User:Timo.stripf/test

Great. I’ll create a detailed, Wikipedia-style article on the Infineon AURIX TC4x processor architecture. It will include technical details such as cores, memory, safety, and performance features, provide an overview of application areas, compare it to previous AURIX generations (e.g., TC3xx), and also cover release history and the roadmap.

I’ll let you know once it’s ready for review.

Infineon AURIX TC4x Processor Architecture

Infineon AURIX™ TC4x is the third generation of Infineon’s AURIX family of 32-bit automotive microcontrollers, introduced in 2022–2024 as an upgrade to the AURIX TC3xx series. The TC4x architecture is built around multiple high-performance TriCore™ v1.8 CPU cores on a 28 nm process, with configurations of up to six cores running at 500 MHz (with optional lockstep redundancy for functional safety). It incorporates a scalable accelerator suite for specialized tasks – including a Parallel Processing Unit (PPU) for AI and signal processing, and dedicated engines for networking and security – to meet the demands of advanced automotive applications. The AURIX TC4x family emphasizes real-time performance, functional safety (ASIL-D), and cybersecurity, making it suited for next-generation electric and autonomous vehicle systems, as well as high-reliability industrial and robotics applications. This article provides an in-depth technical overview of the TC4x architecture, its features, application domains, improvements over the previous AURIX generation, and its release roadmap.

Architecture Overview

CPU Cores and Performance

At the heart of the AURIX TC4x is Infineon’s TriCore v1.8 CPU architecture, which extends the previous TriCore v1.6 found in TC3xx devices. A TC4x high-end MCU can integrate up to six 32-bit TriCore v1.8 cores clocked at up to 500 MHz, each core being a superscalar processor optimized for real-time and embedded workloads. To achieve the highest functional safety (ISO 26262 ASIL-D), the cores can be arranged in lockstep pairs – each main core paired with a checker core that runs in parallel and compares results cycle-by-cycle. In a maximal configuration, this yields six physical cores executing as three lockstep pairs, ensuring error detection and fail-safe operation. Despite the safety pairing, the architecture maintains high throughput: a TC4x MCU can deliver on the order of several thousand Dhrystone MIPS of performance (e.g. in the range of ~3200 DMIPS or more, depending on configuration), significantly exceeding the previous generation’s ~2400 DMIPS (six 300 MHz cores).

The TriCore v1.8 introduces enhanced features like hardware virtualization support, allowing one core to host multiple separated software domains or operating systems. Each core can manage up to 8 virtual machines (VMs) with a built-in hypervisor layer, enabled by additional register sets and context-switch support in hardware. This is a major advancement for supporting software-defined vehicles and mixed-criticality systems, where a single MCU may run an AUTOSAR real-time OS in one partition and other applications or an RTOS in another. The cores also have ultra-fast context switching and memory protection mechanisms to facilitate isolated execution of multiple tasks/VMs per core without jeopardizing determinism. Like prior TriCore designs, each CPU core features a dual–issue pipeline with DSP capabilities (supporting fixed-point and SIMD instructions) and low-level interrupt latency, balanced to handle both high-level control algorithms and fast I/O servicing in real time.

Memory Hierarchy and Storage

AURIX TC4x MCUs include a substantial on-chip memory subsystem to accommodate complex software and data. Program flash memory up to 25 MB is available on-chip for code storage – a notable increase from the 16 MB maximum of the AURIX TC3xx generation. This large embedded non-volatile memory is designed to support over-the-air updates and the growing software size of automotive applications. In fact, the TC4x supports “zero-downtime” Software-Over-The-Air (SOTA) updates by using A/B swap partitions in flash, so that one partition can be updated while the other runs the current software, ensuring the vehicle is never inoperable during firmware upgrades. Infineon has adopted advanced memory technology to achieve this flash density at 28 nm: the TC4x family will be one of the first to use embedded Resistive RAM (RRAM) as the non-volatile memory medium. In collaboration with TSMC, Infineon announced that the AURIX TC4x will migrate from traditional embedded flash to RRAM, which offers bit-wise write (no bulk erasure needed), higher endurance, and better scaling for future nodes. Early TC4x samples in 2022–2023 still used 28 nm eFlash, but RRAM-based versions were planned by end of 2023, providing a technology path for even larger on-chip memory and lower power consumption.

