 And we're live. Hi. Hi, everybody. I'm Annette Kempf, and I'm an Electronical Engineer from Germany, working in the field of Embedded Software. I started early working on embedded software development still with AT51 for software on blow molding and injection machines. And then I switched to automotive, which by the time end of the 90s, beginning of the 20s was really, really interesting because in the beginning there were not so many parts which were like having embedded systems and then step-by-step we did a lot more in terms of embedded development. And I started in the combustion engine domain where in the beginning you almost had no components and then the regulations on air pollution got tougher and tougher and tougher and this resulted in adding a lot of components like maps and so on. So the software has been growing from like 100,000 lines to 2 million lines of software code and this was the time I was growing in this domain. And later on I step-by-step switched to electrification of a powertrain which now is getting more and more important. So you talk about 1997, right? 1998, what's happening in the embedded world in that time in the automotive? Did the cars have some electronics that were using what kind of software? What is going on back then? We had, for example, we used from Infineon the C176 microcontroller or 67, I switch around. So it was still a small microcontroller. We didn't have the architecture concepts we have right now. So even from high-level software we directly accessed some of the peripherals. So we had to learn architecture, better concepts and what also was coming there is the first steps of functional safety which are standards right now. By this time the standard was called IGAS and was from Bosch and it was the first step which is now implemented in the so-called ISO 26262 and you had step-by-step you had to think about transferring functionality which was from before in mechanics now into electronic and software and the whole community was learning a lot. So it was a lot of young people. It was really, really fun and we had the chance to take decisions which many people are not allowed to take today anymore. So we had teams, we had really technical team meetings and discussed and then said, yeah, we'll do like this and we went to our boss and said we thought this would be a good solution and he said, okay, try it out. So I really enjoyed this time. So does it have to do with stuff like ABS? Like right now if you turn too much then the car automatically doesn't overcompensate before I guess, I don't know if that's got anything to do with that or was it going over the CAN bus and what was it actually doing? It's more or less you have in automotive you have the division powertrain which is transmission, combustion engine and now electrified powertrain and then you have for example chassis and body where you have airbag and so on and then you have navigation systems and it's another big column and it's almost no exchange. So people are sometimes changing companies but once you were in powertrain you will always stay in powertrain so I never had anything to do with ABS, to be honest. So I worked really in transmission and combustion engine and for combustion engine maybe you know Euro 2, Euro 3, Euro 4 this is the European standards and also for the US you have legislation where it's connected to the air pollution for example you have to if you want to sell a car to the US you have to comply to requirements defined by the CAP California Air Resource Board where you have to do all different sorts of diagnosis for the combustion engine and these diagnosis for example were also growing in the beginning we had some diagnosis now it's around 1500 diagnosis for each and every input pin for each component which is connected and so on. So it was really growing the software and by growing step by step this software you had to learn a lot how to structure it and of course you have to understand the growing functionality because in the beginning the dependencies were not so important by a combination between air mass flow different temperatures exhaust gas regulation where you put the exhaust back again as input air and then the control algorithms got more and more sophisticated and of course with the teams growing growing a lot the communication structure in the company also had to change. So what goes into when a car is emitting CO2 pollution what goes into the whole embedded system that takes care of that measures that where is that located physically that an engine the stuff that you're doing there can you explain a little bit this is something that happened started happening 20 years ago? More than 20 years ago but in the beginning it was like very basic and then it got more and more sophisticated so for example I started in gasoline and then I changed to diesel for the diesel system you have I had pressure pump you have we had piezo injectors which can open and close even when you're when you're injecting for one cylinder it's not just one injection you have pre-injection you have main and you have post-injection where you open the this piezo injector very short time and close it again open again and close again and this makes a very smooth combustion process and this this is enabling you to have less emissions so in the beginning of course it was just very basic valves and just opening once and then you had this exact opening and closing and ensuring a perfect burning mechanism and of course you have the air flow from the outside you have to know all the temperatures you have the exhaust gas well for a regulation a really circulation where on the output you take it back to the input a part of the exhaust so you're not only taking fresh airs but also exhaust you have of course the pedal value sensor which is for taking the speed you have a brake you have the which is challenging is the air conditioning most people don't think but it's generating approved torque losses and then safety functions might find something which is not intended so you might think you have an arrow which is not an arrow because you just the air conditioning or you're stopping the air conditioning you have filters you have I don't know you have around 50 components different sensors in all the burning path yeah you have when you start the car the starter you have mild hybrid where you have towards electrification and so on maybe I'm playing one of the videos that you have is that like a big jump in the present compared to what you were talking about from 20 years ago but what is what does the video talk about here the video is talking about the SENT bus protocol and it really didn't exist like 20 years ago because SENT is a protocol which was introduced to replace analog sensors so if you have an analog sensor you can have like offset errors which are not exact and this protocol it's many people have a problem to understand in the first place because it's based on time so what we see now is the scale so the first part is really giving the timing and then afterwards you really get the data information and as it's very basic and not communicating a lot of information it was designed to communicate to analog values instead of analog sensor it's like a digital sensor which is giving the information by the time without having a clock so it's very special and