1 Table of Contents • Introduction • Overview • Context • References • Conclusion     2 Introduction Virtual vehicles are becoming a common part of modern automotive development, helping teams validate vehicle behavior, driver interaction, and system integration in realistic digital environments before moving to broader physical testing. Figure 1. Virtual vehicle plant model The goal of this first article is to present the virtual vehicle system used in the Hello World demo at a high level and establish the context for the articles that follow. The focus here is on what the subsystem is, why it is relevant in the demo, and how Model-Based Design supports its development within the MathWorks and NXP ecosystem.     3 Overview The importance of this subsystem lies not only in its functional role of simulating the vehicle and linking it to a physical zonal architecture, but also in how it demonstrates an efficient model-based workflow. Rather than building separate assets for vehicle behavior, driver interaction, visualization, and hardware communication, the workflow starts from a configurable virtual vehicle model that can be tested, extended, and connected to other parts of the system. The Virtual Vehicle Composer is a MathWorks tool that enables you to create a Simulink vehicle model for system-level testing, software integration testing, and driver-in-the-loop workflows. The generated model can simulate key vehicle functions such as powertrain, steering, braking, and overall vehicle dynamics. Powertrain Blockset and Vehicle Dynamics Blockset provide reference applications and component models that help define and simulate vehicle behavior in more detail. Simulink 3D Animation supports visualization and interaction with 3D environments, helping connect the vehicle model to a more realistic driving experience. This accelerates development in several ways: The vehicle can be configured and built from a structured workflow rather than assembled manually from scratch. The same model can support simulation, software integration, and connection to external hardware. The built-in 3D interface with Unreal Engine helps connect the vehicle behavior to a realistic visual environment. RoadRunner scenes and scenarios can be incorporated into the simulation workflow to create interactive driving scenarios. CAN communication and feedback from the physical setup can be integrated into the Simulink-based system model. The same workflow can be extended to support additional sensing paths, such as radar data generation and off-board processing on NXP radar hardware. This series is intended for: Engineers learning Model-Based Design with MATLAB and Simulink Developers working with NXP automotive processors and microcontrollers Teams building virtual validation and hardware-connected automotive demonstrations Engineers interested in Driver-in-the-Loop workflows Students and researchers studying vehicle architectures, simulation, and embedded integration Anyone interested in a reproducible example of simulation-to-hardware integration using MathWorks tools and NXP platforms Readers will gain a clearer, step-by-step understanding of how a virtual vehicle can be created, integrated into a 3D driving scene, connected to a physical zonal platform, and used as part of a broader model-based development workflow.     4 Context Created with the Virtual Vehicle Composer, the Simulink hybrid electric vehicle (HEV) model is used not only for standalone simulation, but is reused as the common integration point for driver inputs, RoadRunner-based scene interaction, including actor scenarios implemented in RoadRunner, Unreal Engine visualization, CAN communication, and closed-loop feedback from the physical setup. Figure 2. Virtual vehicle system model In the implemented setup, a driver controls the virtual vehicle through an Xbox-compatible steering wheel and pedals. These inputs are processed by the Simulink model, which updates the vehicle behavior inside a RoadRunner scene rendered through Unreal Engine. At the same time, the virtual vehicle sends key signals such as speed, steering, braking, turn indicators, hazard lights, and beam light commands over CAN to a physical setup that represents an electric vehicle built from multiple NXP reference boards organized in a zonal architecture. The physical platform includes a main node, zonal nodes, and multiple end nodes. These elements receive the simulation-driven commands and reproduce the state of the virtual vehicle in hardware. Communication is bidirectional, so feedback generated by the physical setup can also influence the simulated vehicle. For example, if front or rear parking sensors detect an obstacle, that information can be returned to the virtual vehicle model and used to trigger braking behavior. All major functional aspects of this interaction, including driver input handling, vehicle behavior, signal exchange, and feedback response, are defined in the Simulink model. This supports rapid refinement and validation before deeper integration into the full system. An additional part of the setup extends the virtual vehicle interaction toward sensing and perception workflows. Actor poses from the virtual scene are used to generate a radar cube, which is sent to an NXP S32R45 board that runs a radar processing chain. This expands the role of the virtual vehicle beyond motion and body-domain interaction. It shows how the simulated environment can also stimulate external sensing functions and hardware processing paths as part of the same demo workflow. Figure 3. Virtual Vehicle highlighted within the demo The virtual vehicle component is highlighted in the architecture diagram from Figure 3 to show its position in the overall project setup and its connection to the driver interface, the 3D environment, the physical zonal platform, and the radar processing path. The next articles in the series will build on this system overview and examine the virtual vehicle in more detail, including the software and hardware environment, the model architecture, the vehicle creation workflow, the driver input options, RoadRunner and Unreal integration, CAN communication, and the final results and challenges observed during development.     5 References The following resources provide useful background for the technologies referenced in this article: MathWorks documentation for Virtual Vehicle Composer MathWorks virtual vehicle documentation and examples MathWorks RoadRunner documentation MathWorks documentation for Unreal Engine simulation with Simulink NXP Model-Based Design Toolbox overview     6 Conclusion The virtual vehicle subsystem provides the foundation for the Hello World demo by supplying a reusable vehicle model that supports simulation, validation, and integration within a model-based workflow. This article established its purpose and position in the overall architecture. In the next articles, we will move from this high-level overview to the practical details of how the subsystem is created, connected, and exercised in the complete demo.