On the RAM side, TC4x devices include several megabytes of on-chip SRAM (typically for AURIX, this exceeds 6 MB, and likely up to around 8–10 MB on the largest TC4x models, though exact figures depend on the specific variant). Each TriCore CPU has its own tightly coupled instruction and data RAM (often called PSPR and DSPR – Program and Data Scratch-Pad RAM) for time-critical routines, as well as local caches (in previous gen, 32 KB I-cache and 16 KB D-cache per core were common; TC4x retains a similar cache hierarchy, possibly with enhancements). Additionally, a shared global RAM (LMU – Local Memory Unit) is accessible by all cores for inter-core data exchange and as a general-purpose memory pool (hundreds of KB to a few MB, typically). All memories support error-correcting codes (ECC) for safety. A high-bandwidth crossbar bus (the SRI bus fabric) interconnects cores, memory units, and DMA, ensuring parallel memory accesses can occur with minimal contention. The memory protection unit (MPU) in each core, along with a distributed memory protection scheme, isolates memory regions for different software components or VMs, supporting both safety (preventing errant writes) and security (preventing unauthorized access).

For external memory expansion, the TC4x family provides interfaces to off-chip storage. High-end variants include an External Bus Unit (EBU) or similar interface for parallel memories or FPGA connectivity (as in prior AURIX), and support for SD/MMC or SPI flash for additional data logging or extended storage. Notably, with the introduction of PCI Express on TC4x, more advanced external memory or coprocessor connections become possible as well (e.g. connecting to an external AI accelerator or storage via PCIe). The combination of large internal flash and RAM, plus external memory options, gives TC4x the ability to run complex software stacks (such as AUTOSAR Adaptive, which requires more memory for automotive service-oriented architectures) on a microcontroller platform.

Functional Safety Features (ASIL-D)

As an automotive MCU designed for safety-critical systems, the AURIX TC4x includes extensive functional safety mechanisms to meet ASIL-D (the highest Automotive Safety Integrity Level). Chief among these is the dual-core lockstep capability for all major CPUs: the TC4x’s six TriCore v1.8 cores can be configured as lockstep pairs where one core (“checker”) constantly verifies the operation of its partner (“master”). Any discrepancy in execution (due to transient faults or errors) is detected within a few cycles, allowing the system to enter a safe state. This lockstep approach was present in TC3xx (which had up to 4 checker cores for 6 main cores) but TC4x extends it so that all six cores can run in lockstep if required, providing full redundancy on every CPU. Alternatively, lockstep can be disabled on some cores to gain full performance when safety margins permit, giving flexibility in how the cores are used (e.g. some cores in lockstep for ASIL-D tasks, others running in parallel for ASIL-B or non-safety tasks).

Beyond lockstep CPUs, the TC4x integrates numerous hardware safety monitors and diagnostic features. These include clock and voltage monitors, built-in self-test (BIST) controllers for CPU and memory, and error-checking on all internal buses. Memories (flash and SRAM) use ECC to detect and correct single-bit errors, and peripheral registers often have redundancy or coherence checks. A Safety Management Unit in the system can coordinate faults from different domains and either reset or isolate parts of the system as needed to maintain safety.

A new addition in the TC4x generation is the concept of “Safe DMA”. The direct memory access engines in the chip are enhanced to be safety-aware – meaning DMA transfers can be monitored or have built-in CRC checks to ensure data integrity when moving data between peripherals and memory. This prevents a DMA from silently corrupting data. The TC4x also likely supports redundant ADC sampling and cross-comparison for critical analog inputs (for example, reading a sensor value via two separate ADC channels and comparing results). Infineon documents mention improved timer safety, such as eGTM (enhanced Generic Timer Module) which can operate in a redundant fashion or with internal safeguards for tasks like motor control PWMs.

In terms of meeting certification, Infineon provides a safety manual and diagnostics libraries for the AURIX TC4x to help automotive OEMs achieve ISO 26262 certification at system level. The TC4x’s safety features are designed such that systems can reach ASIL-D with minimal additional hardware – one reason prior AURIX generations became popular in airbag, braking, and powertrain controllers. The functional safety headroom in TC4x is increased compared to TC3xx, meaning even as processing performance doubled, it can still run safety mechanisms without compromising real-time behavior. Notably, the ASIL-D capability covers not just the MCU’s compute elements but also its accelerators and IO: for instance, the Parallel Processing Unit (PPU) can be used in safety-critical computations (such as AI for vision or motor control) up to ASIL-D, and the internal communications (CAN, Ethernet) have features to support redundant or safe communication channels.

Security and Cybersecurity

In addition to functional safety, the AURIX TC4x family puts strong emphasis on cybersecurity, aligned with the new automotive cybersecurity standard ISO/SAE 21434. Each TC4x MCU includes a dedicated security sub-system (often referred to as a HSM – Hardware Security Module or security cluster) that operates as an independent engine for cryptographic and secure operations. Infineon refers to new security IP blocks like the CSRM and CSS within the security cluster. The CSRM likely stands for Cyber Security Real-Time Module, which implies a dedicated core or finite state machine that can perform crypto tasks in real time without burdening the main CPUs. Indeed, the TC4x has hardware accelerators for cryptographic algorithms (symmetric ciphers like AES, hash functions, public-key engines for RSA/ECC), much like TC3xx had an HSM with its own CPU and crypto accelerators. These accelerators are now enhanced to support upcoming needs such as post-quantum cryptography (PQC) – Infineon noted that the TC4x hardware is ready to support crypto algorithms resistant to quantum attacks, ensuring longevity of security.

