Renesas Electronics

Vol. 28, No. 10 u hansenreport.com u December 2015/January 2016 Service-Oriented V2V in the Slow Lane in Europe

Architecture for It’s hard to find much enthusiasm in eSIM (embedded subscription identity Europe for production implementations of module) to connect to a 4G cellular net- Cars Is Next vehicle-to-vehicle communications based work, not an ITS-G5 module. on ITS-G5, the short range communica- Governments have shown little enthusi- Disruptive change is afoot. Cars will tions protocol based on 802.11p. Unlike asm for investing in new roadside infra- soon be nodes on the Internet. Carmakers the U.S., where V2V could be mandated structure, which rules out all of the ITS-G5 will want to mix and match services not by the government, and where Cadillac has car-to-infrastructure use cases. A few safety only from the cloud but from the vehicle promised to install V2V communications related V2V use cases remain, such as itself so they can quickly and flexibly bring equipment in the 2017 CTS model, V2V emergency vehicle warning and emergency features and capability to their customers technology will not be mandated in Europe electronic brake lights. To some, e-brake throughout the vehicle’s life. and no carmaker yet has gone on record to lights are seen as the most promising V2V Well known outside of the automotive say they will voluntarily introduce it. safety feature that doesn’t require an infra- industry, service-oriented architectures The Car 2 Car Communication Con- structure investment. But radar- and cam- (SOAs) were first described by Gartner in sortium, comprising 80 members includ- era-based automatic emergency braking 1996. Gartner defines services as software ing 16 carmakers, has been working to get systems are already being offered by car- modules that are accessed by name via an V2V up and running in Europe since makers. Communications-based sensors interface, typically in a request-reply mode; 2002. The European Telecommunications will add little to what already exists, except SOA, broadly, is a relationship of services Standards Institute allocated 30 MHz of in cases where a vehicle several cars ahead, and service consumers. The most innova- spectrum in the 5.9 GHz band for intelli- unseen by the onboard sensors, stops tive carmakers have only now begun discus- gent transportation systems in 2008. abruptly. The business case for V2V sions about how vehicle architectures need According to the Car 2 Car Consortium remains pretty thin, especially when you to change to accommodate this technology general manager, Niels Peter Skov Ander- consider that there will be little safety bene- that’s essential to making cars part of the son, the technology is ready but there are fit until a critical mass of vehicles enters Internet of Things. still some outstanding issues likely to delay the fleet that can communicate with each “Service-oriented architectures are well deployment. One is security. With no com- other. known in the IT industry, but for automo- mon European authority, the consortium Another problem for ITS-G5 is that tive this is the next big step with regard to has not yet decided how it will issue secu- some of the use cases earmarked more system and software architecture,” said rity certificates to ensure that received mes- than ten years ago for the short-range com- Simon Fuerst, general manager for software sages coming from the infrastructure are munications technology can reasonably be development at BMW. “This is something coming from trustworthy sources. Another handled by cellular networks, such as pro- the Autosar Adaptive Platform will have to issue raised by Germany concerns privacy: viding drivers with information about traf- support and Genivi will have to support. What constitutes personal data and who fic, road conditions and construction (For more on the Autosar Adaptive Plat- must give consent allowing the data to be zones. form, see the October 2015 Hansen Report.) broadcast, the vehicle owner or the driver? As we advance to the age of the con- Services can be big or very small. For nected vehicle, with all but the least expen- example, the vehicle’s speed or position Cellular Technology vs. ITS-G5 (802.11p) sive vehicles equipped with an embedded can be a service provided by the vehicle. A In June 2013, Mercedes-Benz issued a cellular communications modem to con- Web-connected service could direct drivers press release announcing plans to bring nect to services in the cloud and to receive to available parking and collect payment. Car-to-X technology “to our roads by the over-the-air software updates, some carmak- “In the future, maps will have several lay- end of this year, which will enable the ers will be reluctant to add a second com- ers. One company might provide the street exchange of information between individ- munications module. According to Juergen location. Another company will describe ual vehicles … .” But while Mercedes-Benz Daunis, global director of Ericsson’s auto- the traffic situation on the street. Others has been active in vehicle-to-vehicle motive business, some carmakers are push- would provide crowd-sourced information research and helped to establish the ITS- ing back. “The space available for multiple about the road condition, if it is slippery, G5 short range communications standard, antennas is limited,” he noted. wet or dry,” explained Stefan Ferber. Dr. the technology has not yet been featured in Another argument against ITS-G5, espe- Ferber is vice president of engineering at a new Mercedes vehicle. Indeed, Mercedes’ cially for the long term, is that cellular