Cadence will be at embedded world in Nüremberg from February 23 to 26. We will be in hall 4/4 booth 116. I'm hoping for a better experience than last time I went when I worked for Virtutech. I was presenting a paper but they messed up the program and omitted my talk completely, and as a result just a handful of people managed to find me via the temporary signs they created. I think it must be the worst-attended presentation that I have ever given. Even I had difficulty finding the room! At embedded world, Cadence is focused on automotive electronics. As I have written about before , there is a major change going on in the amount of electronics in vehicles. But it is not just the change in the amount of electronics, that has been increasing for over a decade. Rather it is the performance of the electronics. Advanced Driver Assistance Systems (ADAS) require video processing, image processing (recognising what is being seen), high-performance networks. Instead of electronics being a lot of comparatively low-powered electronic control units (ECUs), they will require high-performance SoCs linked with automotive Ethernet. This is a big challenge because neither the automotive manufacturers (OEMs) nor the Tier 1s, such as Bosch and Delphi, have "silicon in their veins," and no real experience of designing high-performance SoCs. They are scrambling to acquire it. For example, last June Bosch announced that it was setting up a new facility in Sophia Antipolis (south of France, I lived there for six years) for automated and connected vehicles. Delphi just acquired Ottomatika (basically the CMU team , see Ten Years Ago Self-Driving Cars Couldn't Go Ten Miles ). ISO 26262 is titled "Road vehicles – Functional safety" and is a major driver(!) of how electronic systems are designed, tested, and operate post-manufacture. Despite its name, the standard actually only relates to electronic systems, not complete systems including engines, brakes, and more. Complying with ISO 26262 requires verifying functional safety compliance by automating fault injection and result analysis for IP, SoC, and system designs. But ECUs now have a large software load, too, which needs to be verified along with the hardware. (See my blog Software-Driven Hardware Verification .) Implementing ADAS entirely in software is too slow, but purely in hardware is too inflexible. To see how using Telsilica DSPs and its partner ecosystem is the best way to implement complex functions, see my blog Goldilocks and the Three Ways . For more details on automotive Ethernet in general and Cadence's IP in particular, see my blog Ethernet: Coming Soon to a Car Near You. ECU design is a mixture of PCB design and, typically, analog design, with a large sprinkling of signal integrity and power integrity analysis. Cadence has been the leader in analog design for over 20 years—see my blog How Did Cadence Get to be So Good at Analog? . Enhance in-vehicle infotainment systems with critical capabilities for voice recognition, immersive surround sound, active noise control, engine sound design, navigation systems, and digital radios with Cadence's analog, interface, and memory IP as well as Tensilica HiFi DSPs. Cadence has a number of solutions for creating prototypes and doing hardware/software validation. This can be based on virtual platforms, or FPGA-based hardware prototypes built using the Protium Rapid Prototyping Platform, or using the recently announced Palladium Z1 enterprise-level emulator (see my blog Palladium Z1: an Enterprise Server Farm in a Rack ). Cadence will be showing solutions for all of this and more: ADAS ECU implementation Functional safety Automotive Ethernet Vision and other processing Audio and other infotainment processing Rapid prototyping Once again, Cadence will be in hall 4/4 both 116. Register online at embedded-world.de/voucher with the Cadence code B319244 for a free admission ticket.![]()
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