Security features of TC4x cover the whole lifecycle: secure boot is supported to ensure the code running at startup is authenticated. The on-chip flash can house encrypted or signed firmware, with the HSM verifying it at boot time. During operation, the security module can manage keys and run secure services (e.g. for vehicle-to-x communication encryption, or secure onboard communication between ECUs). The TC4x is also EVITA Full-compliant (a European automotive security module specification), as was the TC3xx; this means it can implement features like secure onboard communication, immobilizer, and firmware update authentication using standardized methods.

Infineon achieved a company-wide ISO 21434 certification of its development process, and the TC4x MCUs are delivered with documentation to help OEMs comply with cybersecurity requirements in vehicles. For example, the device supports secure debugging (to prevent outsiders from extracting code), and has a true random number generator on-chip for cryptographic key generation. Memory protection and virtualization also play a role in security: critical software components can be isolated in their own virtual machine or core, with hardware-enforced access control between partitions. This prevents, say, a compromised infotainment task from affecting a safety-critical control task on the same MCU.

The TC4x’s secure communications support includes modules for encrypted CAN (SHE – Secure Hardware Extensions were present in earlier AURIX for CAN message authentication), and likely new support for secure Ethernet communication (AES MACsec or similar for Ethernet frames, given the high-speed 5 Gbps Ethernet capability). Infineon also mentions IDPS (Intrusion Detection and Prevention System) features in its MCUs; while not detailed here, the TC4x’s combination of networking and security hardware enables it to act as a secure gateway or monitor for suspicious activity on vehicle networks. In summary, the TC4x was designed in line with the emerging concept of “SecOC” (Secure Onboard Communication) and the expectation that future vehicles will require built-in crypto and monitoring at the microcontroller level.

Accelerator Suite and Integrated Peripherals

One of the distinguishing aspects of the AURIX TC4x architecture is its set of integrated accelerators and peripheral controllers, often referred to as the AURIX Accelerator Suite. These dedicated hardware units offload specific tasks from the CPU cores, boosting overall throughput and enabling new application domains (like AI and high-frequency control). Key components of this suite include:

• Parallel Processing Unit (PPU): This is a SIMD/vector coprocessor optimized for AI and signal processing workloads. Infineon implemented the PPU using a Synopsys DesignWare ARC EV processor architecture – effectively a vector DSP engine that can execute complex algorithms (e.g. neural network inference, fast Fourier transforms) much faster than the generic TriCore CPUs. The PPU on TC4x supports flexible vector lengths (128-bit or 256-bit vector registers in production, with even 512-bit tested in pre-series), and can run parallel math operations for linear algebra, image processing, or radar signal processing. It is programmable (with its own toolchain support, including Synopsys MetaWare and even MATLAB/Simulink integration for code generation) so developers can offload compute-intensive tasks. Importantly, the PPU is designed to be usable in safety-critical context up to ASIL-D, meaning it has fault-detection capabilities and deterministic execution, so AI-based functions (like a neural network estimating motor torque or performing sensor fusion) can be implemented with safety guarantees. This is part of Infineon’s push for “affordable AI” on microcontrollers.

• Converter DSP (cDSP): This refers to small DSP co-processors attached to the analog-to-digital converter units. The TC4x includes advanced ADCs for reading sensors (voltages, currents, etc.), and the cDSP blocks can perform on-the-fly processing of ADC data – for example, digital filtering, oversampling, or sensor signal preprocessing. This is especially useful in motor control or power conversion: the cDSP can filter noise from a current sensor or compute an RMS value without CPU intervention, enabling faster control loops and reducing CPU load.

• Signal Processing Unit (SPU): Labeled as a “radar accelerator”, the SPU likely accelerates radar signal chain tasks such as fast Fourier transforms (FFTs), correlation, or digital beamforming used in automotive radar sensors. Radar processing can be math-intensive, and having a dedicated block for this indicates TC4x can directly be used in radar ADAS units (processing raw radar ADC data to detect objects). The SPU might work in tandem with the PPU for radar: e.g., SPU does low-level FFTs while PPU handles higher-level target classification algorithms.

• Data Routing Engine (DRE): This is a specialized network and data movement accelerator that manages high-speed data transfers between the multiple communication interfaces and memory. With TC4x’s numerous interfaces (Ethernet, CAN, PCIe, etc.), the DRE offloads the task of routing packets or frames to the right destination with minimal CPU intervention. It likely handles DMA for networking, buffering messages, performing address translations or bus bridging. The DRE contributes to achieving line-rate throughput on the 5 Gb Ethernet or PCIe without saturating the CPU.