1 Table of Contents • Introduction • Overview • Context • References • Conclusion 2 Introduction The steering system is an essential and safety-critical component of any vehicle, responsible for controlling the direction of wheel movement and guiding the vehicle along the intended path. In our Hello World with MBDT project, the Steering subsystem delivers this capability by driving a steering motor to a desired angle and direction, transmitting the resulting torque to the road wheels through the steering column and rack-and-pinion assembly. Figure 1. Hello World with MBDT Demo – Steering system This article series presents the Electric Power Steering (EPS) system in Electric Vehicle (EV) architecture and covers the hardware, software, code generation, and vehicle network integration needed to implement the system using a Model-Based Design (MBD) workflow with MathWorks tools and NXP hardware. 3 Overview 2.1. What will this series of articles cover? The articles in this series will present the Steering System within an EV architecture and cover the following topics: Software and Hardware Environment Overview of the MathWorks and NXP tools used to develop, test, and validate the EPS control system. Logic Control Description of the model architecture, signal interfaces, and core control algorithms implemented in the Steering System. Deployment on Real Hardware Integration with physical hardware, the stepper motor, and configuration of the NXP MCU peripherals required for motor control. CAN Integration Definition of the CAN communication interface, including database design and integration on the target NXP platform. System Validation Presentation of the final implementation results and validation of the complete system behavior. 2.2. What is the Electric Power Steering System? Electric Power Steering (EPS) eliminates the hydraulic pump found in conventional steering systems, instead relying on an electric motor driven by an Electronic Control Unit (ECU). Torque and position sensors mounted on the steering column feed real-time measurements to the ECU, which computes the required assist level and commands the motor accordingly. This on-demand assist approach improves energy efficiency, enables precise tuning of steering feel, and provides a programmable interface for Advanced Driver Assistance Systems (ADAS). Figure 2. Electric Steering Rack and Pinion EPS systems are classified based on where the electric motor is mounted on the steering mechanism. Column Assist Type (C-EPS) - The electric motor and control unit are mounted directly on the steering column inside the cabin. Pinion Assist Type (P-EPS) - The electric motor is attached to the pinion shaft within the steering gear box. Dual-Pinion Assist Type (DP-EPS) - This system separates the assist function from the steering mechanism. One pinion gear connects the steering wheel, while the electric motor applies assistance to a second, separate pinion gear directly on the steering rack. Rack Assist Type (R-EPS) - The electric motor is mounted directly onto the main steering rack, either via a concentric motor around the rack or a belt drive. Steer-by-Wire (SbW) - The mechanical connection (steering column and intermediate shaft) between the steering wheel and the wheels is entirely removed. Key Characteristics of Steer-by-Wire EPS: The wheel's movement is handled completely by electronic sensors, algorithms, and actuators It allows for completely customizable steering ratios Frees up interior cabin space Relies heavily on redundant electronics and fail-safes 2.3. Target Audience This series is intended for engineers and technical stakeholders involved in the development, integration, and evaluation of electric power steering systems, including the following audiences: Mechanical and Embedded Software Engineers Motor Control & Power Electronics Engineers System Architects & Vehicle Architecture Engineers Model-Based Design and Simulink Developers Academic and Research Communities 4 Context In the example vehicle architecture used throughout this series, the Steering System is located in the front zone of the vehicle. The Steering ECU is built around the NXP S32K312 microcontroller, which provides both CAN and LIN connectivity. Note: The NXP S32K312 microcontroller provides the processing performance, peripheral set, and communication interfaces (CAN, LIN) required for automotive steering control applications. The ECU drives the stepper motor to the commanded position and communicates desired angle and direction requests over CAN to the Zonal Controller, which coordinates these signals with the central vehicle control node. 5 References Steering column - Wikipedia Power steering - Wikipedia Electric Power Steering (EPS) System Parts Solutions | NXP Semiconductors Electric power steering system (EPS) Clemson Vehicular Electronics Laboratory: Electric Power-Assisted Steering Electric Steering Rack and Pinion 6 Conclusion This article introduced the Electric Power Steering system architecture, its core components, and its position within a modern EV platform. It outlined the Model-Based Design approach using MATLAB/Simulink and NXP hardware as the development foundation, from algorithm modeling through automatic code generation and hardware deployment. The next article will focus on the software and hardware environment required to develop, simulate, and deploy the EPS control system using MathWorks and NXP solutions.

  1 Table of Contents • Introduction • Overview • Context • References • Conclusion     2 Introduction This article presents an automotive system built around a central computer that processes high volumes of data to manage interactions and decisions across the vehicle. Implemented on an NXP S32N55 board, a main node orchestrates peripheral nodes — Lighting, Motor Control, Steering, Radar, and Parking Sensors — over CAN, demonstrated through real-time interactions and Driver-in-the-Loop (DiL) simulations. The same architecture also enables stimuli and scenarios to be injected directly from Simulink/MATLAB via the Model-Based Design Toolbox (MBDT), turning the setup into both a functional prototype and a flexible test bench that shortens the loop between design, validation, and refinement.     3 Overview The communication hub acts as a comprehensive aggregator and decision-maker, serving as the central intelligence of the entire automotive control network. This architectural choice follows industry's best practices by consolidating critical decision-making processes into a single, robust processing unit capable of efficiently managing multiple concurrent data streams and executing time-sensitive commands. Centralizing this logic also simplifies maintenance and traceability, since the rules governing vehicle behavior live in one well-defined place rather than being scattered across multiple ECUs. For a project of this nature, the NXP Model-Based Design Toolbox (MBDT) offers a practical development path: control logic and application behavior can be designed in Simulink/MATLAB and deployed directly onto the S32N55, without a separate hand-coding step. The graphical, model-based workflow makes the system's structure easier to follow and adjust, while built-in support for CAN communication and integration with tools like FreeMASTER for live telemetry simplify both stimulus injection and runtime observation. The result is a smoother path from initial concept to a working prototype that can be iterated on and validated in a controlled, repeatable way. In this specific implementation, the main node hosts an application that fulfills two complementary roles: data aggregator and decision-maker. As an aggregator, it collects, synchronizes, and interprets incoming signals from the sensing nodes; as a decision-maker, it translates that fused view of the environment into concrete commands for the actuators. Practically, our system receives data over CAN from the peripheral sensing nodes (Radar, Parking Sensors) and dispatches commands to the actuator nodes (Motor Control, Lights, Steering). The main node is also designed to make safety-critical decisions based on the incoming inputs — for example, triggering Automated Emergency Braking (AEB) when the Parking Node or the Radar Node detects a hazardous situation. Because these decisions are made centrally, the response logic can take the full context into account (vehicle speed, proximity of obstacles, current steering input) rather than reacting to a single sensor in isolation.     