Atmel tightens automotive focus with new Cortex-M7 MCUs

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Large SoCs without an Ethernet interface typically have slow start-up times and high-power requirements — until now. 

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Atmel, a lead partner for the ARM Cortex-M7 processor launch in October 2014, has unveiled three new M7-based microcontrollers with a unique memory architecture and advanced connectivity features for the connected car market.

According to a company spokesman, E70, V71 and V70 chips are the industry’s highest performing Cortex-M microcontrollers with six-stage dual-issue pipeline delivering 1500 CoreMarks at 300MHz. Moreover, V70 and V71 microcontrollers are the only automotive-qualified ARM Cortex-M7 MCUs with Audio Video Bridging (AVB) over Ethernet and Media LB peripheral support.

Atmel is among the first suppliers to introduce the ARM Cortex-M7-based MCUs, whose core combines performance and simplicity and further pushes the performance envelope for embedded devices. The new MCU devices are aimed to take the connected car design to the next performance level with high-speed connectivity, high-density on-chip memory, and a solid ecosystem of design engineering tools.

Atmel’s Memory Play

Atmel has memory technology in its DNA, and that seems apparent in the design footprint of E70, V70 and V71 MCUs. The San Jose-based chipmaker is offering a flexible memory system that is optimized for performance, determinism and low latency.

Jacko Wilbrink, Senior Marketing Director at Atmel, said that the company’s Cortex-M7-based MCUs leverage Atmel’s advanced peripherals and flexible SRAM architecture for higher performance applications while keeping the Cortex-M class ease-of-use. He added that the large on-chip SRAM on SAM E70/V70/V71 chips is critical for connected car and IoT product designers since it allows them to run the multiple communication stacks and applications on the same MCU without adding external memory.

On-chip DMA and low-latency access SRAM architecture

Avoiding the external memories reduces the PCB footprint, lowers the BOM cost and eliminates the complexity of high-speed PCB design when pushing the performance to a maximum. Next, Tim Grai, another senior manager at Atmel, pointed out another critical take from Cortex-M7 designs: The tightly coupled memory (TCM) interface. It provides the low-latency memory that the processor can use without the unpredictability that is a feature of cache memories.

Grai says that the most vital memory feature is not the memory itself but how the TCM interface to the M7 is utilized. “The available RAM is configurable to be used as system RAM or tightly-coupled instruction and data memory to the core, where it provides deterministic zero-wait state access,” Grai added. “The arrangement of SRAM allows for multiple concurrent accesses.”

Cortex-M7 a DSP Winner

According to Will Strauss, President & Principal Analyst at Forward Concepts, ARM has had considerable success with its Cortex-M4 power-efficient 32-bit processor chip family. “However, realizing that it lacked the math ability to do more sophisticated DSP functions, ARM has introduced the Cortex-M7, its newest and most powerful member of the Cortex-M family.”

Strauss adds that the M7 provides 32-bit floating point DSP capability as well as faster execution times. With the greater clock speed, floating point and twice the DSP power of the M4, the M7 is even more attractive for applications requiring high-performance audio and even video accompanying traditional automotive and control applications.

Atmel’s Grai added an interesting dimension to the DSP story in Cortex-M7 processor fabric. He pointed out that true DSPs don’t do control and logical functions well and generally lack the breadth of peripherals available on MCUs. “The attraction of the M7 is that it does both—DSP functions and control functions—hence it can be classified as a digital signal controller (DSC).”

Grai quoted the example of Atmel V70 and V71 microcontrollers used to connect end-nodes like infotainment audio amplifiers to the emerging Ethernet AVB network. In an audio amplifier, you receive a specific audio format that has to be converted, filtered, modulated to match the requirement for each specific speaker in the car. So you need Ethernet and DSP capabilities at the same time.

Grai says that the audio amplifier in infotainment applications is a good example of DSC: a mix of MCU capabilities and peripherals plus DSP capability for audio processing. Atmel is targeting the V70 and V71 chips as a bridge between large application processors and Ethernet.

Most of the time, the main processor does not integrate Ethernet AVB, as the infotainment connectivity is based on Ethernet standard. Here, the V71 microcontroller brings this feature to the main processor. “Large SoCs, which usually don’t have Ethernet interface, have slow start-up time and high power requirements,” Grai said. “Atmel’s V7x MCUs allow fast network start-up and facilitate power moding.”

The SAM E70, V70 and V71

Atmel’s three new MCU devices are aimed at multiple aspects of in-vehicle infotainment connectivity and telematics control.

SAM E70: The microcontroller series features Dual CAN-FD, 10/100 Ethernet MAC with IEEE1588 real-time stamping, and AVB support. It’s aimed at automotive industry’s movement toward controller area network (CAN) message-based protocols holistically across the cabin, eliminating isolation and wire redundancy, and have them all bridged centrally with the CAN interface.

