자율주행 기술 표준화 현황


기술표준원에서 국제적으로 진행되고 있는 자율주행산업 동향 및 표준화 동향 자료를 발행하였다.

http://www.kats.go.kr/content.do?cmsid=302&cid=20355&mode=view

2021년이 되면 자율주행기술이 어느정도 상용화 될것으로 전망하는 것 같던데, 국내 기술로는 2030년으로 로드맵을 잡았다. 사실 자율주행이라는 것이 decision을 알고리즘화하는 과정이 필요하고 기술적인 것만이 문제가 되는 것이 아니고 그 사회의 규범적인 것을 로직화해야하는 것이라 고려할 것이 많다. 또한 머신러닝에 대한 검증은 간단한 문제가 아니다. 알파고가 왜 바둑을 그렇게 두었는지 이해하지 못하는 것들도 있는데, 그것을 믿고 따를 것이냐 아니면 오류라고 판단할 것이냐의 문제도 있다.

safety feature에 대한 기능 각각이 표준화되고 있다고 하니 진짜 가까운 미래에 뭔가 나올 것 같은 기대가 된다.

 

자세한 것은 링크 참조

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Safety Analysis depends on what you contain in the Architecture. So…


Assuming that FMEA and FTA can be generated from Architecture(Sys/EE/SW), quality and depth of safety analysis depends on what you decide to cover in the architecture.

If your architecture is too detailed contents, then it would be labor intensive work. In the SW safety analysis, detailed SW safety analysis is not recommended. For example, ISO 26262 does not require that variable level fault mode has to be considered. If you refer to some papers, you can see such approaches. They always tell us that such task is time consuming work.

In the sense, granularity of architecture is so important. Because FMEA and FTA are different shapes of the diagram for chosen architecture view point, it is so important what kinds of view point has to be necessary.

If you refer to these safety analysis results to specify safety requirements, it will be clear why this requirement is safety related requirements.

While system in the automotive and aircraft vehicle focus on engineering methods to control vehicle, but socio-technical systems such as CNS/ATM system additionally requires related operation process. In this case, FTA and FMEA can enlarge to the operation process scope.

If you understand the principle, it can be applied to different domains.

Thus, important thing is how to determine what contents have to be contained, and how deep it has to be specified. It sounds like boring, but if you do not consider very carefully, you will have poor results even though you spend too much time.

In general, this consideration is functional safety manager’s role. On the contrary, functional safety engineer who knows deep knowledge about product would be hard these determination. Such person is apt to cover contents that does not have to be covered in the safety analysis.

So such policy is necessary. and it has to be determined by functional safety manager and agreed by related functional safety engineers. If there is no policy, you will face overlapped specification among system, SW and EE level.

 

Resource reduction for functional safety projects


How can we reduce resource in the functional safety project?

It is easy to say that we develop perfectly and reuse without modification for the next project. But how?

  1. build platform to support functional safety project.

  2. build library asset for functional safety project.

These projects are not customer based project. But I believe they are most important.

in these projects, every work products have to be produced and they should be linked to individual customer project. To achieve them, additional project team has to be organized and it consists of best experts.

ISO26262, DO-178C, DO-278A