繼續(xù)昨天的文章，根據(jù)“gmauthority.com”的消息，現(xiàn)在針對Bolt EV要啟動傳統(tǒng)汽車企業(yè)規(guī)模較大的一次OTA。電芯有問題，靠軟件來彌補(bǔ)，也會成為未來的常態(tài)。

General Motors has officially responded to reports of isolated battery cell failure in 2017 Chevrolet Bolt EV models.In response to the possible issue, the automaker will roll out a software update for Bolt EV that dealerships will perform free of charge.

GM told InsideEVs that the recall is not a safety recall, but asked that all owners participate in the software update. Some owners have reported battery cell failure that leaves the Bolt EV without drive power.

After analyzing OnStar data, GM noted the issue seems isolated to very early production units of Bolt EV. The automaker will continue to comb through its data and notify owners who may be at risk for battery cell failure.

The software update will introduce “additional warnings if a battery cell low voltage condition occurs, which could cause the vehicle to reduce or lose propulsion.” Owners will see an indicator light if the battery is at risk of cell failure.

The update will not fix bad battery cells. Additionally, starting at the end of this month, Chevrolet and GM will begin pushing over-the-air software updates to the Bolt EV. It will make the Bolt EV the first vehicle from GM to make use of a vehicle’s internet connection for seamless updates without having to visit a dealership.

論壇里面也發(fā)送相關(guān)的信息到了車主了：

Just got an email from GM titled “2017 Bolt EV Software Updates” and providing instructions for owner-initiated updates. Not going to reiterate the email here, but here is a like to the instructions: http://gmrecall.xert.net/publicimage...uctions_F2.pdf

這正好GM的SuSanta Sarkar和James Forsmark發(fā)表了《汽車電子自動化軟件更新OTA系統(tǒng)工程》，對于汽車電子來說，這將成為未來電動汽車廠家的標(biāo)準(zhǔn)配置，應(yīng)對未來發(fā)生的問題。

汽車電子系統(tǒng)傳統(tǒng)上被設(shè)計為嵌入式分布式系統(tǒng)，主要在本地通信子網(wǎng)中廣播數(shù)據(jù)。這些系統(tǒng)由許多通過各種類型的通信網(wǎng)絡(luò)連接的電子控制單元（ECU）組成。傳統(tǒng)上，整車企業(yè)通過供應(yīng)商來設(shè)計和構(gòu)建這些ECU，然后承擔(dān)整合通信和驗(yàn)證的責(zé)任。在此框架中，更新組件軟件需要連接外部工具和更新預(yù)期的ECU。這種方法存在以下問題：

?從供應(yīng)商和性能角度來看，每個ECU的軟件更新都被視為一個獨(dú)立事件 ，因此在設(shè)計刷新軟件來說，供應(yīng)商不會對自己的ECU刷新軟件要花多久設(shè)置考核，更不會把它作為一個關(guān)鍵參數(shù)。

?通常設(shè)計過程中，只考慮單個ECU的軟件更新，同時對多個ECU進(jìn)行更新并沒有考慮過，多個ECU同時更新所需的通信網(wǎng)絡(luò)帶寬不受任何一個供應(yīng)商的控制。

?ECU之間的軟件更新依賴性通常不明確。4S店經(jīng)過培訓(xùn)之后，修理技工可以使用手動錯誤檢測方法修補(bǔ)隱藏的依賴關(guān)系，在必要時安裝的其他軟件更新。

?有時為了保證系統(tǒng)的完整性，ECU的傳感器或執(zhí)行器需要在軟件更新后進(jìn)行手動操作一下

這篇文章，介紹了一下之前的事情，也提出了一種系統(tǒng)架構(gòu)（Proposed Model of System Architecture）

系統(tǒng)架構(gòu)可以考慮各種業(yè)務(wù)驅(qū)動因素來組織軟件體系結(jié)構(gòu)和軟件元素。 由于車輛的生命周期通常在十年左右，因此軟件更新系統(tǒng)本身也是可更新的。 實(shí)現(xiàn)這一目標(biāo)的系統(tǒng)方法是有一套明確的可能分離的軟件元素，并保證特意設(shè)計的接口不會隨時間而改變。 這種方法有助于一個軟件元素的變化不會影響整個系統(tǒng)。 軟件元素可以映射到一個或多個“對象”或“服務(wù)”