Development trends of intelligent connected car operating systems and localized ecological construction

In order to promote the application of the core technology of autonomous operating systems in intelligent connected vehicles, starting from the electronic and electrical architecture of the vehicle, the development trend, technical architecture and key technologies of future vehicle operating systems were analyzed. At the same time, combined with the application needs of vehicle manufacturers, a proposal to accelerate Implementation suggestions for mass production and installation of domestic operating systems and ecological construction to help accelerate the industrialization of autonomous operating systems for intelligent connected vehicles.

1 Introduction

With the widespread application of intelligent and connected vehicles, automotive products are deeply integrated with emerging technologies such as artificial intelligence and connected services, and their electronic/electrical (EE) architecture is also constantly evolving, from distributed architecture to Development in the direction of centralized service-oriented architecture (Service-Oriented Architecture, SOA). The core driving force of this change is that vehicle manufacturers need to further improve integrated development efficiency and achieve rapid iteration of software-based functional features on vehicles. By creating an architecture that fully decouples software and hardware and focusing on application software development, it can support full life cycle function upgrades on different models and continue to provide differentiated applications and experiences. The development of the vehicle EE architecture has gone through three stages.

In the era of distributed architecture, vehicle controllers focus on the realization of a "single" function. Data transfer between electronic control units (ECUs) is transmitted through buses such as CAN and LIN. If the vehicle needs to add new functions, You need to modify the communication signals on the corresponding controller, or add new hardware based on the original architecture. Under this architecture, software and hardware are tightly coupled, and computing power cannot be shared between controllers. As vehicle functions expand, the number of ECUs increases, the cost of wiring harnesses continues to increase, and assembly difficulty increases.

Under the domain centralized architecture, the number of ECUs is significantly reduced. Most of the vehicle's application functions are deployed in a few core domain controllers. Different functional units of the application are split and these services are linked through well-designed calling interfaces. , provides functional scalability [1]. The architecture is upgraded from signal-oriented communication to service-oriented communication, supports flexible deployment of algorithms, and realizes the separation of application algorithms and hardware platforms.

Under the centralized architecture, multiple domain controllers are further integrated into a central computing platform to achieve centralization of computing power. The EE architecture uses a new generation of information and communication technology to integrate the physical space of people, vehicles, roads, and clouds. Integrated with the information space, based on system collaborative sensing, decision-making and control, it realizes the safe, energy-saving, comfortable and efficient operation of the intelligent networked automobile transportation system, and improves the performance and user experience of the entire vehicle.

This article first analyzes the development status of vehicle control, smart driving and cockpit operating systems, compares the characteristics of distributed operating systems and centralized system technical architectures, and analyzes the operating system from the aspects of operating system kernel and virtualization, middleware and integrated applications. We will study the technological development trends of the domestic operating system. Then, we will discuss the current status of the domestic operating system ecological development, sort out the current problems, and propose the application requirements of the operating system. Finally, we will give the domestic operating system ecology from the aspects of strategic consensus, cooperation model and industrial practice. Implementation recommendations for construction.

2 Development trends of automotive operating system technology

2.1 Development status of automotive operating systems

2.1.1 Classification of operating systems

Driven by application needs and technological changes, according to different application scenarios, intelligent connected car operating systems have gradually developed into three categories: safe vehicle control, intelligent driving and intelligent cockpit [2]. The characteristics of each operating system are shown in Table 1 . The safe vehicle control operating system is mainly oriented to the classic vehicle control field. It is a real-time operating system running on the Microcontroller Unit (MCU). The Automotive Safety Integration Level (ASIL) can reach D level and has real-time performance. Good, high control accuracy. The intelligent driving operating system is mainly oriented to the field of intelligent driving. It supports high computing power heterogeneous system on chip (SOC), includes a car-grade operating system kernel, and is compatible with the AUTomotive Open System ARchitecture (AUTOSAR). and other international mainstream middleware, with multi-sensor data access and big data throughput capabilities, while meeting the functional safety requirements required for autonomous driving. The smart cockpit operating system is mainly oriented to infotainment and digital instruments, providing human-computer interaction services for smart connected cars, including in-vehicle infotainment, connectivity, navigation, multimedia entertainment, voice, assisted driving, artificial intelligence (AI), etc. Serve.