4 Context At its core, the main node receives a continuous stream of data over the CAN bus from peripheral nodes distributed throughout the vehicle. These peripheral nodes include: Radar sensors — provide long-range object detection and relative velocity measurements, making them ideal for highway-speed scenarios and forward collision awareness. Parking sensors — monitor the immediate vicinity of the vehicle for obstacles and potential collision risks, typically at very short range and at low speeds. Fault sensors — for actuator nodes, like the motor control, steering and lighting systems. The CAN bus protocol guarantees the reliable, deterministic communication required to meet the stringent timing demands of automotive safety systems. Its built-in arbitration, error detection, and message prioritization make it a natural fit for a distributed architecture in which safety-relevant signals must always reach the main node within a bounded time window. To streamline communication across components, a CAN Database ( DBC ) file has been created that contains all the signals and messages used throughout the system. The DBC file acts as a single source of truth for the entire network: every node — whether sensing or actuating — references the same definitions for message IDs, signal layouts, scaling factors, and value ranges. This drastically reduces the risk of integration mismatches when multiple boards are developed in parallel. Beyond its data aggregation role, the main node also serves as the command center for the vehicle's actuator systems. After receiving data from the simulation, it is being processed and then it transmits precisely timed control signals to critical subsystems, including the motor control unit, lighting system, and steering mechanism. This bidirectional architecture enables closed-loop control strategies, in which sensor feedback continuously informs actuator commands to achieve the desired vehicle behavior. Each actuator node remains responsible for the low-level handling of its hardware, while the main node provides the high-level command to the actuators. Since the main node is responsible for receiving, analyzing, processing and sending data, it also becomes the one responsible for sharing the telemetry information upstream, either to the cloud, or to real time monitoring tools like FreeMASTER. A particularly valuable aspect of this system is its seamless integration with the Simulink/MATLAB environment, which unlocks extensive possibilities for system validation and scenario testing. Engineers can inject stimuli into the simulation and analyze a wide range of driving conditions and edge cases without requiring a full-scale prototype. This is especially useful for reproducing rare or dangerous situations — such as sudden obstacles or sensor faults — in a fully controlled and repeatable environment. To achieve two-way communication between the main node and the simulation, the CAN bus itself is used to communicate with the Simulink model. This way, the physical prototype can feed stimuli into the simulation — and vice versa — on the same CAN bus that devices are using to communicate, significantly expanding the boundaries of the testing environment. The same DBC file that defines the on-vehicle communication is reused on the simulation side, ensuring that the messages exchanged between the real and virtual worlds remain perfectly consistent.   Note: Perhaps one of the most noteworthy features of the main node's active functions is its ability to make safety-critical decisions in real time based on aggregated sensor inputs. The system continuously monitors data from both the parking sensors and the radar node, detecting potentially dangerous situations that require immediate intervention: At low speeds — hazard detection is typically driven by the parking sensors mounted on the front and/or rear of the vehicle, where short-range, high-resolution distance measurements are most relevant. At driving speeds — the radar module takes over, collecting and analyzing data that is then forwarded to the main node for higher-level interpretation. In both scenarios, the main node remains the ultimate decision-maker, fusing all available data to determine the appropriate response. This clear separation between sensing, decision-making, and actuation keeps each component focused on a single responsibility and makes the overall system easier to reason about, extend, and validate.     5 References NXP Model-Based Design Toolbox (MBDT) Community Interacting with Digital Inputs/Outputs on MR-CANHUBK344 Communicating over the CAN Bus S32N Vehicle Super-Integration Processors     6 Conclusion This article has provided an overview of the communication hub's core functionality, offering a high-level perspective on how key systems interact within the overall architecture. The main node was presented both as a data aggregator and as a decision-maker, with a particular emphasis on its role in safety-critical scenarios and its integration with the Simulink/MATLAB environment. Future installments in this series will take a deeper dive into the communication hub — covering the specific board in use, detailed hardware and software requirements, and other technical considerations and implementation nuances. Subsequent articles will also explore individual peripheral nodes in more detail, building up a complete picture of the system one subsystem at a time.

  1 Table of Contents • Introduction • Context • Component Overview • Design and Implementation • Results • Common Pitfalls & Troubleshooting • Summary & Next Steps • References 2 Introduction This article explains how virtual scenes and driving scenarios can be created and used within a Model-Based Design workflow using MathWorks tools. It focuses on how MATLAB® and Simulink® integrate with RoadRunner and Unreal Engine to enable realistic, repeatable, and scalable simulation environments for developing and validating advanced automotive systems. The article is aligned with the NXP Model-Based Design Toolbox (MBDT) workflow and targets users working on control, perception, and system-level validation. In our demo setup, the same workflow presented in this article was applied to build a Driver-in-the-Loop simulation scenario. By leveraging MATLAB®, Simulink®, RoadRunner, and Unreal Engine, we created a realistic virtual environment that allowed direct interaction with the system running on NXP hardware. This approach highlights the practical value of these simulations, not only for early validation and testing, but also for closing the loop between model-based design and real-time execution on target hardware, enabling faster iteration, safer validation, and improved system reliability. 3 Context As automotive systems become more complex, early validation is increasingly important. Engineers must assess advanced functionality under tight development timelines, often before hardware is available. Model-Based Design supports this need by enabling system logic and behavior to be verified early using executable models. Virtual scenes extend this approach by embedding those models in realistic, controlled environments that reflect real-world operating conditions. Within an NXP-based development workflow, virtual scenes enable teams to explore a wide range of driving situations quickly, safely, and repeatably. Complete applications can be evaluated at Model-in-the-Loop (MIL), Software-in-the-Loop (SIL), and Processor-in-the-Loop (PIL) stages, helping uncover issues early and reducing risk before hardware integration. This structured use of virtual validation supports smoother transitions from simulation to deployment on automotive microcontrollers. 