it was I think introduced in 2003 but I'm not sure about the date it's not very old and so is this a bunch of infineon stuff that what would be the chips chipset what's the texture of those and how do you program for them what's used is in this field it's either infineon or renaissance or nxp so I saw these three which have solutions for these demanding automotive implementations in terms of timings so I worked most of the time with infineon so we started with infineon but in between where I worked we had also the all the oaks they were called from free scale microcontrollers which are now nxp and then we switched to infineon back again but it's not so easy because it's the complex microcontrollers the last time I worked was with infineon and the handbook of this so called aurex microcontroller has around 5000 pages so it's not that you can switch like every day and they are very sophisticated peripherals internal buses and so on for aurex it's a GTM module which was specified by Bosch which is designed especially for these timing topics so once you chose one microcontroller to switch is not so easy it's not as difficult as it was in the past this is something which really also changed in the past the chip producers did not deliver something like an mcal layer and now you get the basic software which is controlling these peripherals you can buy and it's standardized and then you have a clear interface which is the same between like renaissance nxp or infineon microcontroller sounds easy but for electrified powertrain and also for combustion engine the mcal are not sufficient and then you need so called complex device drivers and then you're back again really close to the microcontroller and you have to read the manual and you have to understand and you even have to understand the mcal you get delivered because you are sharing resources with this and then it could generate problems if you're not looking into all the details you need to know so I guess these chips have a very high reliability, very long life and I guess maybe over the last 10-20 years would you say there's been a lot of performance improvements or is it just pretty much the same just trying to make it simpler or how would you define it is it are they ARM processors ARM architecture or something different? NXP is now changing to ARM as I understood but before it was for Motorola architecture so it was Motorola then 3 scale and then NXP bought it so it was the Motorola architecture which also generated some problems because for Motorola and for the other architectures you have a different opinion so you have big Indian and little Indian which is then generating problems if you are communicating via bus and so on so you have to take care if you're switching in between my understanding is that the next generation NXP will be based on ARM for renaissance I don't know to be honest and for Infineon they are staying in architecture so it's the Aurex and the next generation is still based on this so you have the core is a tricor microcontroller it was called tricor and then they added several cores so this is the point you ask about complexity the complexity has been growing a lot so the functionalities in the car have been growing there are a lot more features inside you change from single core to multicore which caused many problems and of course the chips are a lot more powerful than they used to be what's the advantage of having a more powerful chip you call it the transmission right what does it change does it optimize range like crazy I guess maybe the new electric cars have a bunch of stuff happening but are completely different compared to the combustion engine calculations or is it maybe similar there are some differences like for the combustion engine you have many many sensors and actuators you have many many parts connected so you need lots of pins this is one thing but you are slower in the calculation I would say for the electrified power train for electric motor control it's less complex the software it's not it's not that big but the timing is a lot more interesting so you have to the so-called field oriented control and here we see the clock transformation which is the basis for field oriented control anyway for each electrical engineer who is female and this is interesting anyway because she is the one electrical engineer which for us means a lot and the first one who really gains popularity and was admitted to this US circle of engineers and looking at this you have the transformation the clock transformation which is the basis to have before you have three axis which is resulting in differential equations you cannot solve and by doing this transformation you have two differential equations which you can solve and this is the basis for the so-called field oriented control to control the electric motor and what you see here is one of the things my company eclipziner is doing because we are doing trainings especially in this field so what we are seeing here now is some short trailer video which is giving an insight in how the trainings are built up so there is a lot of mathematics going on in there or do engineers that work in this field need to know all their maths, the mathematics to get all the calculations right or if you do work in the field oriented control and the control algorithms you should have your mathematics and control algorithm know how including Laplace transformation and set transformation you should know but in these kind of projects you have different roles so some people really need to know these things and of course for each control unit you have you also have all the communication we are lin, ken, flex, ray, ethernet all the different bus system you have input and output components you have your diagnostic event manager for all the diagnosis you are doing so you have, depending on your architecture of such an electronic control unit you have different roles in the team so even if you are using the same tools and even if you are programming in either NC or in MATLAB Simulink some people need deep knowledge in the microcontroller which is used other people need really deep knowledge in the control algorithms and it's not only the control algorithms and the math you have to know you also have to be interested in the system because it's not like that you are just software based you are controlling an electrical machine and this electrical machine is moving in some cases move in other snow and it can be like in motor mode in generator mode you have a connection to the battery you have also when you charge the car you have a charging so you have all the different states you can have so you have a car parked you have it charging you start driving you are driving fast you are braking you have a connection to the brake because you have recuperative braking so in the generator mode and also you have the braking which is done by the brake system and of course then we really have a connection to the AVS and this makes automotive complex because you cannot say this is my software architecture and I have a synchronous communication and done this it's control algorithms and this is all happening at the same time and you have to make sure that the reaction is correct and that you are not causing any accidents or acceleration or deceleration which is not supposed to happen and