Table 1 Comparison of features of intelligent connected vehicle operating systems

2.1.2 Safe vehicle control operating system

Foreign safety vehicle control operating systems developed earlier and have mature mass production experience. They are mainly based on the classic AUTOSAR technical solution. In 2003, nine companies including BMW, Bosch, Continental, and Volkswagen, as core members, established the AUTOSAR organization, which is committed to establishing a standardized automotive software platform to reduce the complexity of automotive software design and improve development efficiency [3]. Currently, more than 360 vehicle manufacturers, parts suppliers and related companies have established partnerships with the organization, including 9 core partners, 70 senior partners, 80 development partners, and 162 general partners. 40 countries, universities and research institutions[4]. Domestic safety vehicle control operating systems are currently mainly following the trend. In recent years, local suppliers have developed rapidly and have the technical level to support the development of mass production controllers. The safe vehicle control operating system is suitable for application scenarios with high control and safety requirements, such as traditional powertrain controllers such as engines and transmissions. It supports microsecond-level real-time scheduling and real-time responses of different priorities to ensure critical applications. The requirement of deterministic delay enables the controller to accurately control peripheral sensors and actuators, ensuring vehicle safety.

2.1.3 Intelligent driving operating system

Intelligent driving operating systems will become one of the core competitiveness in the development of autonomous vehicles. Currently, the underlying kernels commonly used in the industry are mainly Linux and QNX operating systems: the former provides a rich open source ecosystem for autonomous driving algorithms, including a large number of intelligent-oriented Third-party libraries and middleware for driving application algorithms, but hard real-time cannot be guaranteed, and it is difficult to meet functional safety requirements; the latter adopts a microkernel architecture, which can meet the certification requirements for functional safety of autonomous driving. The certification scope includes tool chains, microkernels , libc, libm and libsupc++ libraries, etc. Domestic Huawei, ZTE and Zebra have also launched their own microkernels and virtualization components, some of which have been mass-produced and are being continuously improved and accelerated. In response to the development of autonomous driving technology, the AUTOSAR organization launched the adaptive AUTOSAR architecture, which can meet the application scenario requirements of parallel computing and high-speed communication of autonomous driving controllers, and provides a standard calling interface for the application layer [5]. Adaptive AUTOSAR The comparison of technical characteristics with classic AUTOSAR is shown in Table 2. The intelligent driving operating system also integrates AI drivers in high-computing SOCs and non-standard middleware for autonomous driving algorithms. There is currently no unified definition of this part, but it will be optimized around execution efficiency and interface unification in the future.

Table 2 Comparison of technical features between classic AUTOSAR and adaptive AUTOSAR

2.1.4 Intelligent cockpit operating system

在智能座舱操作系统领域，目前业内还没有统一的国际标准，主要包括QNX操作系统、诸多基于Linux的定制操作系统以及基于Android 开源项目的操作系统[6]。QNX 采用微内核架构，其驱动程序、网络协议、文件系统等模块和内核相互独立，任何模块的故障都不会导致内核崩溃。该系统在车载操作系统市场的占有率超过70%，在仪表端有大量应用，不过QNX的开放性不足，导致其应用生态缺乏。Linux 是一款开源、高效、灵活、功能强大的操作系统，其最大优势是具备很强的定制开发灵活度。Android 系统是基于Linux 内核开发的最成功的产品，其特点是开源、灵活定制、应用可移植性强和应用生态丰富。当前，特斯拉采用Linux 技术方案实现了车载操作系统开发。斑马、华为等国内企业积极布局车载操作系统，自研车载操作系统内核，并在逐渐建立应用生态。国内整车制造商纷纷基于Android进行深度定制化开发，推出自己的智能座舱操作系统。

2.2 整车操作系统技术架构

2.2.1 操作系统分布式技术架构

在传统的分布式架构下，操作系统的技术方案依赖控制器硬件，导致难以统一维护和升级，直到AUTOSAR标准问世后，操作系统对上层的应用接口有了统一的运行时环境（Run-Time Environment，RTE）层来提供，但也存在同一车辆应用多种AUTOSAR 技术方案的问题，不同控制器之间的开发工具无法统一，需要同时维护多个类型和不同版本的操作系统软件，开发成本高、整车级的功能迭代慢，难以满足下一代智能车辆的应用需求，操作系统分布式技术架构如图1所示。

