Automotive Ecu Testing
Cynthia Skane
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Failure Mode and Effects Analysis (FMEA): Utilize FMEA at the start of your product and process development to ensure potential problems and actual errors are considered and addressed throughout your development cycle.
Data Acquisition/Monitoring: Design and develop systems to collect, monitor, and control data and communications to your products; for example, monitoring/controlling CAN bus data flow, strain gauges, and digital and analog I/O.
Recently, Intertek acquired KJ Tech Services GmbH, a leading provider of full vehicle, component, lubrication and fuel, and on-road fleet testing services to the automotive and
heavy truck industries since 1989.
Providing global solutions, KJ Tech, headquartered in Griesheim, Germany, offers a portfolio of services including full vehicle on-road fleet testing, data accumulation, test method development, industry benchmarking, and analytical assessment of components, systems, lubricants, and/or engines.
HORIBA Automotive provides innovative applications and insights, advanced automotive validation and verification technologies and equipment, and ongoing guidance and consultation to client partners across the globe. With 75 years of unmatched comprehensive scientific measurement and data management proficiencies. Our ever-expanding engineering expertise and ongoing innovations provide customers with complete vehicle development solutions that solve industry challenges.
The connection of all sensors, actuators and control units is known as the networking architecture, which takes at least three years to develop for a vehicle until it is ready for series production. And the correct interaction of all the sensors, actuators and control units involved naturally shapes the functionality and quality of the vehicle. In order to test the correct interaction, a vehicle must be tested repeatedly and iteratively in multiple stages.
The big challenge is that parts of a vehicle are often developed more as a product and less as a project, and thus a great many people from several companies and departments are involved in the creation of an automobile.
In summary, this means that the development of an automobile is much more complex than one might first think. On the one hand, this is due to the organizational framework conditions, and on the other hand, it is due to the large number of system components with software content. The complexity is further increased because functions can be experienced through the interaction of several system components.
In dynamic testing, a test case is created and executed that stimulates a test object with the test data. The stimulation causes the test object to either perform a calculation or change its state. The reaction of the test object is recorded in dynamic testing and compared with an expectation value. If the reaction is equal to the expectation, the test case is considered to have passed. If it is not equal, it is considered to have failed.
Software programming is followed by development-related unit tests. They are also referred to as module tests, functional tests or unit tests. In unit testing, the smallest software components, the units, are tested.
Because the software or software components are permanently adapted and changed, alignment within the framework of the Continuous Integration approach is extremely useful and already established. The repetition of tests, regardless of the test level, is always referred to as regression testing and is required, among other things, in Automotive SPICE for software unit verification. The simplest method of implementing regression tests is to automate tests and execute them in a Continuous Integration environment.
Unit tests are followed by software integration tests. Integration is the assembly of individual software components and their testing. The focus here is on the compatibility of software components with each other. Integration tests usually take place in several stages. Depending on the extent of the total software, between a few intermediate stages up to several hundred intermediate stages for the integration tests are provided. The number and selection of intermediate stages ultimately result from the software architecture and the software design. The more elements and levels there are, the more intermediate stages can be expected in the integration test.
Typically, integration tests are developed bottom-up by first integrating and testing a few units, about 3-5, with each other. The resulting composite is then integrated with other already tested composites or other units at the next intermediate stage and tested again. This chain of iterations continues until the entire software for an ECU has been built and tested.
The high number of integration tests initially sounds like a lot of effort, but it has the clear advantage that errors are found faster and better. In our experience, the effort required to set up an additional intermediate stage in the integration test is compensated for by a reduction in the effort required to create the test case when the test stage is initially set up.
What else speaks in favor of integration testing? Errors found can be more easily narrowed down to their cause and analysis is therefore significantly simplified.
And best of all: Experience shows that most software errors are found in integration tests.
With the integration tests completed, the software test follows, which is usually executed on the target hardware. The test object in software testing is identical to the last test object in integration testing: it is the fully integrated software. However, their respective purpose distinguishes the two test levels from each other.
The software test is followed by further integration tests. This time, however, not at the level of software, but at the level of system components. The procedure is the same as for software integration tests. An ECU is tested in conjunction with one or more sensors or actuators, and further components are added bit by bit until the system is in place.
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