4 Component Overview Creating and using virtual scenes with MathWorks relies on several tightly integrated components: MATLAB and Simulink – used for algorithm development, control logic, and system modeling. RoadRunner – a dedicated environment for building detailed road networks, traffic infrastructure, and driving scenarios. Unreal Engine – responsible for high-fidelity 3D visualization and sensor realism. Simulation interfaces – enabling data exchange between Simulink, RoadRunner, and Unreal Engine during runtime. 5 Design and Implementation This section describes the design principles and implementation flow used to create virtual scenes and scenarios. The process emphasizes modularity, repeatability, and tight integration with control and system models. 5.1 System Requirements The following prerequisites must be satisfied to build and execute virtual scenes with MATLAB and Simulink and follow our path: MATLAB and Simulink with Automated Driving Toolbox and Simulink 3D Animation Toolbox installed. RoadRunner. Adequate GPU resources for real-time rendering and sensor simulation. These requirements ensure smooth interaction between simulation models and the visualization environment. 5.2 Architecture & Model Description At a higher level, the architecture consists of a Simulink model acting as the system under test, connected to a virtual world generated by RoadRunner and Unreal Engine. The Simulink model publishes vehicle states and receives environmental feedback, such as lane boundaries, traffic participants, or sensor detections. Clear interface definition between the model and the virtual environment is essential. Signals representing vehicle position, velocity, and actuator commands are exchanged at each simulation step, enabling closed-loop execution.   5.3 MATLAB/Simulink Implementation Connecting to RoadRunner and Loading a Scenario MATLAB connects directly to RoadRunner to open projects and load driving scenarios: % Launch RoadRunner and open a project rrApp = roadrunner('C:\RoadRunnerProjects\VirtualScenes'); openProject(rrApp, 'HelloWorld_Project'); % Open a RoadRunner scenario and start simulation scenarioName = 'Intersection_CrossTraffic'; openScenario(rrApp, scenarioName); rrSim = createSimulation(rrApp); start(rrSim); Integrating RoadRunner with Simulink Once configured, Simulink and RoadRunner run synchronously. RoadRunner updates the virtual environment, while Simulink computes vehicle behavior and control actions. sim('ConfiguredVirtualVehicleModel'); close(rrApp); 5.4 Integration (RoadRunner ↔ Unreal Engine) RoadRunner is used to design road geometry, traffic signs, intersections, and actor paths. These assets are exported to Unreal Engine, which provides photorealistic rendering and sensor simulation. % Open the Simulink model open_system('ConfiguredVirtualVehicleModel'); % Path to the RoadRunner project containing the scene scenarioPathFull = 'C:\RoadRunnerProjects\VirtualScenes\HelloWorld_Project'; % Configure the Simulation 3D Scene Configuration block set_param('ConfiguredVirtualVehicleModel/Visualization/3D Engine/3D Engine/Simulation 3D Scene Configuration', ... 'RoadRunnerProjectPath', scenarioPathFull);   5.5 Creating a Custom Scene from Real Map Data Custom scenes can be created by importing real-world map data into RoadRunner. Geographic information such as road layouts and elevation profiles can be converted into editable road networks. This is an example of how to create a custom scene for recreating the Silverstone Racing Circuit in RoadRunner, using OpenStreetMap and Driving Scenario Designer. And the result using Simulink 3D with Unreal Engine.   5.6 Testing & Validation Once scenarios are defined, automated simulation runs can be executed to validate system behavior across multiple variants. Key metrics such as trajectory tracking, sensor coverage, and control stability can be evaluated offline. This systematic testing approach increases confidence before integrating software with NXP hardware targets. 6 Results Using virtual scenes significantly reduces development time. Engineers can identify functional issues early, explore edge cases, and refine algorithms without hardware constraints. In practice, this results in higher software quality at the time of hardware deployment and a smoother transition to real-world testing. 7 Common Pitfalls & Troubleshooting Simulation time overhead can become noticeable when RoadRunner scenes are used directly in the Simulation 3D Scene Configuration block, as Unreal Engine re-imports RoadRunner assets at the start of each simulation. While this is well suited for iterative development and scene refinement, it can slow down repeated runs. Note: For final validation or deployment-oriented testing, improved performance can be achieved by using a precompiled Unreal Engine project, which avoids repeated asset import and significantly reduces startup time. In addition, repeatedly launching RoadRunner for each simulation introduces unnecessary overhead. A recommended practice is to keep RoadRunner running across multiple simulations and reuse the existing connection. This can be achieved using the RoadRunner roadrunner.connect API, allowing MATLAB and Simulink to reconnect to an active RoadRunner instance instead of restarting it for every run, thereby improving iteration speed and overall workflow efficiency. 8 Summary & Next Steps Virtual scenes turn simulation into experience. Combined with an NXP Model-Based Design workflow, MathWorks tools enable engineers to innovate faster, validating complex behavior early while reducing risk, cost, and development effort. Next, these environments can be expanded with high-fidelity sensor models, automated regression testing, and hardware-in-the-loop execution, closing the gap between virtual validation and real-world deployment. 9 References Import OpenStreetMap Data into Driving Scenario — MathWorks Help Driving Scenario Designer App — MathWorks Help RoadRunner — MathWorks Product Page Simulink 3D Animation Toolbox — MathWorks Help OpenStreetMap Automated Driving Toolbox — MathWorks Product Page Visualize 3D Scenes with Unreal Engine — MathWorks Help roadrunner.connect API — MathWorks Help NXP Model-Based Design Toolbox — Community

Real-Time debugging tool for embedded application running on NXP CPUs

      1 Table of Contents • Introduction • Software Environment • Hardware Environment • References • Conclusion     2 Introduction Turning a vehicle concept into an interactive Virtual Vehicle requires more than a standalone simulation model. It requires a connected software and hardware environment that can define the vehicle architecture, simulate the powertrain and vehicle dynamics, place the vehicle in realistic driving scenarios, visualize the behavior in 3D, and allow user interaction through driver-in-the-loop inputs. This article continues the Virtual Vehicle system series by moving from the system-level overview to the enablement layer behind the application. It highlights the MathWorks tools and host-side hardware resources that make the virtual vehicle demonstrator possible. At the core of the workflow is Model-Based Design. MathWorks tools are used to configure the vehicle architecture with Virtual Vehicle Composer, model the powertrain and vehicle dynamics, define and execute driving scenarios, create 3D road environments, exchange CAN-based signals, and analyze simulation results. The same environment also supports interactive execution, where driver inputs from a steering wheel and pedals can influence the virtual vehicle behavior during scenario playback.     3 Software Environment The software environment provides the modeling, simulation, scenario definition, visualization, communication, and analysis capabilities required by the Virtual Vehicle system. Each MathWorks tool contributes a specific part of the workflow, from vehicle architecture definition and plant modeling to 3D scenario execution and CAN-based interaction with external systems. 3.1 MATLAB and Simulink R2025b MATLAB and Simulink form the central engineering environment for the Virtual Vehicle. Figure 1. MATLAB MATLAB provides the scripting, data management, parameterization, and analysis capabilities required to configure simulations, process logged signals, and evaluate test results. Figure 2. Simulink Simulink provides the model-based design environment in which the virtual vehicle, control logic, communication interfaces, and test harnesses are assembled. The system-level model can connect plant models, vehicle dynamics, driver inputs, scenario interfaces, and network communication blocks into a single executable simulation. 