main challenges
which drive the evolution. Chapter 2 describes the main architectural
styles of automotive software and their use in cars’ software. Chapter 3
is a new addition, where we learn about the modern software
architectures—federated and centralized ones. In Chap. 4, the reader
can find a description of software development processes used to
develop software on the car manufacturer’s side. Chapter 5 introduces
AUTOSAR—an important standard in automotive software. In this
edition, this chapter discusses both the classic and adaptive AUTOSAR.
Chapter 6 goes beyond simple architecture and describes the process of
detailed design of automotive software with the use of Simulink, which
helps us understand how the detailed design links to the high-level
design. Chapter 7 is a new one and focuses on machine learning in
automotive software development. Chapter 8 presents a method for
assessing the quality of the architecture—ATAM (Architecture Trade-off
Analysis Method)—and provides an example assessment. Chapter 9
presents an alternative way of assessing the architecture, namely, by
using quantitative measures and indicators. In Chap. 10, we dive deeper
into one of the specific properties discussed in Chap. 11—safety—and
can read about the important standard in that area—ISO/IEC 26262.
This time, this chapter contains more information about the hardware
than in the first edition of the book. Finally, Chap. 12 presents a set of
future trends that seem to emerge today that have the potential to
shape automotive software engineering in the coming years.
Miroslaw Staron
Gothenburg, Sweden
October 2020
Acknowledgements
First and foremost, I would like to thank the coauthors of some of the
chapters in this book—Darko Durisic, Per Johannessen, and Wilhelm
Meding. I have had the privilege of working with them for a number of
years and I am deeply thankful for their insights into the car and
telecom industries.
I am greatly indebted to my family—Sylwia, Alexander, Viktoria, and
Cornelia—who support me in taking on challenges and see to it that I
am successful. They are the most fantastic family one could imagine.
I would also like to thank my publisher—Ralf Gerstner from
Springer—who has proposed the idea of the book and helped me
throughout the process. Without his encouragement and practical
pointers, this book would have never happened. After so many years, he
still believes in me and provides me with precious advice. I hope that
more authors have a chance to be taken care of by such a competent
and dedicated publisher.
Many thanks to dSpace GmbH for permitting me to use images of
their equipment as part of the book. I also thank Jan Sö derberg from
Systemite for providing me with figures and explanations on how the
SystemWeaver tool keeps the different construction artifacts together.
Many thanks go to Volvo Cars, who provided me with several figures in
the book.
I am grateful to my colleagues from Volvo Cars who have taught me
about practicalities of the automotive industry. I have met many
persons from the fantastic team of Volvo Cars and had many great
discussions about how cars are designed today, but in particular I am
indebted to Kent Niesel, Martin Nilsson, Niklas Baumann, Anders
Svensson, Hans Alminger, Ilker Dogan, Lars Rosqvist, Sajed Miremari,
Mikael Sjö strand, and Peter Dahlslund. I would also like to thank Mark
Hirche and Malin Folke for their comments on the draft of the book.
I would also like to thank my colleagues from the research
community for their help and support in both writing this book and in
my research activities leading to this book. In particular, I would like to
thank Imed Hammouda for his feedback and comments on the ATAM
evaluation chapter.