Bosch Software Innovation, a business new E-Class, which will be introduced in technology is improving. Those improve- January 2016, will be equipped with an Turn to SOA, page 2 Turn to V2V, page 8 The Hansen Report on Automotive Electronics, www.hansenreport.com Page 1, Dec. 2015/Jan. 2016 SOA… Continued from page 1 founded in 2008 to prepare the Bosch The transition by carmakers to service- It’s more about service contracts and less Group for the Internet of Things. oriented architecture will necessitate un- about control, more about decoupling and According to Boniface Maag, of the en- precedented security measures. Today, not so much about timing behavior and gineering process consultancy Kugler once a vehicle is manufactured, the soft- understanding every detail.” Maag, there are two big reasons why car- ware in it is expected to remain unchanged “You can compare this to switching makers need to embrace SOA. “Number for the life of the vehicle. That is not at all from functionally oriented programming one is having an architecture that supports the case for devices that are connected to like you do in the C language, to object- new business models built on services, one the Internet. “On the Internet you reach oriented programming like you do in that can be quickly and flexibly developed. security maybe for today, but tomorrow the C++,” said BMW’s Mr. Fuerst. Second is being able to update cars over game starts again,” cautioned Dr. Ferber. To support carmakers as they transition their lifetimes. The German carmakers will “With carmakers, you are happy you have to SOA, suppliers will have to rethink the probably be the first to move to SOA. zero-defect software out there and you do way they are organized. “To implement ser- Ford and Toyota might also be going in not change it any more. If you bring SOA vice oriented architectures, the industry this direction,” said Mr. Maag. “If Apple to the car you must bring the Internet phi- will have to move from a component orien- really comes out with an Apple Car, I losophy also to the car. That requires con- tation to one involving more centralized would assume that they will embrace this tinuous software updates, which brings in a controllers,” said Russ Shields, chairman of architecture from the very beginning.” lot of logistics problems. Software is Ygomi LLC. “I have talked to a number of Bosch’s Dr. Ferber told us that Tesla changed continuously, so you need com- people at suppliers who tell me they are vehicles already employ a RESTful inter- plete version control. It is a different breed receiving RFQs from car companies that go face. REST (representational state transfer) than managing parts in your warehouse.” across multiple business units. They are is a set of architectural principles for de- sorting out how best to organize for that.” signing Web services. A Different Technology, Organization According to BMW’s Mr. Fuerst, even Only a few carmakers have begun to and Culture though it is a very new topic, a production seriously consider service-oriented architec- SOA will require major changes in the vehicle featuring a service-oriented architec- tures, so a detailed picture of what the on- way software development is organized and ture could hit the streets in three to five board architecture will look like has not yet the way it is created. New competencies years. u emerged. Still, aspects of the architecture will be required. are coming into focus. Mr. Maag thinks the transition to SOA will be disruptive, not just for the develop- Vehicle Architectures Will Change ers, but for the whole organization. According to Juergen Roeder, head of “It is a completely different culture. The technology development at Continental, IT guys come from an industry where com- step one of any transition to SOA would puting power and memory resources are be adopting an Ethernet network. “Ether- almost infinite. They are used to delivering net provides methods to manage services new software a couple of times a day. They © 2015 Paul Hansen Associates, 150 and applications dynamically.” don’t care too much about corporate infra- Pinehurst Road, Portsmouth, NH 03801 Mr. Maag envisions an architecture with structures. They don’t worry so much USA. Telephone: 603-431-5859; fax: 603- two layers, a physical layer and a connected about quality and safety mechanisms, but 431-5791; email: [email protected]. layer. “The physical layer of powertrain, they are very cautious about security. In All rights reserved. steering and braking control, comprising contrast, automotive engineers are always Materials may not be reproduced in tailor-made hardware, is functionally ori- constrained by hardware resources. They any form without written permission. ented and will stay more or less the same are very cautious about functional safety. The Hansen Report on Automotive for perhaps the next seven or eight years. They are used to very slow-paced deliveries, Electronics is published ten times a year at The connected layer, linked to the outside maybe once every three months. Expecta- www.hansenreport.com. July/August and world and the Internet, will include the tions, behaviors, languages, all the things December/January are combined issues. infotainment system and will connect to that can be different are in fact different.” Back issues are available for $65 each. Sin- services used to devise [autonomous] driv- For young engineers or those trained as gle and multi-user electronic subscription information and a searchable index are ing strategies. In this layer, general purpose software engineers, SOA will not be overly available at www.hansenreport.com. Paul computers similar to those used in con- challenging. “It will be difficult for the Hansen Associates is a strategy and market sumer electronics will be employed. The many engineers in our industry who started research firm consulting to the electronics hardware in the connected layer will come out as mechanical or electrical engineers industry. with extra headroom to accommodate and over time became software engineers,” Publisher/Editor Paul Hansen over-the-air updates. A smart gateway will suggested Dr. Ferber. “They have the do- Managing Editor Brianne Wolfe provide a security firewall between the main knowledge, but for them it is a bigger Director of Marketing Michelle Long physical and connected layers.” step because it is different kind of thinking. ISSN 1046-1105