3.2 Virtual Vehicle Composer Figure 3. Virtual Vehicle Composer Virtual Vehicle Composer is the configuration and assembly environment used to create the Virtual Vehicle model. It allows the user to define the vehicle class, select the powertrain architecture, choose the vehicle dynamics fidelity, configure components, specify test scenarios, select logged signals, build the vehicle model, run the configured tests, and analyze the results. In this Virtual Vehicle system, Virtual Vehicle Composer acts as the entry point for building a consistent vehicle model. It assembles the selected architecture from predefined and customizable components and prepares the model for closed-loop simulation in Simulink. The app also supports repeatable test execution. The same virtual vehicle can be operated across selected scenarios, while relevant signals are logged for review. This makes it suitable for early design studies, component comparison, control validation, and system-level behavior analysis before moving to hardware integration. 3.3 Powertrain Blockset Figure 4. Powertrain Blockset Powertrain Blockset provides the vehicle powertrain modeling foundation for the Virtual Vehicle model. It includes reference applications and component libraries for conventional, hybrid, and battery-electric propulsion systems. In this system, Powertrain Blockset supports the definition of the propulsion architecture, energy storage, electric motors, drivetrain elements, tires, driver models, and supervisory control behavior. It also provides workflows that help configure, resize, calibrate, and analyze the selected powertrain components. The generated vehicle model can be used for performance analysis, energy management studies, range evaluation, component sizing, control parameter optimization, and hardware-in-the-loop preparation. Because the models are open, project-specific subsystems can be integrated into the generated architecture when needed. 3.4 Vehicle Dynamics Blockset Figure 5. Vehicle Dynamics Blockset Vehicle Dynamics Blockset provides the vehicle motion and handling foundation for the Virtual Vehicle. It includes reference applications and component libraries for propulsion, steering, suspension, vehicle body, brakes, tires, driver models, and supervisory controllers. For the Virtual Vehicle system, the blockset enables different levels of vehicle dynamics fidelity depending on the simulation objective. Longitudinal dynamics can be used for drive-cycle and energy studies, while combined longitudinal, lateral, and vertical dynamics can be used for handling, chassis behavior, and more complex driving scenarios. The blockset also supports 3D visualization workflows, allowing the virtual vehicle behavior to be observed in a realistic environment. This helps connect numerical simulation results with intuitive visual feedback during ride, handling, ADAS, and driver-in-the-loop demonstrations. 3.5 Automated Driving Toolbox Figure 6. Automated Driving Toolbox Automated Driving Toolbox supports the definition, simulation, and analysis of driving scenarios used to exercise the Virtual Vehicle. It provides capabilities for creating road layouts, actors, trajectories, sensor-related contexts, and repeatable test cases. In this setup, the toolbox is used to create controlled and repeatable traffic situations around the ego vehicle. These scenarios can be used to evaluate how the virtual vehicle behaves in predefined maneuvers, traffic interactions, lane-following conditions, or other driving situations relevant to the demonstration. By combining scenario definition with the vehicle model, the Virtual Vehicle can be validated in a structured way. Instead of testing only isolated model behavior, the complete system can be exercised against realistic road and traffic conditions. 3.6 Vehicle Network Toolbox Figure 7. Vehicle Network Toolbox Library Vehicle Network Toolbox brings vehicle network communication into the model-based workflow. It provides MATLAB functions and Simulink blocks for sending, receiving, encoding, and decoding messages over in-vehicle network protocols such as CAN, CAN FD, J1939, and XCP. In the Virtual Vehicle, the toolbox is used to exchange selected vehicle signals with external systems or hardware components. CAN messages can be packed and unpacked using database-driven definitions, allowing the model to follow the same signal structure expected by the vehicle-level architecture. This makes communication behavior visible and testable during simulation. Commands, feedback, status information, and selected virtual vehicle signals can be validated before deployment or integration with physical controllers, reducing late-stage integration risk. 3.7 RoadRunner Figure 8. RoadRunner RoadRunner provides the 3D scene creation environment used by the Virtual Vehicle system. It enables the design of detailed road networks, intersections, lane markings, traffic signs, buildings, terrain, and other environmental assets required for realistic driving simulation. In this workflow, RoadRunner supplies the visual and spatial context in which the virtual vehicle operates. The generated scenes can represent controlled proving-ground layouts, urban intersections, highway segments, or demonstration environments used for scenario execution. When combined with Simulink and the vehicle model, RoadRunner helps transform the simulation from a signal-level model into an interactive visual experience. This is especially useful for driver-in-the-loop demonstrations, ADAS workflows, and stakeholder-facing presentations. 3.8 Simulink 3D Animation Figure 9. Simulink 3D Animation Library Simulink 3D Animation connects Simulink models and MATLAB algorithms to a 3D simulation environment, enabling dynamic systems to be visualized in photorealistic scenes. In the Virtual Vehicle system, it provides the visualization and interaction layer used to observe vehicle behavior in a 3D environment during simulation. The toolbox can use prebuilt scenes or imported scenes created in RoadRunner, and it allows vehicles, objects, lighting, weather effects, and sensor-related elements to be controlled during simulation. This makes it suitable for connecting the Virtual Vehicle model to visually rich driving environments. For driver-in-the-loop operation, Simulink 3D Animation also supports interactive navigation and manual control through hardware devices. This allows steering wheel and pedal inputs to influence the simulated vehicle while the resulting motion is visualized in the 3D scene. 3.9 Stateflow Figure 10. Stateflow Library Stateflow provides the graphical environment for modeling state machines, decision logic, and event-driven behavior inside the Virtual Vehicle system. It is used when vehicle behavior must depend on operating modes, transitions, conditions, timers, or fault states. Within the Virtual Vehicle model, Stateflow can support supervisory control, mode management, scenario state handling, driver input interpretation, startup and shutdown sequencing, or fallback behavior. This helps separate discrete decision logic from continuous plant and controller behavior. Using Stateflow keeps the system behavior easier to understand, review, and validate. Complex conditions can be represented explicitly as states and transitions, which improves traceability during simulation and debugging.     4 Hardware Environment The hardware environment provides the execution platform, user input interface, and visualization resources required to operate the Virtual Vehicle system interactively. The main components are the GPU-accelerated PC and the Xbox-compatible steering wheel and pedal controller. 