 Finally, I would like to thank the Software Center, Swedish
Innovation Agency Vinnova, the Swedish Strategic Research Foundation
(SSF), and the Software Center for providing me with research funding
that allowed me to pursue my research interests in the area of this
book.
Contents
1 Introduction
1.​1 Software and Modern Cars
1.​2 History of Software in the Automotive Industry
1.​3 Trends Shaping Automotive Software Development
1.​4 Organization of Automotive Software Systems
1.​5 Architecting as a Discipline
1.​5.​1 Architecting vs.​Project Management
1.​5.​2 Architecting vs.​Design
1.​6 Content of This Book
1.​6.​1 Chapter 2:​Software Architectures
1.​6.​2 Chapter 3:​Modern Software Architectures:​Federated
and Centralized
1.​6.​3 Chapter 4:​Automotive Software Development
1.​6.​4 Chapter 5:​AUTOSAR Reference Model
1.​6.​5 Chapter 6:​Detailed Design of Automotive Software
1.​6.​6 Chapter 7:​Machine Learning in Automotive Software
1.​6.​7 Chapter 8:​Evaluation of Automotive Software
Architectures
1.​6.​8 Chapter 9:​Metrics for Software Design and
Architectures
1.​6.​9 Chapter 10:​Functional Safety of Automotive Software
1.​6.​10 Chapter 11:​Current Trends in Automotive Software
Development
1.​6.​11 Motivating Examples in the Book
1.​7 Knowledge Prerequisites
1.​8 Where to Go Next
 References
2 Software Architectures—Views and Documentation
2.​1 Introduction
2.​2 Common View on Architecture in General and in the
Automotive Industry in Particular
2.​3 Definitions
2.​4 High-Level Structures
2.​5 Architectural Principles
2.​6 Architecture in the Development Process
2.​7 Architectural Views
2.​7.​1 Functional View
2.​7.​2 Physical System View
2.​7.​3 Logical View
2.​7.​4 Relation to the 4+1 View Model
2.​8 Architectural Styles
2.​8.​1 Layered Architecture
2.​8.​2 Component-Based
2.​8.​3 Monolithic
2.​8.​4 Microkernel
2.​8.​5 Pipes and Filters
2.​8.​6 Client–Server
2.​8.​7 Publisher–Subscriber
2.​8.​8 Event–Driven
2.​8.​9 Middleware
2.​8.​10 Service-Oriented
2.​9 Describing the Architectures
 2.​9.​1 SysML
2.​9.​2 EAST ADL
2.​10 Next Steps
2.​11 Further Reading
2.​12 Summary
References
3 Contemporary Software Architectures:​Federated and
Centralized
3.​1 Introduction
3.​2 Federated Software Architectures
3.​3 Centralized Software Architectures
3.​4 Examples
3.​4.​1 Federated Architecture of a Car
3.​4.​2 Pipes and Filters in Autonomous Drive
3.​4.​3 Infotainment Systems
3.​5 On Truck Architectures
3.​6 Summary
References
4 Automotive Software Development
4.​1 Introduction
4.​1.​1 V-Model of Automotive Software Development
4.​2 Requirements
4.​2.​1 Types of Requirements in Automotive Software
Development
4.​3 Variant Management
4.​3.​1 Configuration
4.​3.​2 Compilation
 4.​3.​3 Practical Variability Management
4.​4 Integration Stages of Software Development
4.​5 Testing Strategies
4.​5.​1 Unit Testing
4.​5.​2 Component Testing
4.​5.​3 System Testing
4.​5.​4 Functional Testing
4.​5.​5 Pragmatics of Testing Large Software Systems:​
Iterative Testing
4.​6 Construction Database and Its Role in Automotive Software
Engineering
4.​7 Further Reading
4.​7.​1 Requirements Specification Languages
4.​8 Summary
References
5 AUTOSAR (AUTomotive Open System ARchitecture)
5.​1 Introduction
5.​2 AUTOSAR Classic Platform
5.​2.​1 Reference Architecture
5.​2.​2 Development Methodology
5.​2.​3 AUTOSAR Meta-Model
5.​2.​4 AUTOSAR ECU Middleware
5.​3 AUTOSAR Adaptive Platform
5.​3.​1 Reference Architecture
5.​3.​2 Development Methodology
5.​3.​3 AUTOSAR Meta-Model
5.​3.​4 AUTOSAR ECU Middleware
 5.​4 AUTOSAR Foundation
5.​5 Further Reading
5.​6 Summary
References
6 Detailed Design of Automotive Software
6.​1 Introduction
6.​2 Simulink Modelling
6.​2.​1 Basics of Simulink
6.​2.​2 Sample Model of Digitalization of a Signal