of course you also have an energy flow so if you are braking hard maybe the battery will not take in all the energy because the current is too big so you have to make sure that the amount of energy you are sending to the battery is correct so you have to control all this all the time and you have to connect the different microcontrollers of the different control units and the challenge is in the timing so is there like automotive OS that kind of links everything somehow because all these different microcontrollers run different things at the same time somehow and it has to be synchronized or it's called E slash E architecture but right now there is not an automotive OS I know that I started to have it more centralized and now step by step our OEMs also are taking this step for some of the issues this will work but for others this will be difficult so on the one hand of course you have the logic which should be close together but on the other hand you also have your system which is for example for the electrical machine control you have to be you have power electronics and you have switches which are switching quite a lot of energy there and you have to be close by and you have to make sure that this timing is considered the same is for break and ABS which are often also done by other suppliers the idea of course is to step by step to have reusable software to a certain extent this is possible and there we also have one training and we are starting to do more there is a standard called Autosa which was defined for the automotive industry and it's defining the basic software in detail all the drivers which are connecting to the hardware and also this so called diagnostic event manager for the diagnosis and then you have an interface layer this is the real time environment which is connecting then to the application software and this standard has been defined by the Autosa organization where the big OEMs were the founders and then the big OEMs and also tier ones and they defined the standard in the beginning it was just the called Autosa which was only the classic platform and now with this going more to an automotive OS like you said there is also adaptive Autosa where they are still in the process of defining so there was something released but the changes are quite big so we started our training to be honest with the Autosa Classic it was more stable so I guess it is a big challenge to make everything work in a car and I guess it is getting more and more complicated right now and the new trend is a little bit to do the electric cars and what do you do with the electric cars one of the trend is electric cars also and other trends are like autonomous driving where I am not so involved and for electric cars you need know how again which many people forgot in the past so when I started we had the for the electrical machines there was almost no interest so this was old stuff didn't change not interested was only used in industry projects jobs and what we see here now in the video this is like the communication between the charging station and the vehicle so people have to now work with more electricity again which they did not do in the past and this means there is a high need of learning all these things and the need for understanding more electronic engineering is coming due to the fact that the people work more with understanding mechanical parts in the past and now you have an electrical machine and you have a high currents not very high currents but it's enough to kill someone so you have to make sure that you have it's called high voltage safety just for an understanding in automotive high voltage is not the same as in power distribution so if you have like a power plant and power distribution then this would be low voltage which is called high voltage in automotive and then people working in car repair shop have to learn this and also all the engineers so what's happening right now is that the people who use to work for combustion engine projects are switching step by step to an electrified power train and of course they need to understand all the changes the interesting thing is like you said with the car architecture from the vehicle these people who work in combustion engine still know their interfaces so they know the interface to the rest of the car for example Prec, ABS and how the communication is usually working then you have a lot of know how also on the microcontrollers on the drivers and so on these know how is there also the interfaces are there not only the interfaces of the software but also working with the customers and so on because the same people who work for combustion engine on the OEMs are switching to electrified power train and also at the tier ones but to understand how an electrical machine is working, how a power electronics is working power electronics is the electronics also big difference because before you had just small currents and now you have higher currents so before it was more digital design now you need analog hardware design so these are changes too and of course what we saw now in the video before they are also for the charging mechanism which is between the charging station and the vehicle there are some standards and there was quite a lot of chaos with new standards like it is so you have like the Chinese standard the Japanese have a Chinese demo this we see here is the European standard the US will do a different one which is similar but not the same so and this is also generating problems it's called interoperability and you would expect that by now each charging station can talk to the vehicle and that the charging is working fine not the case so some charging stations are talking to some cars and so not the whole community of charging stations can talk to the whole community of electric vehicles so you have some good and some bad combinations there's also a big challenge in this direction and there we are not only doing e-learnings we are really working on the electronics tool so we defined an electronics for the charging station which is doing the communication because they understand the European standard has gaps where the timing is not defined very well and some other things were not done in the smartest way from a standard point of view and this is generating many many problems so we are working on this tool to have electronics for the charging station and also a test system which is doing these interoperability tests to a certain extent because the different standards there also have some test cases and Germany has started with a DEAN standard and then switched to the ISO standard so you have some charging stations which are still according to DEAN and then the ISO is different and there's one thing they changed in the standard when you had one byte for the DEAN which was don't care and they used it for the ISO to define whether the signal is encrypted or not and they chose zero for encrypted which would have been the normal default before so you have a problem that all the DEAN relevant usually put zero for don't care and then it's expected to get encrypted information this is one of the examples why it's not working and there are quite a lot more Has it been interesting I guess you've worked over the last since 1998 with the German car makers or the French or and has it been interesting do you think