4.1 PC with GPU Acceleration The PC is the main host platform for the Virtual Vehicle system. It runs MATLAB, Simulink, Virtual Vehicle Composer, RoadRunner-related workflows, and the supporting toolboxes used to model, simulate, visualize, and analyze the vehicle behavior. GPU acceleration is important because the system includes visually rich 3D scenes and interactive simulation workflows. The graphics hardware helps render the driving environment smoothly, maintain responsive visualization, and support a more realistic driver-in-the-loop experience. In this setup, the PC also acts as the integration point between the simulation model, the 3D environment, the input devices, and any external communication interfaces. This makes it the central execution and orchestration node of the Virtual Vehicle demonstration. 4.2 Xbox-Compatible Wheel Controller Xbox-Compatible Wheel Controller The Xbox-compatible wheel controller provides the physical driver input interface for the Virtual Vehicle system. It allows the user to control steering, acceleration, and braking through a steering wheel and pedal set instead of using keyboard-based commands. This input device makes the simulation suitable for driver-in-the-loop demonstrations. User actions can be mapped into the Simulink model and used to influence the virtual vehicle response during scenario execution. The wheel controller improves the realism and accessibility of the demonstration. It allows engineers and stakeholders to experience the virtual vehicle behavior interactively, making it easier to evaluate the relationship between driver input, vehicle response, and 3D scene feedback.     5 References The following resources provide useful background for the technologies referenced in this article: MathWorks MATLAB and Simulink documentation MathWorks Virtual Vehicle Composer documentation MathWorks Powertrain Blockset documentation MathWorks Vehicle Dynamics Blockset documentation MathWorks Automated Driving Toolbox documentation MathWorks Vehicle Network Toolbox documentation MathWorks RoadRunner documentation MathWorks Simulink 3D Animation documentation MathWorks Stateflow documentation     6 Conclusion This section described the software and hardware enablement required for the Virtual Vehicle system. The software environment combines MATLAB and Simulink with Virtual Vehicle Composer, Powertrain Blockset, Vehicle Dynamics Blockset, Automated Driving Toolbox, Vehicle Network Toolbox, RoadRunner, Simulink 3D Animation, and Stateflow to support vehicle configuration, system-level modeling, scenario execution, 3D visualization, communication, and analysis. The hardware environment combines a GPU-accelerated PC with a steering wheel and pedal controller to support interactive driver-in-the-loop execution. Together, these elements provide the foundation for building, operating, visualizing, and validating the virtual vehicle before integration with physical controllers or target hardware.

      1 Table of Contents • Introduction • Black-Box Overview • Simulink Model Overview • Inputs • Algorithm • Outputs • References • Conclusion     2 Introduction This article explains the internal behavior of the Zone Node by opening the component "black box" and describing how information flows through the application. The objective is to provide a functional understanding of the model, starting from the incoming inputs, continuing through the internal processing logic, and concluding with the generated outputs. The Zone Node acts as an intermediary between the Central Controller and the Edge Nodes located within a vehicle zone. While previous articles introduced the component and the development environment, this article focuses on the application's behavior and the responsibilities performed by the embedded software. This article focuses on the functional behavior of the Zone Node and explains how information flows through the component. Detailed aspects such as CAN routing implementation, LIN scheduling mechanisms, peripheral configuration, and communication stack integration will be covered in dedicated articles later in the series.     3 Black-Box Overview From a system perspective, the Zone Node behaves as a communication gateway and data aggregation component. It receives information from different communication networks, processes that information according to predefined routing rules, and forwards the resulting data to other parts of the system. At a high level, the component can be represented as: Figure 1. Black-Box Overview The Zone Node does not implement vehicle-level control strategies. Functions such as braking decisions, steering calculations, or vehicle state management remain the responsibility of higher-level controllers. Instead, the Zone Node focuses on: Receiving messages from the Central Controller Receiving messages from Edge Nodes Acquiring data from local LIN-connected devices Routing information between networks Aggregating and forwarding data Providing monitoring and diagnostic information The result is a reusable communication component that can be deployed in different vehicle zones while maintaining the same overall behavior.     4 Simulink Model Overview The Zone Node functionality is implemented as a Simulink model organized around communication, routing, scheduling, and diagnostic subsystems. From a model perspective, the application can be divided into four logical areas: Input handling Routing and processing Communication scheduling Outputs and diagnostics Figure 2. Main Simulink Application The input layer receives information from CAN and LIN communication interfaces and makes it available to the application logic. The processing layer evaluates incoming messages and determines how they should be handled. The scheduling layer manages periodic communication activities, while the output layer is responsible for forwarding messages and generating diagnostic information. This separation helps keep the model modular and makes it easier to extend the application with additional communication paths or Edge nodes without changing the core routing behavior.     5 Inputs The Zone Node receives information from three main categories of inputs. 5.1 CAN Network Inputs CAN communication represents the primary source of information processed by the Zone Node. Messages can originate from: Central Controller Lighting modules Steering modules Motor control modules Other Edge Nodes within the zone Typical examples include: Vehicle commands Status reports Diagnostic information Fault indications Actuation requests The exact set of messages depends on the specific Edge Nodes connected to the zone. 5.2 LIN Device Inputs The Zone Node also acquires information from LIN-connected devices. In the reference implementation, LIN communication is used to retrieve parking sensor information. The Zone Node periodically requests data from the LIN device and receives measurement values in response. Examples include: Front parking distances Rear parking distances Other LIN-based sensor information From the perspective of the Zone Node, LIN data behaves similarly to any other external input source. 5.3 Configuration Inputs Before normal operation begins, the Zone Node initializes its communication interfaces and loads the required configuration information. Examples include: CAN interface configuration LIN interface configuration Communication schedules Routing rules These parameters define how the application interacts with the surrounding networks.     6 Algorithm Internally, the Zone Node performs three main processing activities. 6.1 Message Reception The first step consists of collecting incoming communication data. Whenever a message arrives, the application captures: Communication source Message identifier Data payload Message length This information becomes available to the routing and aggregation logic. Figure 3. CAN Reception Pipeline 6.1.1 Model Representation of Message Reception Within the Simulink model, message reception is implemented using communication interface blocks and dedicated processing subsystems that capture incoming network events and make the received information available to the rest of the application. Figure 4. CAN Reception Main Flow Figure 5. CAN Reception Subsystem At a high level, the reception subsystem performs three actions: Detects incoming communication events Stores the received information Makes the information available to the routing logic This allows the routing algorithm to operate independently from the physical communication interface. 