图1 操作系统分布式技术架构

2.2.2 操作系统集中式技术架构

在集中式架构下，整车大部分应用功能集中部署在异构大算力的中央计算平台上，功能软件之间通过操作系统及服务中间件进行交互。广义的操作系统分为系统层和功能层，其中系统层包括经典平台（Classic Platform，CP）及自适应平台（Adaptive Platform，AP）标准中间件、操作系统内核、虚拟化组件、板级支持包（Board Support Package，BSP）驱动和非标准中间件，功能层包括传感器、执行器的抽象、可复用的功能模块和基础服务，为应用层提供整车层级的服务接口，对芯片平台实现隔离[7]，操作系统集中式技术架构如图2 所示。当前，国内外主流整车制造商均在集中式架构的操作系统上有所布局。2023年1月，奔驰推出自主设计的整车级操作系统MB.OS，其优势是可以全面打通车辆功能，包括信息娱乐功能、智能驾驶辅助及自动驾驶等功能。国内一汽、上汽、比亚迪等都通过战略合作、集成开发、自研等方式打造自主可控的操作系统平台，将操作系统作为核心竞争力进行布局。

图2 操作系统集中式技术架构

2.3 操作系统关键技术

2.3.1 微内核及虚拟化技术

微内核技术是操作系统实现调度及控制的基础，稳定、安全、高效是其核心要求。微内核在特权模式下仅保留少量的核心功能，如调度、内存管理、进程间通信（Inter-Process Communication，IPC）机制等，其余组件均运行在用户态，如设备驱动、协议栈等，采用微内核架构的操作系统具备高可靠性、高实时性、高确定性等优势[8]。未来，面向中央计算的场景下，操作系统微内核技术向接口扩展和安全升级等方向发展：在接口支持方面，将遵循可移植操作系统接口（Portable Operating System Interface，POSIX）规范，满足PSE51～PSE54 系列化标准，提供丰富的系统调用接口，灵活支持更多生态组件；在芯片适配方面，将支持更多的舱驾一体和中央计算芯片，并可快速提高国产芯片的支持数量；在功能安全方面，将满足高阶智能驾驶的功能及性能要求，操作系统核心模块达到ASIL-D 级认证要求；在信息安全方面，将支持安全加载和启动，支撑可信执行环境（Trusted Execution Environment，TEE）构建，提供数据安全、通信安全、隐私保护等基础功能。

虚拟化技术可以兼容多种子操作系统（GuestOS）运行，实现硬件资源的动态分配，解决操作系统内核安全、性能与生态的矛盾，支撑未来中央计算时代单芯片架构对操作系统的需求。虚拟化技术将向轻量化方向发展，利用硬件辅助等技术提供轻量、高效的虚拟化分区引擎，降低中央处理器（Central Processing Unit，CPU）、存储、网络、图形处理器（Graphics Processing Unit，GPU）等外设的性能损耗，提供实时、可靠、安全的车用虚拟化运行环境。

2.3.2 中间件技术

未来，操作系统中间件会向平台化方向发展，通过不断扩展功能层软件为应用算法提供更加丰富和灵活的接口，通过不断提高对硬件平台的兼容性实现软硬解耦。系统层中间件主要包括基于AUTOSAR 规范的AP及CP中间件，面向未来中央集成式架构，上述标准中间件可以提供基础服务和通用功能，尽管AUTOSAR 规范也在持续完善，但仍不能完整覆盖端到端的业务场景，需要在此基础上集成定制化的组件来满足应用软件的差异化需求；功能层中间件需要攻克通用算法模块的重构技术、功能层的信息安全、功能安全和网联云控等基础服务技术，后续会进一步基于整车软件平台设计通用化的基础功能，实现整车平台的能力扩展及各系统之间的协同，保证整车软件平台的一致性。

2.3.3 集成应用技术

面向中央集中式架构，在高性能计算平台上会实现多种不同类型应用程序的部署，需要系统级集成技术来保证整个控制器资源高效利用、程序运行稳定，具体包括整车级任务调度技术、基于场景的智能管理技术、平台及应用级安全监控等关键技术。整车级任务调度技术通过评估各子任务的平均执行时间和优先级，优化各核上的任务调度，进而生成整车的任务调度策略，提升系统可靠性；智能管理技术基于上车启动、辅助驾驶、停车娱乐等不同使用场景，动态调度CPU、电源等软、硬件系统资源，实现精细化管理，提高系统的资源利用率；平台及应用级安全监控技术针对关键应用、核心中间件、BSP驱动及操作系统内核进行故障诊断与监控，上报故障诊断消息，为系统提供可靠的安全监控机制，提升整车软件运行的稳定性。