that there's a lot of talk of trying to make things better in the future especially now that everybody is talking about EV yeah first I worked for different car makers so I worked for BMW and Volkswagen but also for Ford, Land Rover, Jaguar so I know I also did some Opel which is now Stellantis I worked with Fiat Project which is also now Stellantis so I worked for quite different car makers because I was at a tier one and we provided solutions for different car makers and I also had a team so I was not only working as a developer but also as group and department leader and I had some transfer case and transmission projects also for Bogwana for example and ZF so I saw quite a lot of different tier ones which were delivering components and electronic and software and the OEM side so my feeling is that currently things are rather moving backward then there are lots of problems so I don't know where it all comes from but this was kind of a motivation I had to start the embedded academy because I had the feeling that there is a lack of know-how and a lack of discussion how to do the things real good so there is pressure in terms of timing but I had the feeling that in many places they just stuff in software and sometimes we even called it shit in shit out programming so you get some requirements you just do it exactly like it's requested and not think about the consequences and I think this is the reason why there are more and more problems in the automotive industry and we have to get back to the know-how base and really think of what it means and it's not just that you look at the software function for example for the electrical machine you have your control mechanism but then you have that you're switching some IGPTs or MOSFETs and then you have a inertia of a machine so it takes time until it's accelerating or accelerating then you have a sensor which is measuring this rotation then you have some entrance filters because if you have like a high voltage some noise on this then you could break the microcontroller so you have some filters there then you have your basic software and then you have a signal so your signal which you're receiving which is giving you the position information is old so you have to do an estimation where you are and this means the control mechanism control algorithm you have to know it's not just like the controller you're designing in the software you have to have the whole path and to understand the full behavior and for this you have to be interested in the whole system to understand what's happening there which timings you have how the different parts are interacting and I see that there is a lack of knowledge so I don't know for other countries in Germany they reduced from 13 years to 12 years for getting the heist diploma they switch from the so called diploma engineer to bachelor and master and some of the students just study two or three years in theory less than they used in the past and then of course you cannot accept they expect them to have the same know how like in the past if you have two or three years less of studying then you need to learn the things and companies need to train the people on exactly at least exactly on the job they are supposed to do and this was my motivation because I saw first of all you have to switch from combustion engine to electrified powertrain and in general you need to learn the things so we started with some standard embedded things also in German right now we are switching more and more to English because the international interest is higher than the German interest and then we step by step we are going into the electrified powertrain but we will not stop there so we have some general automotive know how like what we saw for the basic software and the rest of the architecture standard auto so we are also doing the process framework on automotive spice and we have this electrified powertrain but many things we are doing in the electrified powertrain of course you can use also outside in the normal world so we have some electricity magnetism basics we have information on the electrical machines we have training on the Park Clark transformation it is one part and we have what we also started early with a training on encryption so there you have historical ones and all the typical encryption mechanisms which are currently used so there is one comment right here from D. Fraggler time constraints are annoying we have a lot of people who are not interested in the software industry a lot one thing I am wondering is with all the chipsets getting better and better and more and more crazy powerful and everything and everybody wants to add more functions and the electric cars are doing even though 20 years have gone by but every time they launch a new software what do you guys want to ask? usually what I know is that you usually set up a product line so you really have a software product line that he wants providing similar software to different OEMs so it is not that you start from scratch something which you are reusing which sometimes is going beyond useful so for the combustion engine we had so called variables which you could calibrate later on and there you have up to 100,000 values which after the software is delivered you are configuring optimizing the motor and for the electric motor it is not that much in this direction but as we are working with the same people than before on the OEM side we work with the combustion engine they ask for these parameters again although you don't want to do it but they are asking to do their parameterization themselves and to have some freedom and of course this freedom you have to test it and to make sure this is one aspect and with the timing constraints this is getting more and more difficult also with multicore systems so your software is not running on one core you have maybe three cores is often used right now and then you have to make sure that you distribute the software in a good way and that you don't have happening that you lock each other or that you have race conditions so you have to make sure that these timing issues are taken care of and with these like more software and multicore systems this is getting more difficult of course so here we have another comment thread safe and locking is important software has got a lot of reusable libraries it should do the job they need to do does it make sense when he is commenting right here yes software has a lot of reusable libraries this is true and this is what each tier one is so they are trying to have a product line to say they have one reference architecture which they are using for each similar project so if you have an electric motor then you know if you have like an induction machine or a permanent magnet synchronous machine or which machine tube you have you can have and of course you know your hardware design which is also reused so then you know if you have like a two level, three level inverter architecture what parts you are using which chips you are using so it is not only the main microcontroller there are some other intelligent chips you have been choosing for your hardware you have your hardware software interface and of course the whole context of the product line you try to do as much reuse as possible for the next customer there is one more question right here if I understand it