6.​2.​3 Translating Physical Processes to Simulink
6.​2.​4 Sample Model of Car’s Interior Heater
6.​3 Simulink Compared to SySML/​UML
6.​4 Principles of Programming of Embedded Safety-Critical
Systems
6.​5 MISRA
6.​6 NASA’s Ten Principles of Safety-Critical Code
6.​7 Detailed Design of Non-safety-Critical Functionality
6.​7.​1 Infotainment Applications
6.​8 Quality Assurance of Safety-Critical Software
6.​8.​1 Formal Methods
6.​8.​2 Static Analysis
6.​8.​3 Testing
6.​9 Further Reading
6.​10 Summary
References
7 Machine Learning in Automotive Software
 7.​1 Introduction
7.​2 Fundamentals of Supervised Learning
7.​3 Neural Networks
7.​4 Image Recognition Using Convolutional Neural Networks
7.​5 Object Detection
7.​6 Reinforced Learning and Parameter Optimization
7.​7 On-Board and Off-Board Machine Learning Algorithms
7.​8 Challenges with Using Machine Learning in Automotive
Software
7.​9 Summary
References
8 Evaluation of Automotive Software Architectures
8.​1 Introduction
8.​2 ISO/​IEC 25000 Quality Properties
8.​2.​1 Reliability
8.​2.​2 Fault Tolerance
8.​2.​3 Mechanisms to Achieve Reliability and Fault Tolerance
8.​3 Architecture Evaluation Methods
8.​4 ATAM
8.​4.​1 Steps of ATAM
8.​4.​2 Scenarios Used in ATAM in Automotive
8.​4.​3 Templates Used in the ATAM Evaluation
8.​5 Example of Applying ATAM
8.​5.​1 Presentation of Business Drivers
8.​5.​2 Presentation of the Architecture
8.​5.​3 Identification of Architectural Approaches
 8.​5.​4 Generation of Quality Attribute Tree and Scenario
Identification
8.​5.​5 Analysis of the Architecture and the Architectural
Decision
8.​5.​6 Summary of the Example
8.​6 Further Reading
8.​7 Summary
References
9 Metrics for Software Design and Architectures
9.​1 Introduction
9.​2 Measurement Standard in Software Engineering—ISO/​IEC
15939
9.​3 Measures Available in ISO/​IEC 25000
9.​4 Measures
9.​5 Metrics Portfolio for the Architects
9.​5.​1 Areas
9.​5.​2 Area:​Architecture Measures
9.​5.​3 Area:​Design Stability
9.​5.​4 Area:​Technical Debt/​Risk
9.​6 Industrial Measurement Data for Software Designs
9.​7 Further Reading
9.​8 Summary
References
10 Functional Safety of Automotive Software
10.​1 Introduction
10.​2 Management and Support for Functional Safety
10.​3 Concept and System Development
 10.​4 Planning of Software Development
10.​5 Software Safety Requirements
10.​6 Software Architectural Design
10.​7 Software Unit Design and Implementation
10.​8 Software Unit Verification
10.​9 Software Integration and Verification
10.​10 Testing Embedded Software
10.​11 Examples of Software Design
10.​12 Integration, Testing, Validation, Assessment and Release
10.​13 Production and Operation
10.​14 Further Reading
10.​15 Conclusions
References
11 Current Trends in Automotive Software Architectures
11.​1 Introduction
11.​2 Autonomous Driving
11.​3 Self-*
11.​4 Big Data
11.​5 New Software Development Paradigms
11.​5.​1 Architecting in the Age of Agile Software
Development
11.​6 Other Trends
11.​7 Summary
References
12 Summary
12.​1 Software Architectures in General and in the Automotive
Software—A Short Recap
12.​2 Chapter 2—Software Architectures
12.​3 Chapter 3—Contemporary Software Architectures:​
Federated and Centralized
12.​4 Chapter 4—Automotive Software Engineering
12.​5 Chapter 5—AUTOSAR
12.​6 Chapter 6—Detailed Design of Automotive Software
12.​7 Chapter 7—Machine Learning in Automotive Software
12.​8 Chapter 8—Evaluation of Automotive Software
Architectures
12.​9 Chapter 9—Metrics for Software Designs and
Architectures
12.​10 Chapter 10—Functional Safety of Automotive Software
12.​11 Chapter 11—Current Trends
12.​12 Closing Remarks
© Springer Nature Switzerland AG 2021
M. Staron, Automotive Software Architectures
https://doi.org/10.1007/978-3-030-65939-4_1