3 国产车用操作系统生态建设

3.1 国产操作系统生态发展现状

操作系统作为“软件定义汽车”时代智能汽车软件架构的核心技术平台，是保障智能车辆各项功能及性能的基础，也是实现汽车软件分层解耦、应用算法跨域共用的关键。当前，我国操作系统还面临着诸多问题和挑战：一是多以二次开发为主，核心关键技术仍受制于人；二是核心技术研发仍处于初期阶段，自主创新能力不足；三是生态体系还亟需完善[9]。

According to the "2030 Automotive Software and Electronics Market Report" released by McKinsey, the market size of generalized automotive operating systems will be approximately US$37 billion by 2025, and will reach approximately US$50 billion by 2030 [10]. As the operating system is a key core technology in the automotive industry, the industry is also actively promoting its development [11]. The China Association of Automobile Manufacturers released the China Automotive Operating System Open Source Plan in February 2023, which has disclosed more than 100 files including initialization code, core function source code, etc. It plans to complete functional verification by the end of 2023, pass functional safety certification in 2024, and pass functional safety certification in 2025. Achieve mass production verification every year. The China Automotive Basic Software Ecosystem Committee (AUTOSEMO) released the "China Automotive Basic Software Development White Paper 4.0" in September 2023, laying the foundation for the high-quality development of China's automotive basic software.

Under the development trend of software-defined cars, automotive operating systems have gradually become the core of enterprise competition. Domestic operating systems should strive to do a safe and controllable top-level design, establish development and testing standards for domestic operating systems, and continuously improve the construction of the ecosystem. Establish an effective industrial chain [12].

3.2 Analysis of current problems and needs

At the current stage, the ecological construction of domestic operating systems still has the following problems: First, compared with foreign automotive operating systems that have already occupied a certain market share in the automotive field, domestic operating systems started late, with low overall loading rates and poor application The group is small; secondly, there are currently many technical solutions for domestic operating systems, and there is a lot of repetitive work in the development process of each enterprise, resulting in a waste of resources and no synergy; finally, the domestic operating systems and solutions are not open enough and are not used in mass production projects. Few, software modules and tool chains lack mass production verification, and encounter problems such as "difficulty in getting on board" and "slow onboarding". In the process of applying domestic operating systems for actual mass production controller development, vehicle manufacturers are faced with product project delivery risks and need to invest more resources in problem solving and product development. Specifically, the operating system software itself has defects. , including incomplete implementation of functional modules, lack of implementation of software interfaces, etc., which require continuous iterative versions to be repaired; operating system development ecological issues, including non-support of some third-party libraries, incompatibility of open source tools, etc., require debugging and development; adaptation to the chip Due to cycle time issues, the range of supported chips is limited, and it takes a long time for new chips to be adapted, developed and verified.

From the perspective of the industrialization of domestic operating systems, vehicle manufacturers need an ecological and open operating system in the future [13] to achieve safety, reliability, open compatibility, rapid iteration and continuous maintenance, which is specifically reflected in the following aspects:

a. Safe and reliable. The operating system involves the functional safety of the entire vehicle and needs to provide a high-security kernel and virtualization components to meet the requirements of functional safety and information security, and further improve the real-time performance of the virtualization components and reduce resource consumption. The operating system software needs to be verified against the native drivers of different chips, and application scenarios are constantly enriched.

b. Open and compatible. It is necessary to provide a unified software and hardware operating platform to facilitate integration and verification, and provide a complete development and testing tool chain, standard operating system and functional layer interface, support POSIX interface, be compatible with AUTOSAR specifications, and be compatible with application ecosystems such as Linux and Android. , providing a unified SOA interface to the application layer, improving collaboration efficiency among development teams and reducing costs.

c. Iterate quickly. The operating system needs to iterate quickly to repair its own defects. At the same time, it needs to support next-generation chips such as cabin and driver integration, quickly adapt to future high-performance, heterogeneous, and multi-core chips, and support a variety of new hardware features such as AI and image accelerators. While ensuring product quality, it is necessary to achieve mainstream chip coverage and shorten the development cycle of operating system adaptation.

d. Ongoing maintenance. Operating system suppliers need a stable technical team to provide long-term maintenance for their products, promptly respond to vehicle manufacturers' feedback and needs, and provide customized services such as communication load tuning, system load monitoring, and startup process analysis for mounted products.