correctly they create a generic interface on which they build up modules is that relevant yes yes if you have a reference architecture then this means you have you try to have as as much as possible generic interface and in addition to this like I said before with this auto sound standard with the auto sound standard some of the interfaces are really defined in this standard this is more the basic software which is close to the hardware and there really interfaces are clearly defined and this is something where the automotive industry said okay this is not distinguishing and this is not really a product relevant so we can share this know-how and make sure that this reuse can be established and for example there you can buy the stack from yeah vector or bit of I think KPIT also has one so then you have the basic software stack you have interface mechanisms the problem there in this standardization was there were too many people there and there are too many mechanisms allowed so you have redundant solutions you don't have like only not only one solution for one problem but maybe multiple solutions and this is not optimal so it's a bit too much in the definitions and coming back to then the upper part where your own product line is and you have your so-called application software of course you try to do a reference architecture and this reference architecture means that you are trying to have at least the component architecture and then of course you are defining standard interfaces with the same resolution if possible or you can also calculate at the interface but it makes sense to have the same resolution and the same kind of interfaces so working in the industry over the past years and recently and in the future are there some kind of conferences that meet with the different car makers and kind of like try to suggest or talk in a discussion what should be the standards to make things better can you define a bit more why you think things are getting worse in which aspects is it just getting more complicated yeah but I think it's getting more complex and sometimes we make it more complicated than it should be and this is one thing and of course automotive has lots of standards but I sometimes it's had the feeling that they define standards 10 years after the industry the rest of the industry defined other kind of standards because automotive only looked at automotive so it's like reinventing the wheels sometimes there are standardization meetings but with this Volkswagen scandal for the diesel the activities almost stopped because before there were quite a lot of meetings so called in German Arbeitskreises like workgroups and where you exchange the things which are not necessarily important for one car maker to say okay we can standardize this for example for ODX standard there is a standard called fault symptom exchange description which is an add-on to the ODX standard and there I worked in a workgroup for all these diagnosis information and to say okay if the OEMs are receiving this information from the T1 it has to be clearly clearly described so all the diagnosis are kind of in kind of a domain specific language it's a clear description and then they only need to review and take some things out or modify a little bit and then they can send it to California Air Resource Board to have this in the so-called summary table that they can I don't know have a type approval for the US so this is one of the standards and of course AutoSci is one of the standards but I think main thing is really that the complexity has been growing a lot so there is if you look at older cars and if you are also driving an older car if you go like 150 kilometers per hour with a very old car you have a lot of noise by far not that safe and so on and with a modern car you go 180 and it feels like in the past going 80 kilometers per hour so you have a lot of changes everywhere you have I don't know multimedia you have a head up display you have the new emission standards we are going towards autonomous driving you have automotive automatic parking functions you have automatic distance control there is so many new functionalities which came in in recent years and this is how the amount of software has been increasing a lot does this mean that the teams grow to get a car out in the market has Tesla came and came and gave a punch or what do you say a wake up slap or something to the industry have what do you think is the influence from Tesla it's interesting the influence in the past in the industry we said if time schedule is completely crazy we said it's Harakiri and now it's called Tesla Tesla timing so we have to finish in Tesla timing this means for the tier 1s it's completely unrealistic and crazy but we try to make it and I think this is really explaining Tesla the thing is for Tesla I think they have lots of problems still and imagine a BMW would have done it the same way as Tesla this was not been possible it would not have been accepted by the customers so as a newbie it's okay and the buyers have been accepting also a lot of deficiencies but Tesla still has a lot of bugs and deficiencies inside and has been growing fast and it gave a push to the rest of the industry and they are slower but I think they are trying to do it in the way they used to do like we're setting up a product line we're setting up pre-use we're doing lots of testing to be really sure that it's working and for example I had some e-samples where we have two years before serious production and the car was driving fine already but then you need all the diagnosis all the things and especially with the diesel gate with Volkswagen the authorities have a very close look on the carbon car makers where they cannot work in the same way as Tesla it's impossible they really cannot do this it would not be accepted neither political nor from the buyer of a car but now the politics the political guys and girls in the EU are saying like they're pushing even further and saying you we really have to get electric in like 5-10 years and like more and more car makers are saying that they're switching away and just doing only electric are they all going on Tesla time now no I would say the first electrified car I worked for the project it was then stopped by the OEM themselves we didn't understand the electrical machine and the power electronics and everything working and this was in I think in 2001 so it was quite a while ago and the suppliers have stable solutions and the cars will now come step by step so Volkswagen has quite a lot of cars on the market yet already also Opel started BMW you will get a lot of Mercedes cars for others I don't know but I also saw that Hyundai gave a big project I saw in the press that Vitesco will develop this so there are a lot of electrified cars on the market but maybe we can look at this charging topic again because there is the issue so there are not so many charging stations there are not so many possibilities to charge your car if you have a private home where you have like a private plug it's okay but if you are living in a city where a bigger block is in the garage you don't have possibilities and also while driving somewhere there are not so many charging stations which are available so on this market a lot has to happen because you cannot sell the car without providing the means to