• Security Accelerators: As mentioned earlier, the security cluster includes crypto engines (for AES, SHA, RSA/ECC, etc.) often termed in Infineon’s literature as HSM accelerators or “Crypto Service Unit”. These accelerators allow the TC4x to perform secure boot, message authentication, and encryption/decryption at vehicle real-time speeds (for instance, encrypting CAN-FD frames or securing an OTA firmware update). They ensure that even with increasing security loads (e.g., bigger keys for post-quantum algorithms), the performance impact on the main application is small.

Beyond the accelerators, TC4x MCUs offer a rich set of integrated peripherals and I/O interfaces, many of which are upgraded from the TC3xx generation:

• Networking Interfaces: The AURIX TC4x is notable for introducing next-gen automotive networking capabilities. It supports up to 5 Gbps Ethernet (multi-gig Ethernet interface) for high-bandwidth data transfer, which can be used in centralized vehicle compute or ADAS sensor networks. In addition, a standard Gigabit Ethernet MAC (1 Gbps) is likely present (for backward compatibility or less demanding models) as well as specialized automotive Ethernet PHY support like 10BASE-T1S (10 Mbps single-pair Ethernet for low-cost sensor networks). The inclusion of PCI Express (PCIe) is a new feature for automotive MCUs – TC4x can have a PCIe interface (likely PCIe Gen3 or Gen4 at a single lane) to connect with other controllers or high-speed devices (for example, an external Wi-Fi/Bluetooth module, or an FPGA, or even linking multiple AURIX MCUs in a cluster). For in-vehicle networks, TC4x also supports the latest CAN standards: along with multiple CAN FD channels, it features CAN-XL support, which is the new extended CAN protocol offering payloads up to 2048 bytes and higher bit rates. Legacy interfaces like LIN (for low-speed devices) are also available for backwards compatibility with existing vehicle components. Notably, while earlier AURIX included FlexRay (for deterministic networking), the industry shift to Ethernet means TC4x focuses on Ethernet and CAN-XL; FlexRay might not be present or is de-emphasized in this generation. The combination of these interfaces means TC4x can function as a domain controller or gateway, aggregating data from dozens of CAN/LIN endpoints and high-speed sensor links, then funneling it through Ethernet to central vehicle computers, with the DRE ensuring efficient data flow.

• Timers and Control Peripherals: Infineon has a heritage in motor control and power electronics, so the TC4x includes enhanced timer units. The Generic Timer Module (GTM) is upgraded to eGTM (enhanced GTM), providing a large array of timers for PWM generation, input capture, output compare, etc., used in engine control units, electric motor inverters, and other real-time control. The high-resolution PWM capabilities allow very fine duty-cycle adjustments (for example, to control an inverter at high switching frequencies with minimal jitter). These timers can be cross-linked via a Low-Latency Interconnect (LLI) so that events from one timer or ADC can trigger responses in another module with minimal delay. This is crucial for tight control loops (e.g., current control in an EV motor that might need sub-microsecond response). TC4x also has multiple ADC units (including SAR ADCs for fast conversions and possibly delta-sigma ADCs for high precision). The mention of TM/FC/DS in Infineon material likely refers to different types of ADCs or timer modes (Timer Module, Fast Converter, Delta-Sigma). These allow the MCU to interface with various sensors (pressure, acceleration, magnetic, etc.) and actuators with the necessary precision and speed. Many of these peripherals are carryovers from TC3xx but with incremental improvements; importantly, Infineon kept the GTM programming model compatible so that customers can reuse control algorithms from TC3xx on TC4x.

• Audio and Specialized Peripherals: Interestingly, the TC4x family also adds an audio subsystem – a feature not prominent in earlier automotive MCUs. Infineon notes that TC4x has audio interfaces (I²S/TDM) and a hardware audio mixer supporting 8:1 mixing of PCM streams at up to 192 kHz sample rates. There’s a dedicated PLL for audio clock generation and support for Time-Sensitive Networking (TSN) audio synchronization. This indicates TC4x can be used in automotive sound processing applications, such as Acoustic Vehicle Alerting Systems (AVAS) for EVs (generating engine-like sounds for pedestrian safety), in-cabin active noise cancellation, and even infotainment or telematics audio processing. While not its primary use-case, having audio capabilities means domain controllers based on TC4x could also handle some cockpit functions or interact with microphones/speakers for features like siren detection (for emergency vehicle detection in autonomous driving).

• Other I/O: TC4x continues to offer standard serial interfaces: multiple SPI channels (for sensors and expansion chips), UARTs (LIN capable), I²C buses for peripheral sensors, etc. There are also likely USB (in some variants) or SDIO interfaces if needed for connectivity modules. The presence of PCIe might reduce the need for parallel expanded buses, but some parallel GPIO expansion and capture inputs are certainly present. External memory interface as mentioned, and debug interfaces (like a Nexus Aurora trace or DAP interface) for development.