3.3 Suggestions for the ecological development of domestic operating systems

3.3.1 Reach strategic consensus

At present, my country's independent vehicle operating systems have been fully deployed and have made certain breakthroughs in the market and technology. However, further promotion and application are needed in the future. The industry needs to reach a strategic consensus and create an industrial ecosystem dominated by car companies and deeply collaborative. Looking back at the development history of smartphones, the mobile operating system has also experienced the stage of evolution from feature phones to smartphones, as shown in Figure 3 [14-15]. After full competition, mobile operating system suppliers have rapidly reduced from multiple to There are only 2 to 3 companies. Regarding the operating system of the car, our country needs to seize the current major window period. The relevant national departments will take the lead and conduct joint discussions with the industry to design the top-level architecture of the domestic operating system and formulate standards and specifications for the automotive operating system that are in line with the development trend of automotive software. Focus on security, compatibility and application layer software interface versatility to build a cross-domain collaborative intelligent network operating system technology standard system, while improving operating system industry certification capabilities and providing quantitative indicators for operating system kernels, standard middleware, etc. Conduct function, performance and interface testing of operating system software based on the openness of the operating system to improve operating system access thresholds and provide basis for mass production applications by vehicle manufacturers.

Figure 3 Evolution of mobile operating system market structure [14-15]

3.3.2 Innovative cooperation model

The operating system software itself is difficult to develop and has a long verification cycle. It requires in-depth participation from all parties in the industry to build an industry chain collaborative innovation model and jointly prosper the automotive operating system ecosystem:

First, by deploying major scientific and technological research and development and industrialization special projects, we will promote the coordinated development of upstream and downstream ecosystems such as operating systems, chips, and application algorithms, and conduct research on core operating system technologies. For example, the industry can jointly discuss and carry out technical research and product applications based on a certain version of the Linux kernel to form a complete industrial supporting system.

Second, several core enterprises can form a strategic alliance to jointly create a basic platform for automotive operating systems with Chinese characteristics and achieve rapid application and iteration of domestic operating systems. Domestic operating system companies and hardware chip companies jointly launched a platform technology solution integrating software and hardware, which was then fully verified by multiple vehicle manufacturers on the platform, shortening the cycle of domestic operating systems from the research and development stage to mass production application.

The third is to build a new cooperation model between vehicle manufacturers and operating system suppliers. For example, during the project development stage, no or only development authorization fees will be charged (similar to the charging method of the foreign QNX operating system). During the mass production application stage, based on actual sales, Fees will be charged based on the number of vehicles shipped. Both parties share development risks in the early stage and realize profits after the operating system products are put on the market.

3.3.3 Strengthen industrial practice

Strengthening industrial practice is the key to promoting the rapid improvement of the maturity of domestic operating systems. It is necessary to speed up the mass production and loading of domestic operating systems and form an application path for operating system technology:

First, the state and local governments provide mass production subsidies for domestic vehicle operating systems. The amount of the subsidy is calculated based on the type of operating system and the number of controller applications on each vehicle, in order to increase the enthusiasm of OEMs to apply domestic operating systems.

The second is to clarify the implementation path for the mass production application of domestic operating systems and adopt a "small steps and fast running" strategy for independent substitution. The current development trend of automotive operating systems is clear, transitioning from distributed architecture to centralized architecture, and gradually integrating and unifying. Based on the objective law of high complexity of operating systems, functions can be expanded and independently transformed by modules on existing product platforms, accelerating the application of domestic operating systems in mass-produced models.

The third is to conduct joint design of independent operating systems around integration verification. Vehicle manufacturers and operating system companies carry out in-depth strategic cooperation to jointly develop vehicle-level operating systems for future centralized architectures. Vehicle manufacturers focus on product definition and Architecture design, core algorithm and middleware research and development and system integration verification, operating system companies complete system layer software development, both parties jointly participate in the entire process of the operating system from design to mass production application, share the results of industrial collaboration, and provide mass production applications for domestic operating systems and ecological construction to establish a new paradigm for the industry.

references

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