charging maybe I can switch over to your slides right here what I'm wondering maybe you can talk a little bit about you just mentioned a car from 2001 can you mention a little bit is that a secret who it was and what it was because sometimes I wonder if it's some kind of weird politics or not really politics but like I guess the word is oligarch industry wanted to survive or something like that stay relevant and now there's some forces in play that's trying to move everything to electric I'm not sure where the problem was because we thought that it might have been the battery so we only did the part with an electrical machine and with power electronics and the software for the electrical machine but you also have a battery part and I don't know if there's so many things behind which you don't know if you're working for a tier one you only have a part of the overall vehicle which you're supplying a small subsystem and you don't know about the rest so it could have been that they had problems with the battery package even with like protection of the battery so this I cannot tell the batteries weren't as good 20 years ago for sure but I always thought that somebody needs to do a standard for battery swapping even though batteries are heavy and there's a lot of power going on the connectors need to work and everything there's always been some talks some people might like a better place for battery swapping a little bit in the US and China is doing battery swapping I wish the industry had a standard for that that just made it more easy but that's a different question I guess almost in contact with better place in the past I think they were just too early it was an awesome idea but too early right? too early so the timing was not the best because the idea of course it's not so easy because it depends which kind of vehicles you have maybe for light trucks it would have made sense and for the normal passenger cars the problem is that you try to optimize and fit the battery perfectly in and you have to make it crash safe and so on and you don't have so much space and then it's difficult to say you have enough safety space in case of a crash and you could swap it but for the light trucks I guess this would be possible so maybe better place can start again I have this theory sorry my camera is a little bit gone but I have this theory that I'll replace the battery maybe the chance for the European car makers against Tesla is to just embrace some kind of standardization around the battery swapping and then I think that would give them a chance but I guess it's complicated for all these competitors to agree on size and weight and everything I don't know in English now the term it's the space where you put the things and this is always a big discussion and this is even a discussion if you only have that small control module so I guess for the battery it will be really really difficult because then you would have to have the same size of a car below also the real distance and so on I think it would need to be exactly the same so you can only define a common platform and say okay for this common platform this is possible and I think this would be only possible for the big ones like Volkswagen they could do yeah because I see so many cool cars amazing cars very affordable hatchback SUV and it's so trendy and some are less than 10,000 euro but I wish they would just like embrace something that's just a different political question but maybe how about we get to your slides where you you're talking about your product like your company maybe I can go back in the slides right here maybe you can talk a little bit about so what do we see in your slides from here okay this is the company eclipzina and what we saw before eclipzina is my company and we're doing several products and 10 employees you have yeah maybe you because we've been looking more on the e-learning topic now and there the interesting thing is that we are really combining different things we have the technical knowledge and maybe this is also interesting to see if you're working as an electronic engineer in such an environment where everybody else is doing the same job then after a time you're happy to work with some people who have a different background also and by introducing this e-learning with embedded academy I have a chance to work on the technical level but also on didactics and design and animation and knowledge management so we are combining everything and this means also that the team is a mixed team of different disciplines where you can only achieve as a team a lot together so you have really these different views and discussions and you can create something which nobody else has so we are not just doing e-learnings like this conversation here where you see a face in between maybe a little bit of information but we have the technical animations and you have interaction you can choose your buttons and so on so we are really taking you on the journey of learning and give you the chance to interact and learn and there in this slide we see the different columns so we have the dark blue one is the background technical know how you need to have and then we take it for example to one application so we have electric charging I see that I forgot the check mark on electrified power train my thing is re-formatting your slide sorry I did an import of PDF to PowerPoint to do this and then the electrified power train needs information like electronics basinics or magnetism and so on so we take you on the technical things you need to know for the electrified power train but of course we ask you to learn also the background information that you understand everything which is connected to this and this is one of the concepts that we have different units in the background because some people need this information and others say okay I started this I know and maybe we can look at the first step we went in was the motivation this is the roadmap which I can also explain like the roadmap is many things which we are doing is connected to automotive this is why my background so we have automotive spice which is a process model on how to do step by step development and then we did the focus on the engineering so the first things we implemented was like an overview training and then all the system and software engineering processes and we'll continue so we will have we try to cover everything but it's step by step for autosar also we started with an introduction and with an overview training on the automotive autosar classic virtual function bus is the bus interfaces with a standard for communication this will be finished maybe April or May and then we will go into the autos we have some embedded basics floating point and fixed point this is the only one which we did not yet translate from Germany to English will come soon and we have Park Clark transformation which is one important things which you need for the electrified powertrain for IT security we have the historic cryptography and the modern one and for electric charging we did the electric charging communication and for the electric powertrain we did more or less the basics the power electronics the electrical machine the control of the electrical machine and battery systems and work and will come soon too so who can join your embedded academy and can people sign up on