These cars are really very very complex, and unlike your laptop, if something goes wrong can result in fatalities. There are too many configuration items in every ECU now to have someone set options by hand whenever an ECU is changed, or to understand how changes on one device have to be done on other devices. The move to SCN coding was *very* important. I see less and less control / modification being allowed within the retail/repair “network”.
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This still allowed technicians to code things wrongly (and have to have more training!)
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The “configuration control” that was enforced between SCN coding was to only allow certain things to be altered using Star Diagnosis (with a password protected engineering mode that allows the very knowledgable support people in Germany to instruct a technician in a workshop how to change other parameters). – It has then been extended across the whole vehicle (starting with the instrument cluster on the W164 when it was launched). SCN was definitely used initially on SRS (we can understand why mis configuration there is a safety issue) Engine/Gearbox – to ensure people didn’t configure wrongly and cause emissions problems (I think this was because of the USA emissions regulations) With the advent of greater levels of vehicle autonomy I suspect that the ‘quality’ standards will have to evolve even more – probably to the point of locking the dealers out of certain systems, but I doubt that they’re there yet. Instead I suspect that in fact SCN is intended to maintain a degree of configuration control which has, until now been absent in the vehicle industry, and as you rightly say is necessary to ensure compatibility across multiple sub systems.
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Moreover I bet that each dealer’s insurer doesn’t realise that they are taking responsibility for safety critical software otherwise their indemnity premiums would rocket. I just don’t believe that the dealers’ ICT is under sufficiently tight configuration control for that to be the case. Mercedes Benz), I’d be seriously amazed and impressed in equal measure if their dealers have the same level of quality in any ICT device that is connected to the vehicle. Whilst I’m sure that the entire SCN system is managed to suitably high pseudo-safety-critical standards within the Design Organisation (i.e. That is in all cases except Eurofighter Typhoon where partitioning was done to meet political workshare agreements. What they do want to do however is ensure that Blue Ray player type X will work with Controller Y and Screens Z – and that if the controller needs to also work with a particular comms system then it can be coded accordingly.įor that reason a lot of time and effort is put into partitioning functionality such that the (re)qualification impact of in-service design changes can be minimised. Those elements of code and equipment will be partitioned away such that the remainder of the vehicle can be changed/update/reconfigured as required without requiring the entire vehicle to be re-qualified.Ī simple analogy being that Airbus don’t want a change to the In Flight Entertainment system to require them to re-qualify the Flight Control System software. Yes, certain functionality in some ECUs is definitely and inescapably safety critical and will be designed and written to the equivalent of DO-178B Level B/C (think of the consequences of cruise control going rogue, or separation radar getting its decimal point in the wrong place). I fully agree with the point about the potential for misconfiguration and unreliability, but as someone who has worked in driverless vehicles and aviation all my working life, I think that it’s slightly emotive to justify some of M-B’s behavior on the grounds of safety. This post contains five parts: SCN system definition and importance SCN coding importance SCN coding compatible hardware SCN connect c4 how to use SCN connect c4 to do SCN coding case study on SCN connect c4 perform do SCN coding.
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