SAM V70: It’s designed for MediaLB connectivity and leverages advanced audio processing, multi-port memory architecture and Cortex-M7 DSP capabilities. For the media-oriented systems transport (MOST) architecture, old modules are not redesigned. So Atmel offers a MOST solution that is done over Media Local Bus (MediaLB) and is supported by the V70 series.

SAM V71: The MCU series ports a complete automotive Ethernet AVB stack for in-vehicle infotainment connectivity, audio amplifiers, telematics and head control units. It mirrors the SAM V70 series features as well as combines Ethernet-AVB and MediaLB connectivity stacks.

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Majeed Ahmad is the author of books Smartphone: Mobile Revolution at the Crossroads of Communications, Computing and Consumer Electronics and The Next Web of 50 Billion Devices: Mobile Internet’s Past, Present and Future.

5 IoT challenges for connected car dev

Growth in adoption of connected cars has exploded as of late, and is showing no signs of slowing down, especially the vehicle-to-infrastructure and vehicle-to-retail segments. As adoption grows exponentially, the challenges in how we develop these apps emerge as well.

One of the biggest challenges to consider will be connectivity, and how we connect and network the millions of connected cars on the road. How can we ensure that data gets from Point A to Point B reliably? How can we ensure that data transfer is secure? And how do we deal with power, battery, and bandwidth constraints?

1. Signaling

At the core of a connected car solution is bidirectional data streaming between connected cars, servers, and client applications. Connected car revolves around keeping low-powered, low-cost sockets open to send and receive data. This data can include navigation, traffic, tracking, vehicle health and state (Presence); pretty much anything you want to do with connected car.

Signaling is easy in the lab, but challenging in the wild. There are an infinite amount of speed bumps (pun intended) for connected cars, from tunnels to bad network connectivity, so reliable connectivity is paramount. Data needs to be cached, replicated, and most importantly sent in realtime between connected cars, servers, and clients.

2. Security

Then there’s security, and we all know the importance of that when it comes to connected car (and the Internet of Things in general). Data encryption (AES and SSL), authentication, and data channel access control are the major IoT data security components.

In looking at data channel access control, having fine-grain publish and subscribe permissions down to individual channel or user is a powerful tool for IoT security. It enables developers to create, restrict, and close open channels between client apps, connected car, and servers. With connected car, IoT developers can build point-to-point applications, where data streams bidirectionally between devices. Having the ability to grant and revoke access to user connection is just another security layer on top of AES and SSL encryption.

3. Power and Battery Consumption

How will we balance the maintaining of open sockets and ensuring high performance while minimizing power and battery consumption? As with other mobile applications, for the connected car, power and battery consumption considerations are essential.

M2M publish/subscribe messaging protocols like MQTT are built for just this, to ensure delivery in bandwidth, high latency, and unreliable environments. MQTT specializes in messaging for always-on, low-powered devices, a perfect fit for connected car developers.

4. Presence

Connected devices are expensive, so we need a way to keep tabs on our connected cars, whether it be for fleet and freight management, taxi dispatch, or geolocation. ‘Presence’ functionality is a way to monitor individual or groups of IoT devices in realtime, and has found adoption across the connected car space. Developers can build custom vehicle states, and monitor those in realtime as they go online/offline, change state, etc.

Take fleet management for example. When delivery trucks are out on route, their capacity status is reflected in realtime with a presence system. For taxi and dispatch, the dispatch system knows when a taxi is available or when its currently full. And with geolocation, location data is updated by the millisecond, which can also be applied to taxi dispatch and freight management.

5. Bandwidth Consumption

Just like power and battery, bandwidth consumption is the fifth connected car challenge we face today. For bidirectional communication, we need open socket connections, but we can’t have them using massive loads of bandwidth. Leveraging M2M messaging protocols like the aforementioned MQTT lets us do just that.

Building the connected car on a data messaging system with low overhead, we can keep socket connections open with limited bandwidth consumption. Rather than hitting the servers once multiple times per second, keeping an open socket allows data to stream bidirectionally without requiring requests to the server.

Solution Kit for Connected Cars

The PubNub Connected Car Solution Kit makes it easy to reliably send and receive data streams from your connected car, facilitating dispatch, fleet management applications and personalized auto management apps. PubNub provides the realtime data stream infrastructure that can bring connected car projects from prototype to production without scalability issues.

For I have seen the shadow of the curved touchscreen

Last year’s CES was the modern technology equivalent of the voyage of Ferdinand Magellan, proving beyond any shadow of doubt displays no longer can be thought of as only flat. While the massive curved 105-inch TVs shown by LG and Samsung drew many gawkers, the implications of curved touch displays are even wider.