the internet and do it remotely yeah it's a web shop so you can buy a subscription and the subscription is for one year and you have access to everything for one year meaning from what's available right now and what we will generate step by step in the future and recently in January we signed a contract with Vitesco which is the tier one for exactly this field and some of the e-learnings will do now with Vitesco together which of course enables us to speed up the process of generating new content so are they for example looking for many new engineers are there many people looking for this kind of job I would say yeah you have people who are looking for the job and even more you have at the OEM and tier one side all the people who are now switching from combustion engine projects to electrified powertrain so they have a certain know how and they have to switch the position within the company so they are usually not looking for a new job but they are staying in the same company but they need to have to acquire new know how in order to be able to work efficiently for these other kind of projects and where are they based which country do they live maybe the people working in the space you have where the OEMs are like in the Asian market China started with electrified so they don't have so much combustion engine but you have Korea you have Japan you have the US you have a lot in France Spain a little bit Italy UK and of course Germany and this is for OEMs then you have T1s which are similar countries and then you also have service companies I don't know development services where you have offshore development there is quite a lot in Northern Africa so you have for example Vallejo has a big location in Egypt you have in Tunisia you have in Morocco and of course a lot in India and in Europe it's also quite a lot of development in Romania also in the Ukraine so Hungary so you have quite a lot of countries where the people are located who need this kind of know how do they all connect with you from all these countries and sign up and to be honest we just launched many of the trainings which is in the process of getting these customers but they have contacts to quite a lot of different countries within Europe and also outside of Europe yeah so maybe thanks a lot for doing this presentation maybe are there some things we didn't cover that you think we should have asked you maybe we can have this one slide with do you want to screen share it from yours or should I try to find it on next maybe I can screen share it on mine is it this one no it's one where you see the timeline yeah if you can add the screen share ah the timeline should I go back then maybe yeah it's the motivation and the timeline oops oops this motivation no I'm not sure if I have the same yeah are you screen sharing your can you try to click I will open it first this is not the right one interaction and hold so it's like there yeah I see your screen you can maybe do a full screen if you want how is it working with maybe are you going to link to the slide somebody is asking where can download the slide open the door to Algerian startup I have to check if we can like communicate all the slides if I want to provide them but I will do a subset of this maybe you can answer the comment on the video under if somebody asked then you can answer over there so now you can comment I'm sharing your screen okay so more or less like our motivation coming back to this was really the future needs so we have technology change in many areas so we have autonomous driving we will do something there too we have interconnected production we have in general digitalization we have electromobility and we also have decentralized energy supply so there will be a lot more topics we are going to cover and this means we will have more and more people working in the embedded domain it has been a growing business with like 12% growth in the last years and this means you need of course the solid fundamentals where people coming from the studies they have gaps you need the contemporary know how what's up to date now and you also need some knowledge about the newest technologies and what we see here was like kind of a motivation because some people they are even I would say from the people I know of they are sometimes afraid to ask for trainings or to admit that they don't know things and from my point of view it doesn't make sense if you say okay in Germany you have to work until you are 67 in other countries will be a different age but this means like the average engineer of 2021 is 45 years old and has done a university degree in 99 and of course if you are working in the embedded domain it's not necessary that you studied the same subject so some mechanical engineers, electronic engineers have studied physics or maths or computer science and of course there are gaps so if you ask someone from mathematics they might not even know what a PWM signal is and if you ask some mechanical engineer they might not even know what a software class is where the computer science people say but this is like in the first lessons you learn this so the gaps are from the curricula of a university and you have to fill the gaps and during your work life you will not do the same job all the time so you have job rotation you have new project and of course you have new technology and so the needed know-how it's changing it's constantly changing and also you need to update know-how so if you studied for example electrical engineering 20 years ago and now someone asks you for your electrical machine know-how you might not know like some of these odonichris and other diagrams anymore or you're not able to calculate and sometimes people also don't want to admit that they don't know and this is giving them a good chance to update the know-how maybe even without asking the boss this is one solution and of course for companies they can give the people the access and then they might do an extra lesson which was not necessary planned to get the know-how back again and to be able to show in the job that they really know what they are doing and below you see like the timeline the same timeline we put like as an average above looking back here and I'm not that old but I can still remember the discussions on on cruise control if it's really okay if the vehicle it will keep the speed without the driver touching the gas pedal nobody would discuss this today anymore but these were really safety discussions which took place in the past where you didn't know how the legislation how the drivers would react and so on and we have a lot of technology change and people get used to all these things fast but if you look at this like the basics in the past and what's coming to have fully autonomous driving this is a lot of software a lot of input output bins leader camera systems and of course you need to increase the staff and you need to increase the know-how there all right so you said employees and you will be able to cover all the different topics and everything and somehow and organize the knowledge in a way that makes sense not only as indication education platform but also I guess and work ethic or what do you call it like getting more efficient and getting all the stuff done for all these companies that need to switch to Tesla time a little bit if I'm a little bit joking