6.2 Message Routing Message routing represents the primary responsibility of the Zone Node. The routing logic determines the origin of each incoming message and forwards it to the appropriate communication interface. The behavior can be simplified as: Figure 6. Bidirectional CAN Routing Messages received from the Central Controller are forwarded toward the Edge Nodes, while messages originating from Edge Nodes are routed back toward the Central Controller. The routing mechanism remains independent of the actual application payload, allowing the same software architecture to support different message sets and vehicle functions. 6.2.1 Model Representation of Routing Logic The routing functionality is implemented as a dedicated subsystem responsible for deciding where each received message should be forwarded. Figure 7. Message Routing Main Flow Figure 8. Message Routing Subsystem The routing subsystem evaluates the origin of the received message and selects the appropriate destination interface. At this level, the application does not interpret individual signal meanings; it simply ensures that information reaches the correct communication network. This approach keeps the routing layer independent from application-specific functionality and allows the same architecture to be reused across different deployments. 6.3 LIN Scheduling and Data Acquisition In parallel with CAN routing, the Zone Node periodically acquires data from LIN-connected devices. The sequence follows a simple request-response model: Figure 9. LIN Parking Acquisition Cycle This mechanism allows information originating on a LIN network to become available to the rest of the vehicle through CAN communication. 6.3.1 Model Representation of LIN Scheduling Periodic LIN communication is implemented using a dedicated scheduling subsystem. Figure 10. LIN Scheduling Main Flow The scheduler periodically requests data from LIN-connected devices, waits for a response, and updates the application data used by the rest of the system. Depending on the communication requirements, the scheduler may manage one or more request-response sequences while maintaining a deterministic execution pattern. 6.4 High-Level Data Flow The internal data flow implemented by the Zone Node can be summarized as follows: Figure 11. Zone Node Data Flow     7 Outputs The Zone Node produces several categories of outputs that are consumed by different parts of the vehicle architecture and by development tools used during validation and debugging. 7.1 Routed CAN Messages The primary outputs of the Zone Node are CAN messages forwarded between communication networks. Examples include: Commands sent from the Central Controller to Edge Nodes Status information returned from Edge Nodes Diagnostic messages Fault reports Configuration updates By routing these messages between communication domains, the Zone Node maintains communication between the central controller and the devices located within its assigned vehicle zone. 7.2 Aggregated Device Data In addition to forwarding CAN traffic, the Zone Node generates CAN messages containing information acquired from locally connected devices. One example is parking sensor data collected through a LIN interface and republished on CAN. This allows the Central Controller to access the information without requiring direct interaction with the LIN-connected device. The process can be summarized as: Figure 12. LIN-to-CAN Data Path This approach creates a unified communication interface while hiding the complexity of the underlying network topology. 7.3 Diagnostic Outputs The Zone Node generates diagnostic information that is useful during development, system integration, and troubleshooting activities. Examples include: Communication counters Status variables Network activity indicators Communication statistics Device data used for monitoring purposes These outputs provide insight into the current behavior of the application and can be accessed through development tools such as FreeMASTER. 7.4 Visual Indicators In addition to communication outputs, the Zone Node drives visual indicators available on the evaluation hardware. The on-board LEDs provide immediate feedback regarding: Message reception activity Message transmission activity LIN communication activity Application execution status Although these indicators are not used by the vehicle itself, they simplify application bring-up and validation by providing a quick visual confirmation that the software is operating correctly. 7.5 Output Destinations The outputs generated by the Zone Node are consumed by several different system components. Central Controller Receives: Status information from Edge Nodes Aggregated sensor data Diagnostic information generated within the zone Edge Nodes Receive: Commands originating from the Central Controller Configuration and control messages forwarded through the Zone Node Local Devices Receive: Periodic requests issued by the Zone Node Communication messages required to acquire local measurements Development Tools Receive: Monitoring variables Communication statistics Diagnostic information used for debugging and validation 7.6 High-Level Output Flow Figure 13. System Topology This output structure allows the Zone Node to act as a communication intermediary while simultaneously providing visibility into the behavior of the system during development and validation.     8 References NXP Model-Based Design Toolbox (MBDT) S32K3 Microcontroller Documentation S32K344-WB Evaluation Board Documentation     9 Conclusion This article described the internal behavior of the Zone Node by examining its inputs, processing logic, and outputs. By presenting the component as a functional black box, it explained how information is received, routed, aggregated, and distributed throughout the system without focusing on implementation-specific details. The next articles in the series will build upon this foundation by examining individual communication paths in more detail, including CAN-to-CAN routing, LIN-to-CAN routing, and the techniques used to validate and troubleshoot communication behavior.

    1 Table of Contents • Introduction • Simulink Model Overview • Inputs • Algorithm • LED Output • Diagnostics • References • Conclusion     2 Introduction This article describes how the Front Lights System (FLS) and the Rear Lights System (RLS) applications work internally, by walking through the Simulink models and describing how signals travel from the CAN bus all the way to the LED strip on the evaluation board. The goal is to give a practical understanding of what each model does, from the moment a command is received up to the moment the corresponding lamp is turned on. Both nodes are described together because they share the same overall architecture, the same execution pattern, and almost the same set of subsystems. The differences between them are limited to the lighting functions that only make sense on one side of the vehicle (Daytime Running Lights on the front, Stop Lights on the rear) and to a few CAN identifiers. Presenting them side by side keeps the article shorter and highlights how the same design pattern is reused across projects. Earlier articles in this series introduced the boards, the toolchain, and the general project layout. This article focuses on the application logic.     3 Simulink Model Overview Each application is implemented as an individual Simulink model, one for the Front Node and one for the Rear Node, structured into communication, control, and output subsystems. From a model perspective, the application can be divided into four logical areas: CAN reception and unpacking Per-function logic control LED aggregation Diagnostics   Figure 1 - Front Lights main Simulink application   Figure 2 - Rear Lights main Simulink application The reception area receives CAN frames from the Central Controller and makes the extracted signals available to the rest of the model through shared Data Store Memory blocks. The control area contains one Stateflow chart per lighting function and decides which lamps should be on or off. The output area builds the color pattern from the lamp requests. This separation keeps the model modular and makes it easier to add new lighting functions without changing the reception or the actuation logic.     