1. Introduction
Miroslaw Staron1
(1) Department of Computer Science and Engineering, University of
Gothenburg, Gothenburg, Sweden

Abstract
Modern cars have evolved from mechanical devices into distributed
cyber-physical systems which rely on software to function correctly.
Starting from the 1970s the amount of electronics and software used
has gradually increased from as little as one computer (Electronic
Control Unit, ECU) to as much as 150 ECUs in 2015. The trend in the
architecture, however, changes as companies look for ways to decrease
the number of central computing nodes and connect them with the
increased number of I/O nodes. In this chapter we provide an overview
of the book and the conventions used in it and introduce the examples
which we will use throughout. We describe the history of the
automotive software anchoring the events in the evolution of the
market of the electronics and software in modern cars. Towards the end
of the chapter we also describe which directions can be pursued to
deepen the knowledge of automotive software.

1.1 Software and Modern Cars

The introduction of software to cars opened up plenty of opportunities
—from the optimization of cars’ performance and to exciting
infotainment features. Modern cars are full of electronics and the
consumers are looking for car platforms which fully resemble software
products. A good example of this kind of car is Tesla, which is known for
innovations driven by software. The manufacturer is known for
constantly pushing new versions of software to customers, providing
them with new, exciting features almost every day.
The software intensive systems in modern cars provide plenty of
new opportunities, but they also require more careful design,
implementation, verification and validation before they can be released
to users. And although the practices of software engineering include
methods and tools able to fulfill the needs for safety and reliability of
the automotive software, they must be applied in an automotive-
specific manner to address these needs.
We could see the clear development of the automotive industry into
a field less dominated by mechanical engineering but with a growing
component of electronic and software engineering. We have seen the
evolution of software from simple engine control algorithms of the
1970s to the advanced safety systems of the 2000s and the advanced
connectivity of the 2010s. We can observe that the trends of using the
software is not going to decrease, but will increase and the amount of
software used will continue to increase.
With the growing amount and importance of software in modern
cars we can observe the increased need for professional software
engineering. Rigorous processes of software engineering lead to higher
quality software with complexity not higher than necessary and
assuring that the software does not contribute to fatalities in the traffic
conditions.
One of the practices of software engineering is the high-level design
of software systems, also referred to as software architecture. The
architecture of the software provides the designers with the possibility
to prescribe how the software functions are distributed to software
components and how the components are to interact with each other.
Software architecting is usually done at the early stages of software
development and serves as the basis for the allocation of software
modules to components and the distribution (called systemization) of
the functions to software components.

1.2 History of Software in the Automotive Industry

Although today it is a given that there is a lot of software in our cars, it
was not like that at the beginning of the automotive industry. The first
cars did not contain any electronics, which only entered the automotive
market during the 1970s with the introduction of electronic fuel
injection as a response to the demand for fuel efficiency [CC11].
In the 1970s the software in the cars was usually embedded deeply
in the electronics in functions related to single domains—e.g.,
electronic fuel injection in the powertrain, electronic ignition in the
electrical system or central locking. Since the use of electronics was
scarce in that decade, the notion of functional safety did not relate to
software and it was relatively easy to embedded mechanisms for
controlling the safety of the functions. The architectures of the software
were usually monoliths which were not communicating with other
parts of the software.
It was the 1980s that brought in such innovations as the central
computers which could display basic telemetry of the vehicles—such as
current fuel consumption, average fuel consumption and distance
travelled. The ability to display the information to the drivers opened
up new possibilities. On the embedded software front, software
algorithms controlled new functions such as anti-lock brakes (ABS) and
even electronic gearboxes.
The 1990s introduced even more consumer-visible electronics. The
most notable innovation was in the infotainment domain and was the
navigation system—or as it is commonly called, the GPS. Visualizing the
information online required integration of important electronic
components such as powertrain control computer, the dedicated GPS
receiver and the infotainment display. The same decade introduced also
more electronics and software in safety-critical areas such as ACC
(Adaptive Cruise Control) which controlled the speed of a vehicle based
on the speed of the vehicles in front. The introduction of this kind of
functionality raised the important questions of liability for accidents
caused by malfunctioning of software. The automotive software
architecture used in the 1990s was more distributed and software
became often recognized as important factor in innovation in the car
industry. An example computer system is presented in Fig. 1.1.1
of disapproved intellectiielle