but so of course we'll increase personal so we started increasing it it has been like my personal I don't know my personal motivation so it's all my personal money which went into this quite a lot of my hard worked money in within the automotive industry I put into this project now with having the collaboration with Vitesco we are speeding up quite a lot and we will increase the team so within the last four months we produced half of what we have now so we really are picking up speed all right so thanks a lot for talking about your company and what you're doing and the industry to try to understand what goes into every car there's like so many millions of cars I don't remember how many is a billion cars there's so many cars and they all have embedded systems and they all need to just work and not like crashing to walls and everything they have a hundred million lines of software code each of them yes each of them nice and hopefully there's not too many bugs and it just works and it sounds amazing that the industry and the experts that go into making this wheel making this work and I hope it's like a fascinating kind of job to have to work in this field I always enjoy it so and you look at the cars and I also remember I was in Romania for two years and I told to my team if you come to work in the morning look at the cars and in the future they will all drive around with your software and then my software team said yeah and I looked at the cars and it really makes a difference I'm working for this so then you see the product and you see the product and you think I work for this and this car and this car it's something special I'm renting right now a Dacia Sandero and it's just completely amazing and I checked on the internet it's a car that's only 7,000 Euro kind of a little bit more maybe 10,000 or something and it's just amazing what the car companies are doing like the modern cars are so smooth and amazing and affordable and I guess it keeps this needs to get better and better when they come it seems that the car the demand is not slowing down and there's not enough chips for all these so I don't know if those chips that you're programming on are part of the problem also if it's more like different kind of chips that are in short supply but okay that's another hour we could do right about all this stuff yeah for the chip supply it was two things it was corona where they slowed down the production because they thought that they will not sell that much this was one thing and the other thing was like in this renaissance plant where they had the fire and in the US where they had the blackout in this one area there were quite a lot of chip suppliers there and I know that the infineon was affected there so we had a combination out of like a pandemic and some mishaps alright so thanks a lot so I hope the people who find this video find it interesting it's like a movie a movie is 76 minutes at least it's like a feature film so they didn't have to watch a Netflix movie and they watched this video instead alright so thanks a lot and maybe do you want to mention just something what's been happening this year with the embedded world was online that you still we still able to connect with all the people or do you just do a lot of zoom calls and teams and all this stuff or what do you think? we do teams and zooms and google meet and in Germany send call which is based on big blue button of course to connect with all the people within my company because we also have trainings usually trainings classroom trainings here we took the room which is planned for was used for classroom trainings and made office out of this to have a higher distance between the people but my team really likes to come to work so we try to separate as much as possible some do a home office so that we're able to keep the distance and not get anybody sick and I've been connecting via phone and these different meeting options with different people I know cool alright so hopefully some people can watch leave some comment and you can if there's some good follow up you can answer to the comments or share the video around to the right people if it can be an interesting introduction to what you're doing right there and do you have would you say there's a lot of competition in the field of education in this field or this is what you're doing is trying to do something very unique I think that we are taking it a step further and that we really benchmark and unique there because we are taking this animation and we are showing the technical things so it's not like that you see one person talking and maybe some PowerPoint slides but we really take the people through and we have the interaction so you usually don't have like two minutes where you just can sit and listen you have to switch some button you have to do something you have to keep active and this means that you're taking in the information a lot better and there's a lot more planned and in my head so we'll combine it with knowledge management we will have different navigation paths inside and step by step I'm this is really something that my heart is beating for so it's something I want to take further and we will every year we are earning I will put into increasing the team and get the next things implemented so I have thought in my head and this is the perfect time for everybody to improve themselves and learn new skills and all the people who want to join this industry to upgrade themselves for the next gen of crazy cars that are coming out with all these amazing features and all this stuff do you talk about the price of your platform? currently it's 640 euros per year the yearly subscription but we will increase it we made a marketing workshop and we did some pricing models so it will become 990 soon is it possible to kind of like price it based on where people are? so if they are in a country where maybe the standards are lower could it be lower priced than people living in Germany or something like that? we'll have to think about this but currently we did not consider yet to get the feedback so you also have to take care of all the tax systems in the different countries so the web shop is for more than 30 countries the most relevant for automotive but we did not cover everything yet this means also some things you have to take care of all the tax system and how to write the bills and so on maybe the tier one supplier so the car makers can buy a package for all their employees so we have different options we can either have that you have one domain and we have a voucher concept so that you are paying for 50 or 100 people access and then we give the voucher to the HR department they do their organization there if it's even bigger then we can make a direct server connection and a special instance for this company like for the big OEMs or suppliers this would make sense to have like a direct access where all the employees can access with single sign on and you don't need a special login all right so I hope some of these guys are watching this video and thought my questions were okay and then they can just click through and sign up all their employees in one click or something like that all right so thanks a lot for this talk for explaining everything thanks a lot for everything and for your questions thanks everybody for watching thank you bye bye