Page 2, Dec. 2015/Jan. 2016 The Hansen Report on Automotive Electronics, www.hansenreport.com Mini-Profile: OSVehicle Limited

Thumbnail Sketch The platform could be the basis for OSVehicle Car Platform Components many electric vehicle types, from city cars The Company: An early stage startup incorporated in October 2013 to off-roaders, to special purpose vehicles Painted chassis Headquarters: Wanchai, Hong Kong; that target emerging market niches. Front and rear MacPherson suspension sys- tems OSVehicle.com; [email protected] A video on the OSVehicle website asks the question, “What’s next for mobility?” Front and rear braking systems Other Offices: Qianhai, Shenzhen, China; Steering system San Francisco, California and the reply is, “We’d like to think that Controls Major Shareholders: Tin Hang Liu, CEO, open source will bring not just vehicles to Two or four seats and Yuki Liu, COO. the next level, but the whole transportation Steel rims Products: Open source, modular, EV plat- industry.” Pirelli P1, low rolling friction tires forms; vehicle development services Wow. We know what open source has 72 V, 19 kW brushless electric motor Product Segments: Compact L6/L7 vehi- done for software: it’s given us Linux. Reduction gearbox Drive shaft (front wheel) cles (light and heavy quadricycles); and M1 Google, Twitter, Facebook and Amazon are Motor controller (passenger cars seating up to eight) all powered by Linux. Open source soft- DC/DC converter Target Platform Price: $4,000 ware is developed as a public collaboration Battery charger Platforms Sold: 12* and made freely available. OSVehicle is Battery management system Number of Employees: 10 gearing up to apply the open source devel- ABS *Keen to get up and running quickly, 12 clients paid Cables elevated prices for model zero, the alpha phase opment model to electric vehicles. release, to get a jump on R&D, paying approximately “We decided to open up our know-how $12,500 each for the two seater; $15,000 for the four by releasing the hardware platform to open In order to further minimize the burden seater. source,” said Alberto Loddo, OSVehicle’s on new electric vehicle businesses to raise chief financial officer. “It includes the millions of dollars in investment capital, Open Source EV Platforms transmission, motor, motor driver, battery OSVehicle will facilitate a distributed man- We first became aware of OSVehicle management and a CAN bus. Our clients ufacturing modus operandi relying on a while scanning Silicon Valley websites for can download the platform’s 3D files for network of contract manufacturers. Its first automotive electronics topics. We came free and start developing on top of the plat- manufacturing partner is in China. upon the citation below at meetup.com, form. … We see open source as a lever for which was promoting a Silicon Valley clients to start working on possible en- The Business Automotive Open Source meetup in early hancements to the platform, which they The company has so far booked orders December featuring presentations from would then release in open source as well.” for 12 key customers. Another source of four early-stage Silicon Valley startups. Additionally, OSVehicle plans to devel- revenue will be services the company can “OSVehicle’s open source, modular, op a modular open source software and provide such as help with project concep- electric vehicle platforms empower new electronics platform upon which infotain- tion, engineering, assistance in road-legal and existing car manufacturers to rapidly ment, Internet connectivity, self-driving certification, bill-of-material optimization develop their own models, saving years of and other capabilities can be layered. The and manufacturing-as-a-service. R&D and millions of dollars in invest- company will soon be looking for a chief The company is conducting a search for ments. At the same time, OSVehicle is a technical officer who can guide that devel- two B2B sales executives with automotive reference platform on which other mobility opment from an office in Silicon Valley. experience, who can help sort through the startups can embed and develop their own Just as carmakers produce multiple vehi- many inquiries the company has received. technology without having to re-invent the cle models from a single platform, OSVehi- According to Mr. Loddo, “The hard part wheel or partner with existing car brands. cle’s idea is to provide the platform on right now isn’t a lack of interest, rather it’s OSVehicle can shave years off time-to-mar- which multiple car companies can produce assisting people with questions and qualify- ket for new automotive industry entrants.” models targeted for whatever market niche ing the many proposals we are receiving as they serve, big or small, well as processing and closing service