Functional safety practitioners everywhere are tuned to the latest updates and developments regarding the new version of ISO 26262 and its current development. To help give more insight into this area and to help understand how the new version of ISO 262626 will effect you and your business - Automotive IQ has produced an exclusive article on the topic of:- "An OEM’s Perspective on ISO 26262" Learn more here: http://bit.ly/Rivett-interview For more information visit our website: http://bit.ly/ISO26262-website

1. An OEM’s Perspective on ISO 26262
Interview with Roger Rivett, Functional Safety Technical Specialist at Jaguar Land Rove and
long-time member of the International ISO 26262 Committee
&
Presentation by ‘ISO 26262 USA’ conference speaker Jonathan Woodley, Lead Functional
Safety Engineer, Jaguar Land Rover: ‘‘Challenges of Implementing a Complex Distributed
Architecture: A Vehicle Manufacturer's Prospective’’

2. Roger Rivett works as Functional Safety Technical Specialist at Jaguar
Land Rover, UK and is a long-time member of the International ISO 26262
Committee. During this year’s 5th
International Conference ISO 26262 in
Berlin, Automotive IQ spoke with Mr. Rivett about the current challenges
in the process of updating the standard and its impact on supplier
relationships.
Mr. Rivett, what is a critical factor for success when working in functional
safety with the ISO Standard?
It’s about pinning down the feature or system on the vehicle in terms of what the
standard calls the “item definition”. A lot of the systems that we’re doing now build on
software legacy systems, and they are also distributed systems where functions run on
different nodes and communicate across busses. That can be quite complex, so the
critical factor of success is getting that defined well at the start before you start trying to apply the functional safety
processes. It’s hard to do because you have to interface with legacy, and it’s distributed across different nodes, so
responsibility for different bits of the system might be in different bits of the organization. Getting cross-department
cooperation is critical. If you can get that sorted out, it makes life a lot easier. If you don’t, you will miss things that come up
later on, making the process much more difficult than it would otherwise be.
One of the main requirements for being ISO compliant is that you are able to prove that your supply chain is also
compliant. At Jaguar Land Rover, how do you handle this with your suppliers?
Largely we deal with the tier 1s and part of our agreement with them is that they will manage the supply chain further on
down. So, generally we wouldn’t get involved with the tier 2, 3 or 4 layers. We sometimes have discussions with the silicon
vendors, which is more driven by the sorts of facilities, functions, power and capacity that we think we are going to need
from the silicon vendors in the future.

3. How about companies that already have a structured ISO-compliant development process in place; will they be
affected by the revision in their day to day safety activities?
I don’t think it will alter a great deal, because the fundamentals of the Standard will not be changed. If you’re working in
trucks, buses or motorcycles and you have to adopt the standard that will make a big difference to you. If you’re working on
the ADAS functions, and the new ideas about the safety of the intended function go in, then that might be a new bit of
process that you would want to adopt.
Considering the impact on global supply chains, do you see differences in the way European and US OEMs
approach ISO 26262?
When ISO 26262 was published in 2011, nobody was quite sure of the extent of the impact it would have, and the
acceptance and prominence it would play. But it has been, I would say, universally adopted throughout the industry.
A lot of the tier 1s are European, so they would be behind the standard anyhow. But even the American suppliers sell into
Europe, so the American supply base has been reasonably on top of this topic right from the beginning. I think one of the
things that was less certain was what the American OEMs would do: whether they would really buy into it, or whether they
would keep their distance. As it turns out, they accept it as a global standard, and something that they have to meet. Europe
is an enormous part of their market, and the Standard is strong in Europe, so they got on top of it very early on.
Earlier this year the ISO 26262 committee held a meeting in Berlin to discuss the upcoming revision of ISO 26262.
What are the main topics being discussed right now?
The main thing right now is the extension of the scope to include buses, trucks and motorcycles. People working in those
industries haven’t necessarily been following ISO 26262 to date, but with the second version that standard will be applicable
to them. It will have a big impact on people working in that part of the industry.