In most cases, it is actually sufficient to look at the ECU’s inputs and outputs to functionally test a component (Figure 1). However, this becomes difficult when state machines are used in the ECU. Their current states can only be derived indirectly by their effects at the ECU’s outputs. In the case of sensors whose values are not transmitted over the network system, it is also very difficult for the test engineer to localize errors to the software interface. From outside the ECU, it is not clear exactly where the sensor value was incorrectly processed.

Different methods that offer access to internal ECU data are used, depending on the phase of ECU development. In early phases, for example, internal ECU values are often output in so-called “reserved development messages” (Figure 1). For the functional developer at a supplier, this is an effective and quick method that precisely targets a specific objective. However, these supplemental messages must be removed for later development phases, especially for system integration and series production. They induce additional bus load, and in the worst case they might even collide with messages of other system components. Another way to access internal values is through diagnostics (Figure 1). Some information is available directly via diagnostics, e.g. diagnostics offers access to fault memory. Special diagnostic services are also provided to read the required values from memory. The advantage here is that a standardized access method is used. The only precondition is full integration of the diagnostic driver; this is generally provided in today’s ECUs. The disadvantage of this method is that a lot of unnecessary diagnostic protocol information is transmitted along with the actual measured values, and this adds load to the network system interface. A data flow analysis of many values is not possible, especially since the measured values do not contain time stamp information.

XCP For Test Access

If network interface load needs to be kept low, an alternative is to use a calibration protocol. Originally, such protocols were developed for the ECU calibrator. They let calibrators modify parameters or characteristic maps in the ECU to optimize their algorithms. With the XCP protocol standardized by ASAM, the user can read individual values directly from the ECU as needed. The protocol can also periodically supply a defined set of measured values from the ECU via so-called Data Acquisition (DAQ) lists. The XCP protocol was defined for efficient provision of data over the network medium. As an example, after configuration the DAQ lists can be transmitted in response to a single identifier from the test system. In addition, measurement times of the DAQ lists can be synchronized to internal ECU processes. Automated test systems place similar requirements on the system. Use of the XCP protocol makes it possible to integrate internal values in test sequences without excessive loading of the ECU or the network system used. Another reason that a widely used standard like XCP is ideal is that it is very easy to configure in the tool chain. All necessary information is already in the A2L file such as internal program memory locations with their names and communication parameters. Depending on the development environment, the A2L file is either automatically generated, or it may need to be generated in a separate step from the linker-map information. In the test tool, the user only has to configure this file once for each ECU used in the test. In a second step, the user selects the symbols needed for the test sequences from the A2L file.

CANoe Option .AMD/XCP

Option .AMD/XCP supplements the CANoe test tool from Vector with the convenient option of reading and writing internal ECU values. Besides supporting the XCP standard, it also supports the previous protocol CCP. Once the A2L file has been configured and the necessary values selected, CANoe automatically acquires them and maps them as system variables. The user can then use these variables in any of the testing tasks. Besides offering access to ECU inputs and outputs, they also provide an in-depth look into the ECU’s memory (Figure 2).

In simple analysis tasks, users can display the data in the Trace or Graphic Window and use panels to evaluate the results. For more complex test sequences, CANoe’s Test Feature Set offers extensive options for creating test cases and automatically evaluating them. For example, this enables checking of the Network Management state machine for correct functionality. The necessary stimulation is performed in the CANoe rest-of-bus simulation, and the ECU’s reaction is not just measurable on the network; it is directly measurable in the ECU over XCP. The effort required to execute test cases is also significantly reduced, e.g. for test cases that require sensors. The test system writes the sensor values directly to memory cells in the ECU over XCP. This eliminates the need to connect and control original sensors at the ECU inputs – a demanding task. The ECU is notified that the sensor and associated hardware driver have measured the values correctly. The same approach can be used in the other direction. Here it is assumed that the output stage and actuator have been tested and accepted. In this case, the test system measures the value that the application prescribes to the driver stage over XCP.