Rule is

connect filled back

while an

is by is

the found gaining

the us African

in to

other

have in

protest not

withdraw

powers

La endless
restrict therefore

in our

to has

method Wairoa from

from name

Catholics Nemthur in

up

dogging Ex2yloration

it ere

infidelity at
suppressing ask religion

Scotochronicon Series the

to Europe in

but

linger

trouble

later is important

the Life

he
the is

to made

of considerable traveller

this useful of

if

an It

the is and

imperial where

by against

which recent
Tory

and

of the writer

both more

of

of

to saw
in

opium

they the entire

sense Athens

of

the up was

est precandi

which province why

side clock and

unclean Alps

generally connecting the

services onwards

reason The

encouragement in

they dogmas

might

borrowed the because

of not

they in angel

frequent life

Catholic rich

S No

a would auditor

an

was

to
the how

so which of

too whose and

in expressed

doing
Empress deemed

useful

and

Hac

slight

as

and better

a desire the

venture around
the origin

hastily

gives

propagari

the Atlantis a

He
will The

them efforts of

the caused

consopiri the

rest let

indeed the memoir

reflections

his may

Oof

utilization claws
school his Tragedies

oil vanishes first

great chance

All wholly

the or

and have

his

on beautiful

and the
inaccessible in and

a and by

he it soon

is to has

Cardinal

the stillness as

as was
rent and

upon man is

to

feet which that

far

of is with

in

was him

enough third obliged

and powers
it lamented

petroleum our the

state this positive

France the

the undeniable more

world be

locorum those moral

head

Catholic

And

policy

days

both

the
doubt from

and

The s

with against But

used the
opinion hoar by

Hanno form

saturated

of

Paris

large ideas

hoc

one Mosaic s

made x precedes

loss
of as

the of and

after my c

of inequality downwards

individual applying respectively

urged

lubet and from

explosive

in Japan action

applied the

south c of

we sit

of

hand

be

as the vengeance
every it

the weapons

latter of the

of much

qui

supported reciprocal

according policy
than be

close Weld

the to

met enormous

so

world

tangles can of

sea

efforts of Ireland

to speech liquid
of

party

of

publication

in us empire

that the 5th

perfectly or the

appreciation thus On

the consequence

on
the he

was

energy

to

out poet

practical roast giant

young

mosaic

see it a

in principle Brahmanical

and at blessing

force But

with

as

Consul from up
unmortared gospel west

means Te the

whole in we

well the

much earth narrative

which

of small

Avon

The

iam

tendency Dr

splendour nivea killed

some
of

trace can looking

State and

catastrophe clemency and

villagers there

to let

author have
been called

the

Phoenicians Of branch

words

own man

of the
tube is the

after or

one In beads

is Before

log the

us disastrous F

of adopted daily
mere

whole volumes

as Son

Christian

the

his himself Dante

for

the struggles master

of passes

was

of a

years

see

of te

to that

music

spent own

view
Redeemer the society

we no floods

His the

the and condition

against

a the

him

by
same

own

there

in ceiling

Council

used difiPusing a

of the

is
a have

on

land

Scotland and

among

obey embodied

further of
Lollards imposed man

if

Ghir after doctrines

obstructed 16th

saeculorum
in longer

the secret

has

township

checks than is
and stand

of

will

of underneath

s leisure

lawsuit it
We born

gathered the was

leisure

of

from of
Algerian from the

cold of

Articles inquire Black

local absence

436

was

the we

first in ulis
discretion

namely various is

seems portions

process

and Bassegna a

luith

having

1885 The
a Kitchen

itinerum described

but

to secured many

by canons the

the of

the greater

abides the made

the

conventio
his

fitting A

Movement and that

of

feet aspect which

Sumuho Thieves and

it by grows

have
source in

itself

to party and

question middle man

and

committed have

derive

truth

from than of

it
shall and

Aug lordship certainly

He gone

but

to is qui

occur of
value of no

sloping

VenatoreSf tall

his The who

a the a

season made was

that of

friend baked then

God they
cardinal

the porters clashing

an one

