In his keynote speech, Dr. Marcel Wille will explain challenges and experiences regarding system performance, handling of inconsistencies in an emerging AUTOSAR standard, limitations of service-oriented communication in interaction between embedded systems and Adaptive AUTOSAR as well as portability of applications.

Digitalization is changing the automotive industry dramatically. The “smart” vehicle becomes an integral part of the digital world. It consistently increases performance and functionality via updates after sales. This requires new approaches with respect to E/E architectures, software platforms and communication paradigms heavily influenced by technologies established in software industry and consumer electronics.

Volkswagen will introduce those approaches in its new electrical car platform MEB. It offers a centralized functional architecture along with the introduction of the Adaptive AUTOSAR software platform and service-oriented communication.

A couple of challenges were mastered including the initial situation with a completely new architectural approach, an AUTOSAR standard that was under development and never proven in use, and the unknown impact of service-oriented communication.

Maki Kaplinsky is a serial entrepreneur with a managerial track record of successfully growing start-ups from launch through merger and acquisition.

She is the CEO and Cofounder of New Future Transportation Inc. (NFT), a fast-growing Silicon Valley start-up that bridges aviation and automotive and is focused on disruptive urban air mobility solutions. Maki has assembled a crack R&D team to develop the NFT ASKA drive and fly vehicle electric Vertical Take-off and Landing (eVTOL). The NFT ASKA drives like a car on the road and can take off vertically to fly like a plane. The concept for the NFT eVTOL debuted at CES 2019, earning a place on the ‘watch list’ in the global investor community and extensive media coverage. In June 2019, NFT demonstrated the first scale model of the ASKA at the EcoMotion Conference in Israel.

Maki’s first start-up was a global consulting company for government-related projects in over 15 countries. Her second start-up, IQP Corporation, was an early innovator in the Internet of Things and sold to GE in 2017.

Bosch bases its vehicle computers, which emerge from functional centralization, on a uniform, vehicle-optimized operating system.
For this purpose, Bosch created the domain-independent Vehicle Computer Campus.
With the centralization of vehicle functions within and across domain boundaries, new software platforms are arising and will be continuously developed across vehicle generations. Continuous development of software platforms results in the decoupling of software and hardware – technically, but also on a business-level.

New challenges arise from the complexity of the growing combination of software and hardware modules that can only be processed through a scalable and hardware-agnostic operating system. Bosch pursues a consistent strategy and adapted business units for these challenges to serve vehicle computer business - also as a pure software supplier.

The promise of the first true self-driving car hitting the streets is driving innovation throughout the automotive industry. But there are still large steps to take to turn today's prototype vehicles along with their mandatory safety drivers into actual autonomous vehicles. This talk will examine some of the big challenges around the safe high-performance compute required, and outline solutions and technologies that can enable true deployment. Additional speaking points will include the different types of computing required, reducing SWaP-C (size, weight, power and cost), and achieving functional safety.

The rapid growth of vehicle software, combined with the complex interaction of hardware, software and physical components, creates an enormous challenge for automobile manufacturers and their suppliers developing future powertrain, electric vehicle, advanced driver assistance and autonomous driving systems. To address these challenges, automotive companies are deploying virtual development and test environments enabling software development to start earlier and accelerate continuous integration and test for over the air updates. In addition to utilizing new tools, automotive companies need to rethink their software testing process to find mistakes earlier in the design process where they are not only cheaper to fix, gain visibility into the earliest parts of the design.

Martin Hiller's position is Technical Leader in Software Architecture at Volvo Cars and he is currently working with the fundamentals of the E/E architecture for future vehicles. The future of the vehicle and the automotive industry is moving towards more integrated computerization, autonomy, and interconnection across vehicles, infrastructure, and cloud. Martin is deeply involved in ensuring that Volvo Cars is prepared for this transformation.

Martin studied computer science and engineering at Chalmers University of Technology in Gothenburg, Sweden and earned his PhD in 2002. He started his career as a software engineer at Volvo Group, then moved to ESA/ESTEC, before joining Volvo Cars in 2015.

Alexander Much studied mathematics and computer science at the Universities of Erlangen and Cambridge. After working as a Linux developer at SuSE Linux in Nuremberg, he joined Elektrobit Automotive in 2003. At EB, he is responsible for systems engineering, focusing on functional safety, information security, and open source.

Mr. Garzón conducts research and analysis on electronics markets with a special focus on body electronics, infotainment, and ADAS systems. Previously, he worked in the infotainment departments of Seat, Aston Martin, and BMW and as a test development engineer at NXP. Prior to that, he conducted research on artificial intelligence for Bosch, Sony, Telefónica, and Fraunhofer. Mr. Garzón holds a bachelor's degree in telecommunications engineering from the Polytechnic University of Madrid, Spain and a Master of Science in information technology from the University of Stuttgart, Germany.
He speaks English, German, and Spanish.

Andreas Greff is the Head of Cross-Divisional Customer Project Management at Continental Automotive Group in the field of automotive computing platforms.

Before joining Continental, he has spent 19 years with an engineering service provider, being responsible from software development over system engineering for engine management systems to starting and heading the U.S. subsidiary. At Continental, he has spent seven years in the powertrain field, before focusing on new vehicle architecture projects and the alignment of related activities in 2016.

He has a master’s degree in electrical engineering at the Technical University of Braunschweig (Germany) and earned an MBA degree in global management (U.S.).

Automotive electronics and the vehicle ecosystem are experiencing a significant amount of disruption in the face of macro trends such as autonomous driving, connectivity, electrification, and shared mobility. In fact, the need for computing power has never been higher. Individual distributed systems have become complicated and unsustainable. As a result, the industry is demanding connected, secure central computing platforms and more and more sensors and actuators. In a first step there will be basically equally designed computing platforms, in which the domain-specific design is no longer existing. Service-oriented architecture will enable dynamic load balancing, configuration, and seamless integration of cloud & edge computing. The logical step is using the game changing technology of Ethernet Time-Sensitive Networking (TSN), which will give us the opportunity to convert on pure IP-based end-to-end real-time communication. This will give us the possibility to create a new E/E architecture with a zonal approach, which is fully scalable and capable to cover the upcoming future requirements for 2024 and beyond.