At DAC 50 there were more than a few chuckles and some mystified looks when Samsung’s Dr. Stephen Woo spent a lot of his keynote address highlighting flexible displays as one of the challenges for smarter mobile devices (spin to the 27:41 mark of the video for his forward-looking comments). I think if we had polled that room at that second, there would have been two reactions: 1) yeah, right, a flexible phone, or 2) hmmmm, there must be something else going on. His comments should have provided the clue the flat display theory was about to dissolve:

Is there any major revolution coming to us? My answer to that is yes. I’m afraid that we as EDA, as well as the semiconductor industry, are not fully appreciating the magnitude of the revolution.

Woo showed the brief clip from CES 2013 introducing the first Samsung flexible display prototype, hinting that while exciting, it is still a ways from practicality. Why? He went on to explore the rigid structure of the current high volume smartphone – flat display, flat and hard board with flat and hard chips, and a hard case. I have some unpleasant recollections of trying chips on flex harnesses in the defense industry, and the problems become non-trivial with bigger parts and shock forces coming into play, not to mention manufacturing costs.

We might be getting thrown off by the limiting context of a phone as we know it. A gently curved but still fixed display poses fewer problems in fabrication using current technology. Corning has announced 3D-shaped Gorilla Glass, and Apple, LG, and Samsung are all chasing curved display fabrication and gently curved phone concepts today.

The real possibilities for smaller curved displays jump out in the context of wearables and the Internet of Things. The missing piece from this discussion: the touch interface. Flexible displays present a challenge well beyond the simplistic knobs-and-sliders, or even the science of multi-touch that allows swiping and other gestures. Abandoning the relative ease of planar coordinates implies not only smarter touch sensors, but algorithms behind them that can handle the challenges of projecting capacitance into curved space.

 

Atmel fully appreciates the magnitude of this revolution, and through a combination of serendipity and good planning is in the right place at the right time to make curved touchscreens for wearables and the IoT happen. With CES becoming an almost-auto show, it was the logical place to showcase the AvantCar proof of concept, illustrating just what curves can do for touch-enabled displays in consumer design. (Old web design axiom, holds true for industrial design too: men tend to like straight lines and precise grids, women tend to like curves and swooshes – combine both in a design for the win.)

The metal mesh technology in XSense – “fine line metal” or FLM – means the touch sensor is fabricated on a flexible PET film, able to conform to flat or reasonably curved displays up to 12 inches. XSense uses mutual capacitance, with electrodes in an orthogonal matrix, really an array of small touchscreens within a larger display. This removes ambiguity in the reported multiple touch coordinates by reporting points independently, and coincidentally enables better handling of polar coordinates following the curve of a display using Atmel’s maxTouch microcontrollers.

 

Now visualize this idea outside of the car environment, extended to a myriad of IoT and wearable devices. Gone are the clunky elastomeric buttons of the typical appliance, replaced by a shaped display with configurable interfaces depending on context. Free of the need for flat surfaces and mechanical switches in designs, touch displays can be integrated into many more wearable and everyday consumer devices.

Dr. Woo’s vision of flexible displays may be a bit early, but the idea of curved displays looks to be ready for prime time. The same revolution created by projected capacitance for touch in smartphones and tablets can now impact all kinds of smaller devices, a boon for user experience designers looking for more attractive and creative ways to present interfaces.

For more on the curved automotive console proof of concept, check out Atmel’s blog on AvantCar.

What do you think of the emergence of curved displays and the coming revolution in device design? How do you see curved touchscreens changing the way industrial designers think of the user interface on devices? Looking out further, what other technological improvements are needed?

This post has been republished with permission from SemiWiki.com, where Don Dingee is a featured blogger. It first appeared there on January 10, 2014.

Hot August Nights Fever? Atmel Automotive Infographic

People love their cars. It’s one of those near universal facts. Whether they live in big cities or small rural hamlets, drive a mini or a hummer, there is just something about the sexy vroom vroom of an engine that excites people on a primal level.

Perhaps it’s the destructive force in us that is drawn to what is basically a controlled explosion on wheels. Perhaps it’s something to do with an automobile’s sleek and contoured chassis – or the human need for speed.

Or maybe, it’s because there is a certain zen to be found in tinkering with an engine. Of souping up and optimizing an already lean, mean machine, and making it purr. Somewhere in all of us is an engineer who simply wants to solve puzzles – and what greater puzzle to solve than the many moving parts to be found under the hood?

We at Atmel are especially passionate about the automotive space, having been one of the first semiconductor companies to enter the market, embracing both the productive and the creative passion from the get-go.