con- OSVehicle Ecosystem thereby minimizing the tracts.” Presently the company is working through 50 serious leads for car develop- IoT, connected cars, Aid/Peacekeeping/ investment required for sensors, CAN bus, Defense ment projects, a high percentage of which infotainment, each vehicle. “We are Startups mapping & navigation High-performance EV able to serve lower vol- will require OSVehicle services. NEV car sharing ume niches because they are all based on Investors Wanted Tin Hang Liu, co-founder and CEO of Clients our platform. Our cli- Suppliers ents won’t have to make OSVehicle, was born in Italy and has lived Batteries, elec- Connected Car IoT in San Francisco, Paris, Bangkok and Shen- tric motors, 100,000 units to break electronics, ser- vices & others Car sharing/tourism even,” said Mr. zen, China. He founded the social media Platform & rental vehicle Manufacturers bodyworks Last mile delivery Loddo. division of SEOLAB and later did a startup Agricultural research Turn to OSVehicle, page 8

The Hansen Report on Automotive Electronics, www.hansenreport.com Page 3, Dec. 2015/Jan. 2016 The Company Profile… Renesas Electronics

Thumbnail Sketch Renesas Electronics Sales Renesas Sales by Business Segment and Net Margin by Fiscal Year Headquarters: Tokyo, Japan, 2014 Sales Total: ¥791.1 billion www.renesas.com 2010 to 2014 CAGR: (8.7%) Automotive, FY 2014 Sales: ¥791.1 billion ($6.4 billion) General 1,137.39 41% R&D: 11.5% of sales Purpose*, Capital Expenditure: 4.2% of sales 883.1 833.0 54% Operating Margin: 13.2% 785.8 791.1 Net Margin: 10.4% Cash Flow from Operations: ¥116.7 bil- Other Semiconductor and other products, lion ($954.5 million) 5% Working Capital: ¥360.4 billion* ($2.9 bil- in ¥7.8% billion *General purpose includes industrial/home, office auto- lion) mation and communication technology. Interest Bearing Debt: ¥254.8 billion* ($2.1 billion) 2010 2011 2012 2013 2014 Renesas Automotive Sales Major Shareholder: Innovation Network Net Margin by Product Corp. of Japan 2010 (10.1%) Shareholders’ Equity: ¥335.3 billion* 2011 (7.1%) 2014 Sales Total: ¥323.0 billion ($2.7 billion) 2012 (21.3%) System on Chip, 12.4% Market Capitalization: ¥1.43 trillion ($11.6 2013 (0.6%) billion) as of December 2, 2015 2014 10.4% Analog & Renesas Automotive Power, Micro- controllers, FY 2014 Sales: ¥323.0 billion ($2.62 bil- Renesas Automotive Sales 22.8% 64.8% lion) by Fiscal Year Top Customer: Denso Top Products: Microcontrollers 2009 to 2014 CAGR: 7.8% 2014, according to IHS, reportedly has *As of September 30, 2015 323.0 expressed interest in investing in Renesas. Note: FY 2014 ended on March 31, 2015. 303.7 Renesas and Infineon together had a mar- 257.4 254.8 263.3 222.3 ket share of 19.7% in 2014 (Renesas Background 10.4%, Infineon, 9.3%). Japan currently Renesas was created in 2003, when accounts for just 7% of Infineon’s sales. Hitachi and Mitsubishi Electric combined Renesas segments its automotive busi- their semiconductor operations into a joint ness sales into two product categories it in ¥ billion venture called Renesas Technology. In calls automotive information systems, 2010, NEC Electronics acquired the joint which includes devices used mainly in info- venture and changed the name of the busi- 2009 2010 2011 2012 2013 2014 tainment and cockpit systems, and automo- ness to Renesas Electronics to leverage the tive control systems, which includes devices Renesas brand recognition already estab- ing Hitachi, Mitsubishi Electric, Toyota, used for engine, chassis, airbag and body lished in the microcontroller market. Prior Nissan, NEC, Keihin and Denso, and the controls. Sales are split 50-50 between the to the acquisition, Renesas Technology and government-backed Innovation Network two categories, which both include micro- NEC Electronics were the world’s two larg- Corporation of Japan (INCJ). controllers, analog and power semiconduc- est microcontroller suppliers but each had INCJ currently holds 69% of Renesas tors, and system on chip (SoC) products. some gaps in its product portfolio. shares and, according to reports in the Wall The new company failed to show a prof- Street Journal, is considering selling some or Global Focus it until fiscal year 2014. Sales declined by all of its interest in the company. Given the With headquarters in Japan, Renesas nearly 9% per year between fiscal 2010 and wave of consolidation underway in the operates 12 sales subsidiaries, six design 2014. The earthquake and tsunami that hit semiconductor industry, Renesas will be and application technology companies and Japan in March 2011 damaged eight Rene- competing against larger companies next nine manufacturing facilities around the sas manufacturing facilities, effectively year. For example, a combined Freescale globe. In 2014, 41.5% of Renesas’ automo- reducing its production capacity by half. and NXP could control 13.6% of the auto- tive sales were to Japanese customers. Prior With a net loss of ¥168 billion in 2012, motive semiconductor market, based on to the tsunami devastation, Renesas relied Renesas reorganized with funding from a IHS data for 2014. Infineon, the number- on Japan for roughly 60% of automotive consortium of Japanese companies, includ- two automotive semiconductor supplier in sales. Continued on page 5

Page 4, Dec. 2015/Jan. 2016 The Hansen Report on Automotive Electronics, www.hansenreport.com Renesas Electronics