Overall, the TC4x’s rich peripheral set and accelerators enable it to act as a one-chip solution for many automotive domains: it can read sensor inputs, perform complex sensor fusion or control algorithms (using its CPUs and PPU), communicate over vehicle networks, and directly drive actuators – all while meeting strict safety and security requirements.

Applications and Use Cases

The AURIX TC4x family is designed as an automotive MCU at its core, but its capabilities also extend to industrial and other high-reliability domains. Below is an overview of key application areas:

Automotive Domain: ADAS, Powertrain, and E/E Architectures

Advanced Driver Assistance Systems (ADAS) and Automated Driving: TC4x microcontrollers serve as critical building blocks in ADAS sensor modules and central processing units. For example, a TC4x can be used in a radar sensor – the SPU and PPU accelerators can process radar returns to detect objects, while the TriCore CPUs handle tracking and sensor fusion with other sensors. Its ASIL-D safety design is beneficial for Level 2+ automated driving functions where fail-operational behavior is required. The TC4x may not replace large SoCs for camera/LiDAR processing, but it can act as a safety monitor or co-processor in centralized ADAS computers, supervising the decisions of a bigger processor and ensuring fallback actions if the main system fails. Additionally, TC4x controllers can power surround-view camera systems, parking assistance, and domain ADAS controllers, especially when multiple smaller tasks (ultrasonic sensors, driver monitoring, etc.) are consolidated. The integrated AI acceleration (PPU) allows running neural networks for things like driver eye blink detection, object classification in radar point clouds, or sensor self-diagnostics, all on the microcontroller in real-time.

Powertrain and xEV (Electric Vehicle) Control: Infineon’s strength is in power electronics control, and the TC4x is tailored for next-gen powertrains, especially electrified ones (hybrids, full EVs). In a conventional engine management system, a TC4x could handle ignition, fuel injection, timing, and throttle control (as prior AURIX did), benefiting from its fast ADCs and timers for engine knock detection and precise fuel control. In electric vehicles, TC4x finds even broader use: it can be the controller for the traction inverter (driving the electric motor), using its PWM timers and ADC/cDSP to implement high-frequency motor control algorithms (FOC – Field Oriented Control) with AI-based optimization of efficiency. It can manage the battery management system (BMS), monitoring cell voltages and temperatures (lots of ADC inputs) and running balancing algorithms; the PPU could potentially run machine learning models to predict battery health or optimize charging. The TC4x is also suitable for controlling DC/DC converters and on-board chargers in EVs, where functional safety is important (preventing over-voltage conditions, etc.). The ability to support ISO 26262 ASIL-D means it can be used in systems like electric power steering or brake-by-wire, where loss of control could be catastrophic. In fact, the TC4x is pitched for domain and zone controllers in future E/E architectures – for instance, an EV may have a “chassis domain controller” that oversees steering, braking, and suspension; a TC4x with its multiple cores could run separate tasks for each of those, isolated but on one chip, simplifying the overall design.

Zonal and Domain Controllers (Vehicle E/E Architecture): As vehicles move toward centralized zone controllers (one controller per vehicle zone handling multiple functions) and away from dozens of separate ECUs, the AURIX TC4x is an ideal candidate for such controllers. It has the performance to handle multiple applications simultaneously (enabled by virtualization and multi-core), and the connectivity to interface with all the sensors/actuators in its zone as well as high-speed links to other zones or to a central computer. For example, a front-left zone controller might read wheel speed sensors, control headlight motors, manage a corner radar and camera, and drive some displays – a TC4x could easily do all of this concurrently. Major Tier-1 suppliers have embraced this: for instance, Vitesco Technologies (formerly Continental’s powertrain division) selected the AURIX TC4x for its next generation of master and zone controllers in E/E architectures, in a partnership ensuring TC4x MCUs will be in vehicles starting ~2027. Zone controllers require mixing of critical tasks (like chassis control) with comfort features, which the TC4x’s hardware separation and ASIL-D safety allows, and they rely on high network bandwidth (5 Gb Ethernet, CAN-XL) to communicate with the central vehicle computer or other zones. The TC4x essentially can act as the “brain” of a zone, with ample headroom to add new functions via software updates over the vehicle’s life.

Chassis and Safety Systems: Many traditional automotive safety systems are also in the TC4x’s wheelhouse. Airbag control modules can use a TC4x – typically these require instant response to crash sensors and redundancy. A TC4x with lockstep and the ability to monitor multiple accelerometers can handle airbag firing logic with ASIL-D reliability. Electronic stability control (ESC) and anti-lock braking (ABS) systems could use the TC4x to read sensor data (wheel speeds, gyroscopes) and control brake actuators or motors in brake-by-wire setups. These systems benefit from the TC4x’s deterministic real-time performance (fast interrupt handling, etc.) to ensure that control loops execute at precise intervals. The increased performance of TC4x allows more sophisticated algorithms (like predictive traction control or integrated vehicle dynamics controllers that coordinate steering, torque vectoring, etc.).