Telefunken (the pre- predecessor of Atmel Automotive) was founded as early as 1903, while the Heilbronn fab in Germany, acquired by Atmel in the 1980’s, was founded way back in 1960.

Atmel’s first success in automotive was (rather fittingly) the electronic ignition IC which, in 1979/1980, was installed in every Volkswagen car.

Another early milestone along Atmel’s automotive roadmap was, ironically, braking. A start-to-stop scenario, so to speak.

The market for connected vehicles is expected to grow to a whopping $53 billion by 2018, with consumers demanding more and more connectivity each year.

A study by Deloitte in 2011 determined that 46% of people between the ages of 18-24 cited connectivity as being “extremely important” to them when it came to cars, with 37% wanting to stay as connected as possible while in their vehicles. A resounding 65% identified remote vehicle control as an important feature in their next automotive purchase; while 77% favored remote diagnostics minimizing dealer visits. And let’s face it, who can blame them?

A 2013 study by Cisco went even further, positing that Vehicle-to-vehicle (V2V) communications could enable cars to detect each other’s presence and location, helping avoid accidents, lower road costs and decrease carbon emissions. The report also found that intelligent cars would lead to 7.5% less time wasted in traffic congestion and 4% lower costs for vehicle fuel.

With over 1 billion passenger cars careening through the world’s streets already, increased digitization can’t come fast enough!

Today, Atmel supplies all 10 of the top 10 tier 1 automotive electronic suppliers in the world, not only with microcontrollers (MCUs), but with touch sensor technology too. Indeed, Atmel’s latest touch innovation, the bendable, flexible, printed wonder that is Xsense, has now been fully qualified and is ready to ramp, meaning sexy curved glass dashboards are closer than you’d imagine… Not bad for a feature originally developed as a piece of wood attached to the front of a horse drawn carriage to prevent mud from splattering the driver!

Atmel is also renowned for being a leading car access supplier, meaning we make the chips that enable cool remote keyless entry (RKE) systems with immobilizers, to reduce the risk of anyone stealing your steel beauty away from you. In fact, Atmel has already delivered over 250 Million ICs for this specific application, so that’s a whole lot of key fobs! Speaking of key fobs, here’s a fun fact; holding a remote car key to your head doubles its range because the human skull acts as an amplifier.

Moving from cool keyfobs to total hotness, it’s also worth noting that Atmel sells some of the highest temperature resistant parts in the market, some of which can handle heat of up to 200°C.

Last, but certainly not least, Atmel boasts the world’s largest portfolio of Local Interconnect Network (LIN) devices, for communication between components in vehicles. The firm’s devices have OEM approvals from all major car manufacturers worldwide, which is certainly something to be proud of.

So next time you find yourself on that long and winding road, kicking into high gear and hugging those curves, spare a thought for the components, because when it comes to cars, the devil really is in the details.

Integrating Capacitive Touchscreens Into Automotive Dashboards

By Stephan Thaler and Thomas Wenzel

As automotive design engineers integrate more sophisticated touchscreen technologies into their vehicles, they are transforming the driver experience. Resistive touchscreens were once the predominant choice because they are easy to control and relatively inexpensive to manufacture. However, they also support lower light transmission and their surfaces are sensitive to scratching. Capacitive touchscreen technology overcomes many of the problems associated with resistive touchscreens, while bringing the familiar advantages of smartphones and tablets.

When a finger approaches the surface of a capacitive touchscreen, this leads to a slight change in capacities of one or more of the underlying sensors. Self-capacitance and mutual capacitance are two ways to map capacity. The self-capacitance method measures the input signal of a complete row and column of electrodes; however, this method doesn’t always unambiguously classify the position when operated with more than one finger. Mutual capacitance measures every point of intersection in the orthogonal mix. Given this, you can exclude gaps in the finger classification that would be visible on the screen. 

When a finger approaches the surface of a capacitive touchscreen, this creates a slight change in the capacities of one or more of the sensors in the screen.

Unlike resistive technology, with capacitive technology the user’s finger doesn’t need to exert any pressure on the screen surface in order to be recognized. The precise position of the fingers on the touchscreen is calculated when the measured values of all points of the intersection are evaluated. Sensitive touchscreen controllers, such as Atmel maXTouch devices, can even register the approach of one or more gloved fingers.

Since capacity changes in these applications is very small, it’s critical to minimize the impact of noise and interference. Algorithms in the touchscreen controller can address these issues. For example, maXTouch controllers offer interference suppression that allow you to significantly reduce the number of sensor layers above the LCD screen. Post-processing functions also are integral to reliable operation, especially in different environmental conditions.

To learn more about automotive touch displays, read our full article, Capacitive Touch Technology Opens the Door to a New Generation of Automotive User Interfaces.