Renesas Automotive Sales Automotive Products Automotive Customers By Region, FY 2009 and FY 2014 Renesas’ automotive product line (by Top five ranked by sales, others alphabetical ¥323.0 billion order of sales volume) includes the RH850 1. Denso Keihin 13.5% microcontrollers; the R-Car system on chip ¥222.3 billion (SoC) solutions; analog solutions much of 2. Continental Koito 21.4% them mixed signal, a combination of ana- 3. Bosch Kostal 7.9% 4. Fujitsu Ten Mitsubishi Himeji 23.5% log IP with digital control; and lastly, power 18.3% 5. Mitsubishi Sanda Nippon-Seiki 12.7% devices, including intelligent power devices, MOSFETs and IGBTs. Aisin AW Omron 61.1% 41.5% Aisin Seiki Panasonic Microcontrollers account for 65% of Alpine PID automotive sales, much of which comes 2009 2014 Calsonic Kansei Pioneer from the RH850 line. The RH850 product Japan Rest of Asia Europe Americas Clarion Sumitomo line was developed by Renesas following Delphi Tokai Rika the merger of NEC with Renesas in 2010. Harman Becker Toyota NEC had the V850 line of microcon- Hella TRW Distinctions Claimed by Renesas: trollers and Renesas the SH line. Employ- u Hitachi Auto Valeo World’s number-one supplier of auto- ing 40nm embedded flash technology, the Honda Elesys Visteon motive microcontrollers with a 38% RH850 line of 32-bit devices is used in the market share u powertrain, cluster, body, airbag, World’s number-one supplier of info- chassis/braking systems and for motor for the United States. “In the past, some of tainment SoCs u management in electric and hybrid vehi- the simpler radios still required a micro- Renesas’ R-Car H3 is the first auto- cles, nearly every vehicle system with the controller type of product, where you had a motive SoC in the world to adopt exception of infotainment. RH850s are system control and a simple vacuum fluo- 16nm feature sizes. also used as vehicle interface processors in rescent display. Now, even on low-end cars, infotainment systems. Renesas also has new infotainment systems require a micro- “The tsunami forced the Japanese auto RH850 devices in traditional radios. processor or SoC to drive the graphical industry to look at second sources,” said Renesas’ R-Car SoCs are the company’s content and multimedia content playback. Amrit Vivekanand, vice president of Rene- second-largest product. In contrast with Renesas provides scalability with our range sas’ North American automotive business microcontrollers, an SoC’s flash memory is of SoCs, that cover high-end systems as well unit. “Because of that Renesas lost business external to the device, with many of the as entry level,” Mr. Byers said. According to with our Japanese customers in the 2011- peripherals on board. “An SoC can run at Renesas, by 2020, all infotainment systems 2013 time frame. The Japanese tier ones a clock rate of more than a gigahertz, will use SoCs. also lost business during those years. Rene- whereas MCUs typically run in the 100 to Some OEMs and tier-one infotainment sas realized that we needed to grow our 300 megahertz range,” said Mr. Viveka- suppliers are beginning to look seriously at business outside of Japan, and since then nand. “SoCs are replacing microcontrollers integrating control of the infotainment sys- we’ve compensated for that loss with busi- in infotainment systems even at the low tem with the instrument cluster, and ulti- ness in other regions.” end. The entry-level R-Car SoC will take mately with a head-up display. “Especially Among the changes made by Renesas care of what used to be done by the audio when the vehicle has a high-end reconfigu- was the relocation of its Global ADAS microcontroller. That lets our customers rable TFT-only cluster, the OEMs are defi- Solutions Group from Japan to Dusseldorf, use R-Car for their entire infotainment sys- nitely looking at integration,” noted Mr. Germany. It also moved its autonomous tem range,” he said. The R-Car family of Byers. “This can be a challenge for tier ones driving research from Japan to the United devices share common peripherals across who have traditionally done infotainment– States, with operations in both Silicon Val- all product lines. only development. They may not have ley and Detroit. Renesas has built autono- experience yet with some of the safety mous vehicle prototypes and is working Cockpit Electronics and Integration requirements and restrictions of a cluster. with non-Japanese customers on develop- Renesas sees the dashboard and center I think it’s just a question of time. Some of ment projects. “We are really working to stack as another area where its SoCs can our tier-one customers have already done determine what the market outside of provide product differentiation for custom- safety and infotainment integration in the Japan is looking for,” Mr. Vivekanand said. ers, especially as central displays replace cockpit.” “We are trying to find commonalities and traditional radio displays. “What used to be Engineering organizations at the OEMs meet the market requirements for all our just a basic radio is now turning into may have to become less vertical for cross- customers.” almost a full-blown computer in your car,” domain integration to progress smoothly. said Ian Byers, cockpit marketing manager “In many cases the OEMs have segmented Continued on page 6 The Hansen Report on Automotive Electronics, www.hansenreport.com Page 5, Dec. 2015/Jan. 2016 Renesas Electronics engineering teams. Getting those paths and New Products external LPDDR (low power double data boundaries sorted out can be a challenge as u Third-Generation R-Car rate synchronous DRAM) memory and well,” Mr. Byers added. In early December 2015, Renesas serial flash boot memory. announced the first member of its third- The R-Car H3 includes new IP built in ADAS and Autonomous Driving generation R-Car automotive computing to address security. “One