Industrial Automation and Robotics

Although AURIX MCUs are automotive-focused, Infineon also markets them for industrial and robotic applications that demand similar safety and real-time characteristics. The TC4x, with its IEC 61508 SIL-3 capability (SIL-3 is roughly equivalent to ASIL-D in industry) and reliability features, can serve in industrial motor drives, factory automation controllers, and robotics. For instance, in a programmable logic controller (PLC) or safety relay system, a TC4x could monitor sensors and drive outputs with the required fail-safety – its dual lockstep cores and internal diagnostics can help a design meet SIL-2/3 for machinery safety. The ample on-chip flash (25 MB) and RAM allow it to run complex industrial control software or even multiple tasks (perhaps an RTOS partition for motion control and another for communication stacks).

In industrial motor control or robotics, the TC4x’s high-performance timers, ADCs, and the PPU accelerator for control algorithms are very attractive. A robotic arm controller could use TC4x to read joint positions, run real-time inverse kinematics computations (possibly accelerated via the PPU’s vector units), and control motor drives with precise PWM signals. The built-in Ethernet with Time-Sensitive Networking (TSN) support (implied by its audio TSN clock sync and likely general TSN features) means TC4x can interface with industrial Ethernet protocols (like EtherCAT, PROFINET, etc.) to be part of synchronized multi-controller systems. For collaborative robots or AGVs (automated guided vehicles), safety is paramount – a TC4x can monitor sensors like lidars or safety bumpers and perform emergency stop logic reliably.

Industrial automation systems increasingly require cybersecurity as well – the TC4x’s security features (secure boot, encryption) are useful to prevent tampering in critical infrastructure. Infineon’s provision of long-term supply and documentation for AURIX in industrial context (marketed under its PRO-SIL™ safety portfolio) means TC4x MCUs could be found in anything from railway control systems to high-end home appliances that need both performance and safety. The wide ambient temperature range and robust design of automotive parts suit harsh industrial environments too.

Cybersecurity and Secure Elements

While “cybersecurity” is a cross-cutting feature rather than an application, one can consider the TC4x as a platform for automotive cybersecurity controllers. For example, some vehicles may include a central gateway ECU that connects the car’s internal networks to external interfaces (telematics, V2X radio, Wi-Fi, etc.). A TC4x is well-suited for the gateway role: it has multiple CAN and Ethernet ports to bridge between domains, and its security module can perform firewall and encryption duties. With the emergence of connected and autonomous vehicles, there is a need for Intrusion Detection Systems (IDS) within vehicles – a TC4x could run anomaly detection algorithms on network traffic (using its AI accelerator to detect patterns of attacks) and then isolate or shut down compromised nodes. Its high performance ensures that even if dozens of messages per millisecond need checking, it can keep up.

Additionally, the TC4x can implement vehicle-to-infrastructure security. For V2X (Vehicle-to-Everything) communication, which often uses IEEE 802.11p or C-V2X messages, each message must be signed/verified for authenticity. A TC4x in, say, a roadside unit or in the car’s telematics box could handle the cryptographic load of signing and verifying hundreds of messages per second thanks to its hardware crypto accelerators. The post-quantum cryptography support mentioned means it’s ready for future V2X protocols that may adopt quantum-resistant algorithms, which are computationally heavy.

In summary, beyond controlling physical processes, the AURIX TC4x can be considered an embedded security hub in vehicles or industrial systems – managing trusted boot, secure communications, and even OTA updates (with the zero-downtime dual-bank flash allowing updates without taking systems offline). As cybersecurity becomes a regulated requirement in automotive (UNECE WP.29, ISO 21434), MCUs like TC4x will be fundamental in implementing those requirements on the hardware level.

Comparison with AURIX TC3xx (Previous Generation)

The AURIX TC4x represents a significant evolution over the prior AURIX TC3xx (second-generation AURIX), introduced around 2016–2018. Here are the key improvements and architectural advancements in TC4x compared to TC3xx:

• Processing Performance: TC3xx devices featured TriCore v1.6.2 CPUs up to 300 MHz, with high-end variants having six cores (with typically 4 of them lockstep-capable). TC4x upgrades this to TriCore v1.8 at 500 MHz and maintains up to six cores all of which can be used in lockstep if needed. This roughly doubles the raw clock speed and adds microarchitecture optimizations (including virtualization support) leading to a substantial performance gain. For example, a TC39x (TC3xx) delivered ~2400 DMIPS (six cores), whereas a TC4x of comparable core count can exceed ~4000 DMIPS (not even counting accelerators). The TriCore v1.8 also has new instruction set features aimed at better real-time behavior and context switching for VMs, which TC3xx lacked.

