Reaching Level 5 Autonomy with Zonal Architecture

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Zonal architecture is designed to help realize Level 5 autonomous vehicles of the future by using centralized servers and zonal gateways to reduce the number of electronic control units and enable multiple features. However, while zonal architecture will be fundamental to achieving this goal, many challenges must be overcome first. This blog contemplates the path to zonal architecture implementation with an eye towards the possibilities of autonomy.

Current State of Zonal Architecture Deployment

In the current landscape, no original equipment manufacturer (OEM) has fully implemented zonal architecture. Instead, OEMs are still defining the zonal compute clusters. Standard block diagrams exist among all manufacturers, but filling in those blocks and determining how to distribute the various features within a vehicle pose considerable challenges. 

Developing the compute clusters required for zonal architecture is also expensive. When zonal architecture emerged, the idea was that every device would be Ethernet-based, but adapting existing devices to automotive Ethernet’s two-wire standard adds complexity. To reduce costs, current designs integrate legacy communication buses like CAN into Ethernet-based zones. This compromise between the ideal fully Ethernet-based vision and cost constraints presents a challenge to wider adoption and further development of zonal architecture. One promising solution to this challenge comes from Molex, who is developing a system called Multi-Gig Ethernet (MGE). It’s a higher-speed Ethernet system, which will complement their current portfolio of lower speed interconnect families, but the industry still has a ways to go. 

Currently, the closest thing to zonal architecture implementation in vehicles is video systems. For example, standard reverse cameras have been used for years, but surround view multiple cameras have become their own zonal systems of sorts. The High-Speed FAKRA-Mini (HFM®) coaxial cable solution represents a key innovation for high-speed cameras. An HFM® four-way system helps reduce the complexity of wiring harnesses required to get multiple camera inputs in a single connector. Still, the true vision of zonal architecture is controlling every electronic device in that zone. As of today, no manufacturers have achieved that type of architecture. 

Data Rates and Networking Standards for Automotive Hardware

With more zonal complexity anticipated in future vehicles, data rates and latency will increase. What is considered high-speed Ethernet in the automotive world is nothing compared to the computing industry. We’re still running megahertz and kilohertz buses, so moving to 1GHz, 2.5GHz, or even 5GHz would represent an exponential increase in terms of data throughput. In response to this, Molex is developing a new product called MX-DaSH, which is a data signal hybrid connector for reducing vehicle wiring complexity. It integrates power and data signals into a single interface, which is a critical assembly advantage for the automotive industry. Lowering the number of connectors in a vehicle improves reliability while reducing operations on the assembly line.

Additionally, while security is not an issue for signals transmitted through connection systems within the vehicle, since these typically have individually shielded systems, OEMs are now considering wireless for over-the-air and vehicle-to-everything communication. In those instances, the security protocols are tied to the specific networks (e.g., LTE, cellular 5G, or even higher-end Bluetooth®). However, security depends on the OEM and how they implement the system, with a focus more on the manufacturers of the zone controllers than the actual connector and cable assemblies. 

Possibilities of Power Distribution 

While a centralized distribution system for power does not exist, one significant advancement in this area is the push from 12V to 48V systems, which enable much higher power or wattage over the same size cables. Manufacturers can also replace larger connector interfaces and cables with more compact connection systems using smaller cable sizes. The Molex MX150 Mid-Voltage product family was specifically designed for these applications and is shipping on production vehicles today. With 48V comes a significant reduction in the size and weight of the interconnects and the cables. 

Another piece of the power distribution puzzle lies in the adoption of electric vehicles (EVs). Zonal architecture fits better with EVs, but adoption in North America has stalled and is significantly behind the pace of Europe. In addition to government incentives, one of the biggest advantages in Europe is that the base power for home outlets is 220V. This has significant implications for EV charging infrastructure and for the cars themselves, improving both range and the charging experience. 

The primary battery packs for EVs started in the 300V-350V range, but now we’re seeing 500V options. As zonal systems demand higher computing power, the upsurge in voltage allows us to maintain an equivalent wattage on smaller systems. Despite not constituting a full-fledged zonal power system, this progress marks a substantial leap forward in enhancing efficiency and accommodating the escalating computing requirements of zonal architecture.

Zonal Architecture Resource Savings 

Zonal architecture offers notable weight and space savings that are crucial for EVs. This concept aligns with the essence of EVs, where reduced weight directly translates to extended range. By adjusting the wattage, substantial weight reduction occurs in cables alone, not to mention the impact of smaller connectors. This streamlined wiring not only trims weight but also results in significant cost savings.

Miniaturization will also be critical to future vehicle resource savings. The size of cars has stayed mostly the same over time, but the features are growing exponentially. Zonal architecture works to reduce the number of signals, but because more inputs are coming in, smaller wires and smaller connection systems are still required. Molex has several 0.64mm and 0.5mm terminals designed to meet the stringent performance requirements dictated by automotive-grade standards for vehicles. 

With these resource savings for zonal and ADAS implementation, vehicle manufacturers can provide better precautions to combat human error. Linking all the sensory systems with zonal architecture makes the vehicle safer. Moreover, zonal computing power accommodates much higher-definition sensors, such as LiDAR. Ultimately, zonal autonomous-type systems aim to eliminate human error. 

Conclusion

While a revolutionary silver bullet may not be on the horizon, the automotive industry is undergoing an evolutionary process. Incremental improvements and strategic innovations in connectivity, power distribution, and data processing lay the foundation for the eventual realization of a comprehensive zonal architecture that could pave the way to total vehicle autonomy.