of these things is Of all the applications served by Rene- platform, the R-Car H3. Built using 16nm the boot device itself,” explained Mr. Byers. sas’ products, advanced driving assistance processes and employing ten ARM comput- “We have hooks in this device to actually systems in the short term and autonomous ing cores, this exceptional system on chip is authenticate the code that is booted and driving in the long term are seen as the capable of handling autonomous driving make it such that code that is not authenti- applications providing the greatest opportu- features and high-end infotainment/cock- cated, or users who don’t have the right nities for sales growth. “Renesas already pit systems, two fast growing, compute- keys for the device, won’t be able to boot covers the powertrain, safety, braking and intensive applications. software. Only the intended software from chassis domains. That has given us experi- SoCs have primarily served infotain- the manufacturer will be able to run on ence in functional safety across the board. ment applications—in 2014, Renesas SoCs these devices.” We can now apply that experience to were in 60% of all infotainment SoC appli- “R-Car H3 is our most promising new ADAS,” said Mr. Vivekanand. cations worldwide. This new device dou- automotive product,” declared Mr. Viveka- Euro NCAP requirements for automatic bles the performance of the previous nand. Samples are available now. Mass pro- emergency braking were a factor in moving generation while adding many new fea- duction is scheduled to begin in March ADAS operations to Germany. “The Euro- tures. What is unique about R-Car is its 2018 and is expected to reach volumes of pean market is the production leader in compliance with ISO 26262 and ASIL B 100,000 units per month by March 2019. this space. Our team is working on solu- functional safety requirements which lends Renesas is already working on some devel- tions for this market,” noted Craig John- itself to a system-level implementation that opment projects with R-Car H3, one for a son, Renesas senior marketing manager for is ASIL D. This makes the R-Car H3 well center stack and one that involves integrat- automotive in Silicon Valley. One of those suited to ADAS and autonomous driving ing the cluster and center stack. solutions is an ADAS Starter Kit. “Our R- applications. The on-chip IMP-X5 parallel u Car H2 system on chip is built into an eval programmable engine offers advanced Second-Generation R-Car board, which will be the building block for image recognition technology in addition Aimed at infotainment systems, R-Car a number of products including a surround to the CPU and GPU. SoCs are offered in three versions: entry view camera solution.” R-Car H3 features two, four-core com- level (E), mid-range (M) and high end (H). The ADAS Surround View Kit, an puting clusters, an ARM Cortex-A57 clus- The R-Car H2 (second generation) device extension of the Starter Kit, combines up ter and an ARM Cortex-A53, plus two integrates nine CPU cores: four sets of to four cameras, supplied by Integrated Cortex-R7 cores. The A-57 is a high-perfor- quad-core ARM Cortex A15 for high per- Micro-Electronics Inc., and multiple gigabit mance 32-bit and 64-bit core suitable for formance; four sets of quad-core ARM Cor- multimedia serial links (GMSLs) from compute-intensive applications such as tex-A7 for low-power computing; and an Maxim Integrated Products, on a miniature speech recognition or to run complex SH-4A CPU for real-time processing. The automotive chassis. ADAS algorithms. It achieves processing device is the world’s first automotive LSI to Renesas’ strategy includes partnering performance of 40,000 DMIPS (Dhrystone employ ARM’s big.LITTLE method of with algorithm developers, one of which is million instructions per second). The dynamic process allocation, used to deliver Itseez, a Russian company with offices in device has nearly 1,200 pins. the application at the lowest possible power Silicon Valley. The two companies have Capable also of high-performance 3D drain, shifting and sharing execution demonstrated an ADAS reference platform rendering, the device features Imagination between the most appropriate CPU cores. using Itseez’ algorithms for traffic sign rec- Technologies’ PowerVR X6650 graphics Generation-two R-Car devices began ognition, lane departure warning and for- engine. “This can be used for the infotain- shipping to some customers for model year ward collision warning ported on the R-Car ment or the center stack displays, but we 2016 production. Numerous deals are H2 hardware platform. also see these devices used in systems that already booked for model year 2016 In the short term more ADAS features integrate infotainment and cluster or dash- through 2019 vehicles. Generation three will be moving into infotainment systems. board,” said Mr. Byers. “This core provides will ramp up for model year 2020. “We know that infotainment systems will a high level of functionality and we’ve start to have ADAS features,” said Mr. added some distinguishing IP to be able to Microcontrollers with 28nm Embedded Johnson. “Surround view will be in the split the graphics performance between the Flash infotainment system at first. It is today. But safety-oriented functions, where you can’t Another promising product is Renesas’ when we have fully autonomous vehicles have latencies, and the infotainment side.” improved 28nm embedded flash memories you’ll have a dedicated system, and those To reduce the design workload, R-Car capable of very fast read and rewrite speeds. things will be separated.” H3 is also available as part of a system-in-a- Renesas has prototyped 4 MB program package (SiP) that includes a high-speed storage and 64 KB data storage that

