It can usually contain (or refer to) battery limit drawings, an interface matrix, or an interface register, for example. The customer should take care to review the DIA with respect to the specific services required by each individual provider. The customer must indicate what is expected of the supplier and what documentation and information is provided to the supplier in order to effectively meet these requirements. This should then be checked very carefully by the supplier to ensure that all these requirements are understood, and the supplier should clearly state assumptions and seek clarification on anything that is not fully understood. The Development Interface Agreement (DIA) is the most important document to ensure the successful planning and achievement of a program`s functional safety objectives. It is supposed to be a tool and a record of what is expected of each party, and should specify the exact means for completion. Functional safety compliance is different from other QA such as CMMI, etc. It deals with a very specific functional area and requires certain skills and qualifications. In addition, the achievement of functional safety in automotive software development is evidence-based. These are some of the reasons why safety planning is becoming a crucial part of ISO 26262 compliance. This is a breakdown of all the activities to be carried out as part of the project. This table covers all the required parts of ISO 26262 – from the activity of developing the functional requirement to the safety requirements. Any additional types of reports and analyses that need to be created in sync with security requirements are also listed here.
An interface agreement is a document that defines an interface between two teams/sites/functional responsibilities. One of the most important aspects of the DIA is to identify who is responsible for carrying out the activities, approving the work products, supporting the development or execution of the activities, informing the other party of the necessary information and, if necessary, the need for consultation on the activity or work product (the well-known CISIP). The DIA should also go into detail about the expected work product and how it should be completed (if a certain format is required, an assessment will be conducted by the client or a third party, etc.). With ISO 26262, another dimension, safety planning, has become an essential part of this project management planning (PLAN-Do-Check-Act). ISO 26262 states that the organization that wishes to implement functional safety in automotive software development must follow a clearly defined safety culture. Anyone who has been involved in an automotive project idea and product development understands the importance of project planning. Based on their experience in software development projects, a product development team can choose different approaches from SDLC. Electronic Control Units (ECU) Development Services for Body Control Modules (BCM), Powertrain, Chassis and Infotainment Since there is an interface between the units under development, the table is named – Development Interface Agreement (DIA). An interface plan is an agreement between the parties to the interface on the intended access to “contract items” prior to unloading and delivery – for example, to test underwater COMPUTERS, umbilical cords, etc. Note that the project interface management plan is a basic project document that defines how interfaces are managed and is described in more detail here.
It can be signed by both parties when an agreement is reached, but not always. In order to achieve functional safety in automotive software development, all parties involved must work towards this common goal. The interaction between project team members should be defined in the Safety Planning Activity Sheet. The interface agreement is similar to the document interface. Some contractors may refer to an interface issue that has been agreed (and possibly signed) as an interface agreement. These work products serve as necessary evidence to prove that safety planning for automotive product development has been carried out in accordance with the guidelines of ISO 26262. AUTOSAR MCAL development, RTE and BSW integration, application layer development, tool configuration, and code generation For example, concept development and hardware design may not be part of the project. Therefore, we need to mark the areas that fall within the scope of each project. The following table makes the interface agreement more clearly understandable: A jointly understood and agreed development interface agreement provides the customer and supplier with the information necessary to properly plan and execute the activities and work products that lead to a functionally safe end product. As simple as it may seem, there seems to be a big difference in how these agreements are presented and executed, which can lead to problems or concerns in the subsequent project.
In addition to the project manager, a safety manager must also be appointed who is responsible for the following activities related to safety planning and coordination: Tags: DIA, Functional safety requirements, Latent defect metric, Safety plan Modular architecture Re-Design across Fleet Management Product Lines – GPS Fleet Safety, Vehicle and Trailer Tracking I love reading on this website, it contains some great blog posts. In addition to the personal resources we discussed in the section above, software tools, databases, models, etc. are also needed to achieve functional safety goals. By avoiding these errors, the development interface agreement will be an informative and imaginative tool for the success of functional safety in a project. An effective DIA will provide guidance throughout the program and improve the working relationship between the customer and the supplier, while providing the end customer with a functionally safe product. This is probably the most overlooked part of the DIA. Without identifying target values at the beginning of the program, design requirements and hardware components can be incorrectly identified. This may well raise concerns about the success of a functionally safe product. Here are some of the issues and concerns I`ve noticed with AID in the industry: The table lists all the work products that need to be created.
The entity responsible for this is marked as “R”. The one who supports it is marked as “S”. The company that needs to be informed about a particular work product is marked as “I” and finally as “A”. It is the customer`s responsibility to communicate the relevant target values for the respective system or component based on the system-level targets so that the supplier achieves the target values for point and latent error measurements. If you do not communicate it correctly, it may result in vendor assumptions that may not meet the system-level requirements identified for the project. This could most likely lead to a redesign that would result in significant cost and time issues, and depending on when the discrepancy is discovered, it may lead to concerns about compliance with general functional safety requirements. The organization must provide all these resources, and it is the job of the security manager to ensure that employees have access to them. I am a strong supporter of joint documentation, especially for functional safety. Joint documentation lends credibility to the expected outcome of the project and helps to ensure that the document is complete, accurate and fully understood by all members of the organization who publish it. The DIA does not have to be written individually for each project or supplier; however, it should be reviewed and adapted accordingly.
Many of the aid clients I`ve seen are a standard template that is sent to the supplier and doesn`t take into account the actual requirements of the project and the role of the particular supplier. Launch in 6 months with our hardware and software design for the automotive industry Part 2 – Section 6 of iso 26262 documents recommends that when launching a functional safety project, a project manager be appointed who has the mandate to achieve certain safety objectives (according to ASIL definitions). ISO 26262 suggests which method should be implemented for the desired ASIL The procedure for achieving ASIL should also be mentioned in a separate column. If for some reason certain methods are ignored, the justification should also be given in the form of annotations. Used more by stakeholders who “own” a part of a project than between contractors (who relate to their contract) – but see the green note below. .