• Technology Node and Power: TC3xx was manufactured in a ~40 nm embedded flash process, while TC4x is on a more advanced 28 nm node. This shrink not only enables higher clock speeds and integration of more memory, but also reduces power consumption per operation. The use of RRAM in TC4x is an innovation to get past the limitations of flash at smaller geometries. The smaller node also allows more peripherals on chip (hence inclusion of PCIe, etc., which TC3xx could not support due to I/O limitations).

• Memory Size: Maximum on-chip flash on TC3xx was 8–16 MB (16 MB on TC39x), whereas TC4x goes up to 25 MB. On-chip SRAM on TC3xx was about 6 MB total; TC4x is expected to offer larger SRAM (precise figure aside, possibly ~10 MB or more on high-end). This increase accommodates larger application code (like AI algorithms, AUTOSAR Adaptive middleware, etc.) that wouldn’t fit in previous-gen MCUs. It also means consolidation of functionalities (multiple applications can reside on one MCU’s memory now). Moreover, TC4x flash is partitioned for seamless OTA updates (dual-bank), which was not as optimized in TC3xx.

• Accelerators and DSP: A notable difference is the introduction of the accelerator suite (PPU, SPU, cDSP, DRE) in TC4x. TC3xx had no equivalent of a PPU – its CPUs had some DSP instruction capabilities but no programmable vector engine. Nor did TC3xx have a dedicated radar processing unit or a data routing engine for networks. The GTM timer existed in TC3xx for control, but TC4x extends that with higher resolution and coupling to cDSP. In short, TC4x can handle AI and complex signal processing on-chip, tasks which would have required an external DSP or SoC when using TC3xx. This marks a shift from pure microcontroller to more of a heterogeneous SoC approach in TC4x.

• Connectivity: TC3xx supported automotive interfaces of its time: multiple CAN FD channels, LIN, two FlexRay channels, and a single Gigabit Ethernet (in some variants). It did not have PCIe or CAN-XL, and Ethernet was limited to 1 Gbps. TC4x, conversely, introduces 5 Gb Ethernet and even PCIe connectivity, anticipating the needs of future E/E architectures where high bandwidth data (for example, high-resolution sensor data or OTA updates) must be moved quickly. CAN-XL support is also new in TC4x, preparing for the next-gen CAN standard, whereas TC3xx was limited to CAN FD. FlexRay, once a cornerstone for reliable networking, is being supplanted by Ethernet; TC4x focuses on Ethernet TSN for time-critical networking rather than FlexRay. The inclusion of 10BASE-T1S on TC4x is another improvement, allowing multi-drop Ethernet for sensor networks – a capability TC3xx lacked entirely. These new interfaces make TC4x much more suitable for acting as a network gateway or zonal hub than TC3xx could be.

• Virtualization and Isolation: TC3xx had Memory Protection Units and lockstep for safety, but it did not support virtualization or multiple OS domains on one core. TC4x’s ability to support multiple VMs per core with a hypervisor is a game-changer for how software can be deployed (e.g., running an Android-based infotainment domain and a AUTOSAR real-time domain on one MCU, conceptually). This also simplifies consolidation of ECUs – one TC4x could replace multiple TC3xx-based ECUs by hosting their software safely separated on one chip. This level of software-defined flexibility was not present in TC3xx.

• Safety and ASIL Headroom: Both TC3xx and TC4x are capable of ASIL-D safety, but TC4x provides more diagnostic coverage and options. For example, TC3xx lockstep was typically on 2–4 of the cores (some cores in high-end TC3xx ran solo and could only reach ASIL-B), whereas in TC4x all cores can be lockstepped, meaning even if you use all cores you can still have full ASIL-D compliance. Also, new features like Safe DMA, improved self-test, and enhanced fault collection in TC4x mean higher fault detection rates and potentially lower software overhead to achieve safety goals. TC4x also aligns with the 2018 edition of ISO 26262 (which introduced some additional requirements) and provides the necessary hardware support for them, whereas TC3xx was designed under the earlier edition.

• Cybersecurity Features: The TC3xx family did include a Hardware Security Module (HSM) with crypto acceleration (AES-128, asymmetric engine, etc.) and was one of the first automotive MCUs with a robust security core. TC4x builds on that with stronger, updated crypto engines (likely support for AES-256, SHA-2/3, ECC with larger keys, etc.) and specifically mentions compliance with ISO 21434 and PQC readiness, which are contemporary concerns that weren’t fully crystallized during TC3xx’s design. TC4x’s security cluster (CSRM/CSS) is a more advanced variant of TC3xx’s HSM, possibly with a faster core and more memory to handle complex tasks like secure OTA download in the background. In effect, TC4x provides a more comprehensive trusted computing base than TC3xx, which is crucial as vehicles become more connected.