Page 6, Dec. 2015/Jan. 2016 The Hansen Report on Automotive Electronics, www.hansenreport.com Renesas Electronics achieved the industry’s highest readout Renesas Products by Application operation speed of 6.4GB/s at over 200 Application Renesas Products MHz. Prior to that, Renesas had verified read operations at 160 MHz in a prototype Hybrid electric vehicles/Electric vehicles RH850/C1x, RL78/F1x, IGBTs chip fabricated with 40nm geometries. Powertrain RH850/E1x, MOSFETs, IGBTs, Mixed-signal ASICs RH850/F1x, RL78/F1x, MOSFETs, IGBTs, Mixed- Automotive systems using the technology Body will be able to boot up even more quickly. signal ASICs The technology has also achieved the Chassis/safety (includes EPS and brake sys- RH850/P1x, RL78, IGBTs, MOSFETs, Mixed-signal industry’s highest write throughput of 2.0 tems) ASICs MB/s. “That is really exciting because it Car audio/connectivity RL78, RH850/F1x, R-Car means shorter programming and erase ADAS R-Car, RH850/P1x times for carmakers interested in imple- RH850/F1x, RH850/P1x, RL78, MOSFETs, IPDs, menting over-the-air software updates,” said Airbag Mixed-signal ASICs Mr. Vivekanand. Cockpit (dashboard/instrument cluster, infotain- RH850/D1x, R-Car, RL78 ment systems, navigation) OTA Updates While over-the-air update capability is Notes: RH850: 32-bit microcontrollers; R-Car: system-on-chip; RL78: 8/16 bit microcontrollers; RZ/A: ARM micro- processor with on-chip RAM currently limited to a few carmakers, with Tesla leading the way, Renesas sees it becoming vital to carmakers looking for- address the problem it sees as fundamental don’t require a cooling fan. With our ex- ward to the 2020 model year and beyond. to speeding up carmaker’s development pertise in low power consumption we do “About the same timeframe as our R-Car cycles, software development. According to very well from a long term reliability stand- generation three, customers are going to Mr. Vivekanand, “If we can offer software point.” want that level of integration and the abili- that is configurable, that is easy to use, that Deep Experience in Automotive: “We ty to update over the air. From the discus- really addresses issues in the application have seen the evolution of this automotive sions we are having lately, it is almost space that are not value add for the custom- electronics business from relatively simple always a request,” said Mr. Byers. er, then I think we can help solve their soft- to very complex systems that include func- Memory and throughput are important ware problem.” Customers are increasingly tional safety, lifecycle management and pre- factors for executing over-the-air updates, as looking to device suppliers like Renesas to and post-production support. Our custom- is an “undo” function in case the update build reference platforms. “Once we build ers appreciate that history we have with goes awry. Another consideration for Rene- the reference platforms it becomes a ques- them.” sas is the feature sets that go on their devic- tion of do we want to sell this as a product, es. “We sometimes put features on the a packaged piece of software.” Renesas’ Challenges devices that don’t actually get used in pro- Mr. Vivekanand highlighted three major duction, either because of the development Renesas’ Strengths challenges the company faces. costs or the development timeframe. With- Renesas is the world’s leading supplier Increasing software content in vehicles: out OTA capability the functionality that is of microcontrollers to the automotive in- “Renesas’ challenge is to help customers shipped is all the functionality the custom- dustry and it holds a 60% share of the mar- deal with this issue. The automotive indus- er gets,” Mr. Byers noted. When over-the- ket for infotainment SoCs. According to try doesn’t hire enough software engineers; air updates are available, carmakers can Amrit Vivekanand, three major factors sep- they hire electromechanical engineers and add those features that perhaps weren’t arate Renesas from the competition: teach them software.” thoroughly tested or finalized at the time of Production Quality: “With our broad Globalization as a company: Renesas production. “It’s a challenge for us,” admit- product portfolio, covering braking and has made progress building its global cus- ted Mr. Byers, “because we have to predict engine control, powertrain, all those spac- tomer base and becoming less reliant on what features are going to be important es, as a company we’ve developed a very Japanese customers. four years in the future when our device high safety culture that shows in the quality Getting beyond functional safety: ISO actually gets used in production.” of our SoCs.” Renesas is strong on both 26262 focuses on products and subsystems. the control side and in SoCs. Renesas believes the industry should start Software Low Power: “The parent companies of looking beyond that to “fail operational” Renesas already offers elemental soft- Renesas figured out how to reduce power reliability at the vehicular level even though ware such as board support packages or consumption of our devices across the an individual system might fail. “It requires software stacks for microcontrollers but no board and the benefits and lower risks of new architectures, high speed networks, all application software. That is going to that are still evident today. For example, kinds of new things,” said Mr. Vivekanand. change. Planning is underway at Renesas to some of our mid-range R-Car products still u