4 Inputs Each node receives information from three main categories of inputs. CAN Network Inputs CAN communication is the main source of information for both applications. All messages come from the Central Controller and are defined in the DBC file that ships with each project. On the Front Lights node the application consumes: Gear Mode - 4 bits Activate Headlights - 0 = OFF, 1 = LOW BEAM, 2 = HIGH BEAM Activate Fog Lights - 1-bit on/off command Turn Commands - packs the signals: Activate Hazard Lights Turn Left Turn Right On the Rear Lights node the set is almost the same, with Gear Mode replaced by Press Brake - an 8-bit signal that carries the brake pedal position. The other three messages are shared with the front node. Local Fault Input On top of the CAN traffic, each node reads a digital fault input through a DIO block. The value of this pin is stored in a shared Data Store ( FLS_Fault or RLS_Fault ) and is consumed by every logic-control chart. When the fault is asserted, the charts switch to a dedicated fault branch and the LEDs display a blink pattern to signal the condition visually. Configuration Inputs Before normal operation begins, each model runs an Initialize Function that sets up the peripherals used by the application.   Figure 3 - Initialize Function This subsystem enables the CAN controller interrupts and moves the controller into the started mode.     5 Algorithm Internally, each node performs four main processing activities. Message Reception The first step consists of collecting the incoming CAN traffic. Reception is interrupt-driven: a Can_RxIndication handler is registered at the top level of the model and fires a function-call trigger every time a new frame arrives. The trigger runs the CAN Unpack subsystem exactly once and captures the frame identifier, the payload, and the length. Model Representation of Message Reception Inside the CAN Unpack subsystem there is one CAN Unpack block per DBC message. Each block decodes the incoming frame and extracts the signals declared in the DBC file.   Figure 4 - Front Lights CAN reception subsystem   Figure 5 - Rear Lights CAN reception subsystem Overall, the reception subsystem receives the CAN frames, decodes the payload into named signals, and places them into the shared Data Stores. Per-Function Logic Control Every lighting function is implemented as a dedicated Stateflow chart. All charts follow the same skeleton: an Idle state where the lamp is OFF, one or more active states covering the operating modes, and a small fault branch ( Fault_Detected and Fault_Detected_Off ) that toggles a per-function fault flag whenever the shared fault input is asserted. Head Lights Logic Control The head lights chart reads CCS_ActivateHeadLights and moves from Idle to Head_Lights_LowBeam when the command equals 1, and to Head_Lights_HighBeam when it equals 2. Direct crossovers between the two beams are allowed without going through Idle. When the fault input is asserted, the chart enters the fault branch and toggles Low_Beam and High_Beam to create a blink pattern.   Figure 6 - Head Lights logic control chart Fog Lights Logic Control The fog lights chart moves from Idle to Fog_Lights_Active when CCS_ActivateFogLights is 1 and returns to Idle when the command drops back to 0. The fault branch is identical to the one used by the head lights chart.   Figure 7 - Fog Lights logic control chart DRL Logic Control (Front only) The DRL chart only exists on the front node. It keeps the daytime running lights on whenever the vehicle is in a drive gear: Idle moves to DRL_Active when CCS_GearMode is between 1 and 4, and drops back to Idle when the gear returns to 0. Fault handling is identical to the other charts.   Figure 8 - DRL logic control chart (Front Lights only) Stop Lights Logic Control (Rear only) The stop lights chart keeps the stop lights on as long as the brake pedal is pressed: Idle transitions to Brake_Active when CCS_PressBrake is different from 0, and returns to Idle when the pedal is released. The fault branch is identical to the other charts.   Figure 9 - Stop Lights logic control chart (Rear Lights only) Turn Lights (Turn Signals and Hazards) The turn lights chart handles both the direction indicators and the hazard lights, and also generates the blinking pattern. It uses parallel states: an outer super-state selects between Idle, Turn_Left_Active, Turn_Right_Active and Hazard_Active, while inside each active super-state a pair of On and Off states swaps every 500 ms using after(0.5, sec) transitions. From Idle, the chart enters Turn_Left_Active when CCS_TurnLeft is asserted, Turn_Right_Active when CCS_TurnRight is asserted, and Hazard_Active when CCS_ActivateHazardLights is asserted. Direct crossovers between left and right are allowed. When the fault input is asserted, the chart moves into the fault branch.   Figure 10 - Turn Lights logic control chart     6 LED Output The per-function charts do not drive the LED strip directly. They only produce simple lamp requests, and a central Stateflow chart is in charge of turning those requests into a color pattern that the LED strip can display. Each lighting mode has its own state inside this chart, and every state sets the colors that represent that mode on the strip. For example, the head lights use white, the fog lights light up a few dedicated pixels, and the turn signals move step by step across one side of the strip. The hazard mode reuses the same effect on both sides at the same time. On the front node the chart also includes a state for the daytime running lights, and on the rear node it includes a state for the stop lights. Once the color pattern is ready, it is passed to a Function-Call Subsystem that sends it to the physical LED strip. This subsystem takes care of the low-level details, so the rest of the model only deals with lighting behavior.   Figure 11 - LED output chart     7 Diagnostics Alongside the normal lighting behavior, each node also reports its own health to the rest of the system. A local fault input is read at runtime and made available to every logic chart, so the lamps can switch to a fault indication whenever a problem is detected on the board. The same fault information is also sent back to the Central Controller over CAN, using a short dedicated message. This way, the rest of the vehicle can react to a lighting-node fault without having to check anything manually. In addition, the model exposes its internal signals to FreeMASTER, which allows the developer to observe the CAN commands, the lamp requests, and the fault flags live during development and troubleshooting.     8 References Front and Rear Lights - Overview Front and Rear Lights - SW & HW Environment Model-Based Design Toolbox (MBDT) Community Model-Based Design Toolbox (MBDT) - S32K3 - How To MATLAB® and Simulink® Documentation     9 Conclusion This article described the internal behavior of the Front Lights and Rear Lights nodes by looking at how information flows through the models. It explained how CAN commands are received, interpreted by dedicated Stateflow charts, and finally turned into the corresponding lighting behavior on the LED strip, while the local fault status is reported back to the Central Controller. Because both applications share the same architecture, they were presented together. The only real differences are the set of lighting functions specific to each side of the vehicle (DRL on the front, Stop Lights on the rear) and the identifiers used for the fault message. The next articles in the series will take a closer look at specific parts of these applications, such as the CAN communication, the LED driving, and the tools used to validate and troubleshoot the lighting behavior.

Developing embedded applications for NXP microcontrollers—especially platforms like the S32K series—often involves using tools such as MATLAB/Simulink (MBDT – Model-Based Design Toolbox), S32 Design Studio (S32DS), and AUTOSAR tools like EB tresos. This article walks through the key steps involved in creating a new model and configuring it properly for NXP hardware, focusing on a practical workflow used in automotive and embedded systems projects.