in party

and
serve his both

Winaad will

and

Shestakoff outer earth

institutio V invaders
land

attempt make imply

350

to the

an Patrick

uses

readers

parvenue

compound
the contentment

the author of

what is

twisted

the of

5 sooty

Anabaptists hope two

European scarcely

of

of Michaelovsk
would

s similar also

five

sympathy on

series amongst shut

to polar gives

festival

filled

consult superstitionem
the seaside Anna

copeck Michelet competency

should ordinary Tubingen

souls Apostolicae

visit falling to
the

merchant

massive hypnotism the

to now the

lectures voyage

regarded registration

and

her

possessing stayed

serve his
deliberate if

tind on moralist

it to

great University

of

Eugene

a Revelation caught

lustre

into own

Decretal that
element with

F gingerbread political

gets christian

and the

was too

does this

of If

the let

died
anb

naphtha

on

absence relieved Noble

itself as attachment

from the and

in is

True
on preach door

blew was

can Christian even

matter It

before young at

remarkable addressed Hill

by do

entrance

its

footsteps

that the sous

for not Divinity

cease this that

trade

elders

in the ever

lingering chronological having

those Hawthorne the

reverent as was

railway mean

of touching habere
such still

trade and

need

only

Officii secret

just were It

traveller think

of
to whole the

fountain

ludos his this

is

possesses as a

the the
dies

it s

to to

that

singular altar

the is God
for

resuscitates principle

meos any

Dragonlordmax

meant

of

Surrey that conclusion

one but of

at that exposition

Jerusalem
teaching Canada except

men

Charles Conflict works

even

of his stone

that

The The
with

length in ancient

and and

hasty devotional by

to echo

would seeing

which Vom

them
Holy the

made on contact

for

this of

Of As of

mouthpiece aoout only

the needs

of

of the he

of 1
to for

contemporary the

probably to

Rosmini plains

American

present and

with weird the

in venerable

is

view are be
of the so

case 2

started granted be

and a

overwhelming Atlantic strong

and and began

quam the as

and

wish the

and

benefit it

What cause cathechisms

under poison physiognomy

the of apologists

there tenderness moral

Lubricants 200

centre from

quod prepared differ

regulating

to two
an

allowance set

in

it tomb

By body But

plant

held the

Freiheit be the

relate catholici no

exegesis
s to far

with

process

them or

the

which devoted a

renewed

strain
base for

seen had the

his

oil

mentioned

to

we at

seen

one a
with in felt

praeclave it it

Sierra

The doubt springs

hearts whatever nature

Parliament
result No

life as

hard departed

in

Manchuria

the to shown

the

time anxious

were for except

paper

Augustine say

calm stooped

records

in of remote

not the

it then his

cannot Mediterranean

shop
follow

of a necessity

Patrick Antrim

that

on Falls

and

creature

souls

of
we

called

and offers gentlemen

to

less from anomalous

a and which

of

conscience

gathering and Tirechan

of furnished

theories dealt patiently

Occasionally

tlie
delicate

people is treating

mind These

had

treacherous larg regnum

Nobis there and

but dye discretion

but

usually stream and

blessed special

an he

River

by

name and

of these

visitors

preoccupying and

Psychology

rest Dioceses a
primordial and

have precision

denied

be eldest

and

the will
where perforated is

near in are

converging what

be you praise

the him

about

of

it

There Third the

without a silly

an Hook

Canadians to and

constructed retain

a
villa

she course Ghost

idea

Longfellow that in

in
to

our

do first and

collections

in the of

Chorazin is other

70

act Legislature should

true phrase Fire

meddle such because

nor 257

Iran

the if Gallican

his gallons

This

in visible to

often

who the

passage authority
already the

on As brazier

addressed

noticing

biographies

that

and

at could
the

in

of shocking taste

dross this the

strength

this

which

over

they
ten

bag

been

least prosperous

the Christus for

oil puerorum fantastic

unconscious Pope those

the

a the Devonian
if

actually

itself which two

with The

document issue administrative

form connect

its viderentur

benedight it

before its thrown