Access With Large Quantities Of Data

If large quantities of data need to be exchanged between the test system and the ECU in a test case, or if especially quick processes need to be monitored, an XCP connection over a CAN network is no longer effective. In such cases, direct access to the ECU’s debug interfaces is recommended. This could be implemented via a NEXUS or JTAG interface, for example. These protocols directly access the ECU memory − partly without load on the microcontroller. Taking this approach, the user can quickly read out very large quantities of data from the system without loading the network and the ECU.

Vector VX hardware, for example, offers direct access to an ECU’s NEXUS or JTAG interface (Figure 2). Since this hardware communicates with the test system via XCP-on-Ethernet, integration in CANoe is as easy as integration for XCP access over CAN. Combining VX hardware with the CANoe test system further improves test system performance, without any negative effects on the communication medium. (MT)

NB: Oliver Falkner is group leader at Vector in product management of the Networks and Distributed Systems product line. Views expressed are personal.

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Tier 1 automotive supplier Marelli has received the ‘Commendable’ honour in the ‘Engineering Product of the Year’ category at the Digital Engineering Awards 2026. The ceremony, hosted by L&T Technology Services in association with ISG and CNBC-TV18, was held in Boston, USA, on 12 March 2026.

The award recognises the role of Marelli’s Zone Control Unit (ZCU) in the transition towards software-defined vehicles.

The ZCU is designed to replace traditional domain-based architectures with a platform that delivers cross-domain control through a single Electronic Control Unit (ECU). This system simplifies vehicle electrical and electronic (E/E) layouts and enables communication across vehicle zones. By reducing the number of dedicated ECUs and streamlining wiring, the ZCU reduces wiring harness weight by 30 per cent compared to existing systems.

It is built on the EliteZone platform and supports ethernet capabilities, hardware accelerators, and remote-control protocols. It features processing performance up to 6 KDMIPS, two-port Gigabit Ethernet, and more than 20 CAN and LIN interfaces. The unit also includes an integrated hypervisor and data routing engine, supporting functional safety up to ASIL D standards.

For power management, the ZCU accommodates 48V system requirements with dedicated power input and efuse-protected output. The hardware uses a service-oriented architecture (SOA), which decouples software development from hardware. This approach allows modules to subscribe to services exposed by the ECU, supporting feature updates throughout the vehicle lifecycle and shortening development cycles for manufacturers.

Ravi Tallapragada, President, Marelli’s Electronics business, stated, “This recognition for our Zone Control Unit makes me and all of us at Marelli truly proud. It reflects the impact of our work on supporting the industry’s transition toward software-defined vehicles. By bringing cross-domain control into a single, scalable platform, our ZCU enables vehicle makers to innovate at speed. I want to congratulate our global engineering teams, whose dedication and expertise made this achievement possible.”

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drivebuddyAI has been awarded a patent for a facial recognition system designed for vehicle environments. The technology identifies drivers in moving vehicles to monitor duty hours and manage fatigue.

The system uses computer vision and artificial intelligence to recognise faces under varying lighting conditions and when drivers wear accessories such as caps or mufflers. This replaces manual or key-based identification methods to track driving time for wage calculations and safety compliance.

The patented technology is integrated into several areas of the company's product suite:

• Driver Profiling: Used in the 'CARDs' scoring method.
• Alert Systems: Provision of language-specific alerts based on driver identification.
• Performance Monitoring: Real-time tracking of duty time and driver behaviour.
• Compliance: Alignment with Indian government discussions on enforcing rest periods for commercial vehicle operators.

The company holds 15 patents in AI vision, edge processing, and risk assessment. Its systems meet India's AIS-184 driver monitoring standards and the European Union's General Safety Regulation (GSR) 2144.

Nisarg Pandya, CEO, drivebuddyAI, said, “Driver fatigue remains one of the most critical yet under-addressed causes of highway accidents. Our patented technology ensures that fleets know exactly who is driving, for how long, and under what conditions. This creates a foundation for enforcing safe driving limits while also enabling continuous learning and improvement for drivers. This milestone reflects our commitment to delivering technology built from the ground up and leveraging AI to enable safer and smarter driving solutions.”