In summary, the TC4x generation can be seen as a substantial upgrade in computing power, integration, and future-proofing. It retains backward compatibility in many areas (TriCore ISA, GTM timer, reuse of TC3xx software algorithms is explicitly supported), ensuring that current users of AURIX can migrate upward. But it adds the performance headroom (both CPU and specialized accelerators) and the new interfaces needed for the 2025+ car architectures – essentially bridging the gap between traditional microcontrollers and application processors. Infineon’s own statement was that the TC4x “provides an upward migration path from the AURIX TC3x family” and “pushes the boundaries in automotive MCU usage for safe and secure processing,” highlighting improvements in AI capability and networking throughput.

Release History and Roadmap

Infineon unveiled the AURIX TC4x family roadmap in early 2022, with the first silicon and detailed information released at that time. On 5 January 2022, during CES 2022, Infineon announced the extension of the AURIX family with the next-generation TC4x and shared initial details in an online media briefing. Throughout 2022, Infineon engaged lead automotive customers with early samples: by late 2022, the company reported that the AURIX TC49x device was “sampling now at selected customers” with a start of production planned in the second half of 2024. The TC49x presumably represents a high-end variant (the naming suggests a 4th-gen AURIX, 9x series device, analogous to the TC39x of the previous gen). These early samples still used conventional embedded flash memory, while Infineon and TSMC concurrently prepared the transition to RRAM memory technology, achieving first test chips and planning customer samples of RRAM-equipped TC4x by end of 2023.

In November 2022, Infineon officially highlighted the RRAM introduction and reiterated how TC4x would expand AURIX’s capabilities in AI, ASIL-D, and advanced networking (CAN-XL, 10Base-T1S) – indicating that by that point the hardware design was final and in validation. Moving into 2023, ecosystem enablement was a focus: tools and software support (from Synopsys, MathWorks, AUTOSAR vendors, etc.) were rolled out so that developers could start building on TC4x virtually while waiting for silicon. Also in 2023, Infineon secured long-term agreements with Tier-1 suppliers (e.g. the Vitesco partnership in Oct 2023) to ensure TC4x adoption in future vehicle platforms, signaling confidence that volume production would align with automaker timelines (2025 and beyond).

The formal launch of the first TC4x product came in late 2024. On 6 November 2024, Infineon announced the AURIX TC4Dx microcontroller, described as “the first member” of the TC4x family. (The nomenclature “TC4Dx” suggests a specific series or configuration; Infineon sometimes uses letters for memory or feature variants.) The TC4Dx is built on 28 nm, features the 500 MHz six-core TriCore setup with all the key enhancements, and is targeted at automotive domain control, ADAS, and E/E architecture roles. Infineon’s announcement confirmed that TC4Dx was in the sampling stage with broad customers and that mass production is slated for 2025. The device was showcased at the Electronica 2024 trade show in Munich as a highlight of Infineon’s automotive portfolio.

Looking forward, the AURIX TC4x family is expected to consist of multiple variants (just as TC3xx had a range from low-end TC32x to high-end TC39x). We can anticipate devices with fewer cores (perhaps TC41x or TC42x with 3 cores or 4 cores) for cost-sensitive applications, and devices with varying memory sizes (some might have, say, 8 MB flash for mid-range needs, versus 25 MB in the top model). The scalable family concept is emphasized – meaning pin-compatible and software-compatible parts allowing easy migration within TC4x. Infineon also indicates a commitment to a long roadmap for AURIX: the partnership with TSMC on RRAM implies even beyond TC4x, future generations will continue on advanced nodes. Given the Vitesco deal starting 2027, TC4x (and its derivatives) will likely be shipping throughout the late 2020s as a workhorse MCU family in vehicles.

In terms of deployment, engineering samples in 2023–2024 are followed by initial automotive SOP (Start of Production) in 2025 for the first car models using TC4x. By 2026–2027, more widespread deployment in electric vehicles, domain controllers, and ADAS systems is expected, especially as the software-defined vehicle trend picks up. The TC3xx family will co-exist for some time in the market (given many current vehicles use them), but TC4x is positioned to become the go-to MCU for new designs requiring high performance and mixed-criticality consolidation. Its introduction aligns with the timeline of Level 3 automation features and new E/E architectures in the automotive industry, ensuring AURIX remains a central player in automotive semiconductors.

Overall, Infineon’s AURIX TC4x represents a significant step forward in integrating performance, safety, and security in a single automotive-grade microcontroller. By comparing it with its predecessor and considering its advanced feature set, one can appreciate that TC4x is not just an incremental upgrade but rather a platform enabling new paradigms (such as safe AI processing and centralized vehicle computing) while maintaining the reliability required in cars and industrial systems. As the family matures and more variants are released, the AURIX TC4x is set to solidify Infineon’s position in high-end microcontrollers for years to come.