The Hansen Report on Automotive Electronics, www.hansenreport.com Page 7, Dec. 2015/Jan. 2016 V2V… Continued from page 1 ments in the service of current and future the early years of the next decade. A major Even prior to seeing results from the automotive use cases, including automated drawback of cellular communications Chinese V2X pilot, vehicle developers driving, as well as the limitations of exist- today compared with ITS-G5 is its unreli- could choose to go ahead with plans to ing communications technologies such as ability; it is ill-suited to safety applications. install V2V transceivers in European vehi- IEEE 802.11p/ITS-G5, are detailed in a That deficiency will be overcome by 5G, cles if the U.S. Department of Transporta- 65-page white paper, 5G Automotive Vision, which is expected to provide “more tion goes through with its plans to published with support from ERTICO ITS throughput, lower latency, ultra-high reli- mandate the technology. The DOT has Europe, the European Commission and ability, higher connectivity density, and said it is planning to send the proposed the Fifth Generation Partnership Project. higher mobility,” according to the white rule to the Office of Management and Bud- The publication’s many contributors paper. get for review by the end of 2015. A notice included people from Volkswagen, Volvo The 5G Automotive Vision white paper is of proposed rulemaking could go out this Car, PSA Peugeot Citroën and Bosch, as an example of greater cooperation between spring, followed by a six-month comment well as from telecom operators such as the telecom industry and the automotive period. A final rule could go out as early as Orange, and telecom vendors including industry. “There is a change of mindset. January 2016, followed by a three- to-five- Qualcomm, Ericsson and Huawei. Now automotive people are coming to us year phase-in period to get to 100% pene- According to the white paper, in the asking for help to boost and accelerate tration of new vehicles. coming years cellular technology will be V2V,” said Stéphane Petti, head of M2M A U.S. mandate will probably take lon- able to handle direct communications and IoT business development at the tele- ger to implement, though. The Cameron between vehicles. The Third Generation com operator Orange. Gulbransen Kids Transportation Safety Act Partnership Project (3GPP) is currently Car product planners considering if and requiring rearview visibility technology was working to enhance LTE Proximity Ser- when to install V2V in future European signed into law in 2008, but it took vices in order to enable integration of LTE vehicles will be watching to see what can be NHTSA until 2014 to issue its final rule, cellular and LTE Direct for efficient deliv- learned from the biggest V2X demonstra- after missing several deadlines. That phase- ery of V2X traffic. That research leading to tion thus far, the collaboration between in period begins in 2016 with 100% com- Release 13, to bypass the infrastructure and NXP (maker of 802.11p-based transceivers) pliance required by 2018. transmit data among users, is scheduled to and Tongji University, to build up a fleet “While there are slight differences in be complete by June 2016. of 20,000 smart connected vehicles in the software, Europe and the U.S. use the Release 14, the beginning of 5G, will Shanghai by 2019. “That test is supposed exact same V2V hardware,” said Ulrich fulfill requirements for V2X over licensed to include both 802.11p and LTE Direct,” Stahlin, who oversees V2X projects at Con- and unlicensed spectrum. The 3GPP is a said Russ Shields, chair of Ygomi LLC. tinental. “If you have a mandate in the collaboration of seven telecommunications “Because their decision-making is a lot U.S., the carmakers that operate in both standards organizations. faster than Europe’s, whatever China does regions will probably include the V2X 5G is expected to be defined by the end will have a big impact on the market.” boxes in their European vehicles as well.” u of this decade and to be widely deployed in

OSVehicle… Continued from page 3 called Cityfan, which became the restau- environmental bottom line, we are also Alberto Loddo can be reached at rant guide of Repubblica.it, a popular Ital- looking at Chinese government grants.” [email protected]; his phone The company is seeking $20 million in number in San Francisco is 929-225-4230. ian news site. u Relying until now on the founder’s capital, 55% of which will be devoted to funds, OSVehicle officially started fundrais- R&D. ing in October 2015. “Some of the inves- OSVehicle Clients tors aren’t completely experienced in u automotive projects, so it is taking them French regional funding for four models: car sharing, tourism, agriculture and last mile some time to make the final decision delivery vehicle u whether to invest,” said Mr. Loddo. “We University, electric utility and municipality funded car sharing project u Specialty vehicle maker developing a vehicle that can be air dropped into remote areas are working on different funding classes, u not only venture capitalists but also some Italian IT company investing in a connected vehicle division u California-based EV company developing a high-performance passenger vehicle family offices, private investors especially in u Chinese EV maker developing a high-speed, high-range vehicle Hong Kong and China. Very importantly, u Finnish yacht maker developing a medium-speed L7e vehicle for Europe because we have a very strong social and

Page 8, Dec. 2015/Jan. 2016 The Hansen Report on Automotive Electronics, www.hansenreport.com