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Broy estimates that more than 80 percent of car innovations come from computer systems and that software has become the major contributor of value (as well as sticker price) in cars. Jonas Bereisa, a GM engineer, wrote in a 1983 article in IEEE Transactions on Industrial Electronics that ”software development will become the single most important consideration in new product development engineering.” How right he was. Other car companies quickly followed suit.
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However, the chip served another function: It was used by GM to test how well a microprocessor could control multiple functions such as port fuel injection, electronic spark timing, and cruise control.īy 1981, GM was using microprocessor-based engine controls executing about 50 000 lines of code across its entire domestic passenger car production. The computer, a modified Motorola 6802 microprocessor chip, displayed speed, fuel, trip, and engine information. In 1978, GM offered as an option its Cadillac Trip Computer on the Cadillac Seville. The current amount of software in cars is pretty amazing, given that the first production automotive microcomputer ECU was a single-function controller used for electronic spark timing in the 1977 General Motors Oldsmobile Toronado. For example, BMW has just announced that many 2009 models will be equipped with its BMW Assist system, which features a ”risk of severe injury” calculation based on information gathered from the car’s air-bag controller and its other ECUs, which will inform accident response teams not only where the accident took place, but the likelihood of passengers being severely injured. In the near future, Broy says, air-bag control systems will use more than just crash impact information. Most of the time the air bag system is just monitoring the car’s condition, but if the air bags are triggered by, say, a multiple vehicle collision, the software in the ECU controlling their deployment has 15 to 40 milliseconds to determine ”which air bags are activated and in which order,” says Broy. The car’s air bag electronic controller-along with the dozen or so sensors that provide it with data-have to be able to operate for years in temperatures ranging from the dead of a freezing Minnesota winter to the blazing heat of an Arizona summer sun. My new car also comes with front and side passenger air bags. One of the new features touted was the much larger glove compartment, but the size was probably dictated by that of the required manuals.
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Last year I bought a new car and was staggered to discover a 500-page manual explaining its operations, along with a 200-page companion manual for the GPS and radio systems. I have experienced that complexity myself recently. ”The goals to save energy, reduce, and improve safety have driven the specialization and adoption of electronics in particular.” ”Automobiles are no longer a battery, a distributor or alternator, and a carburetor they are hugely modern in their complexity,” says Thomas Little, an electrical engineering professor at Boston University in Massachusetts, who is involved in developing intelligent transportation systems.
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