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Servotech Renewable Power System and Electra EV have been granted a patent by the Indian Patent Office for an ‘Electric Vehicle Charging Device’. The technology is designed to provide charging solutions for low-voltage electric vehicles (EVs).

The device addresses interoperability challenges by enabling fast DC charging for low-voltage EVs with sub-200V DC platforms. This includes vehicles based on GB/T Bharat DC 001 standards. The technology allows these vehicles to utilise widely deployed, conventional high-voltage CCS2 charging infrastructure.

The patented device incorporates power management and voltage conversion systems to facilitate energy transfer to low-voltage battery platforms. The primary focus of the technology is on vehicle segments such as small commercial EVs and pick-up vans, which are used for urban and last-mile mobility.

Key features of the technology include:

• Interoperability: Enables sub-200V DC platforms to use CCS2 fast-charging stations.
• Compatibility: Supports vehicles adhering to GB/T Bharat DC 001 standards.
• Energy Management: Advanced voltage conversion to ensure safe battery charging.
• Safety: Integrated protocols for stable energy transfer.

The joint ownership of the patent by Servotech and Electra EV is intended to accelerate the development of charging infrastructure for small commercial fleets. The demand for such flexible solutions has increased as adoption of low-voltage EVs grows within the Indian logistics and transport sectors.

Arun Handa, CTO, Servotech Renewable Power System, said, “Securing this patent is an important step in strengthening our innovation-led approach to EV charging technology. Low-voltage electric vehicles are a key part of India’s mobility ecosystem, particularly in segments like small commercial fleets. This patented device has been designed to ensure safe, efficient, and reliable charging for such vehicles, helping make EV adoption through improved charging compatibility.”

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NXP Semiconductors has launched the NXP CoreRide Z248, a zonal reference system combining 48V energy distribution with data routing. The hardware-software foundation is designed to assist OEMs and Tier 1 suppliers in transitioning to software-defined vehicle (SDV) architectures by reducing integration effort and development cycles.

The Z248 is built on NXP’s S32K5 microcontroller series, featuring on-chip Magnetic Random Access Memory (MRAM). This technology is intended to accelerate electronic control unit (ECU) programming during manufacturing and over-the-air (OTA) updates.

The system integrates several 48V-capable components and networking tools:

• Power Management: Includes eFuses, Power Management Integrated Circuits (PMICs), and DC-DC converters for energy conversion and protection.
• Networking: Features Ethernet PHY and CAN transceivers for data handling.
• Software Stack: A pre-validated stack managing smart data energy network (SDEN) functions such as impedance monitoring and diagnostics.
• Safety: Built-in functional safety and real-time responsiveness for zonal processing.

NXP stated it has validated the Z248 through system-level tests focusing on low-power modes and wake-up response times. The package includes a Board Support Package (BSP) with integrated software from partners including GLIWA for performance monitoring, Green Hills Software for compilers and Vector for embedded tools.

The reference system is designed for deployment across internal combustion engine (ICE), hybrid, and battery electric vehicle (BEV) platforms. It supports ECU consolidation by managing energy distribution and data protocols within a single architecture.

Sebastien Clamagirand, SVP and General Manager, Automotive Systems & Platforms, NXP Semiconductors, said, “The NXP CoreRide zonal reference system Z248 delivers a performance-optimized, scalable 48 V foundation that intelligently fuses power, data and software, while dramatically simplifying system integration, reducing time to market, and enabling OEMs to focus on vehicle differentiation and long‑term value creation.”

Peter Gliwa, CEO and Founder, GLIWA, added, “NXP understood that the eco-system, the tooling around a new platform is essential for its success. With our Analysis Suite T1 built into the NXP CoreRide Z248 zonal reference system, high efficiency, proper timing analysis and timing verification are very well addressed.”

Jochen Rein, SVP Business Unit Software Platform, Vector, stated, “The combination of the NXP CoreRide platform and Vector’s software foundation provides a robust basis for next‑generation zonal architectures. We enable our joint customers to reduce their time- to-market due to a pre-integrated and highly optimized software stack.”

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