WTF is a ‘software-defined vehicle?’
I’m happy to assist you in revising this news article. Here’s a potential reword for it:
What exactly does the term “software-defined vehicle” mean, even if you may have heard it a lot at CES 2024? Although it’s not as difficult as it seems, it’s not entirely clear either. Allow me to clarify.
It should go without saying that a software-defined vehicle is one that is controlled by software.
The term “software-defined vehicle,” or simply “SDV,” has been around for a long time. It first appeared in the latter part of the 2010s to describe the transition of cars from primarily mechanical to software-driven devices. This shift is frequently compared to the development of smartphones. As you may recall, manufacturers expressed their desire to transform your vehicle into a “smartphone on wheels” about 2014.Alright, I’ll assist you in revising this news story. Another way to put it is this:
You might be asking why “software-defined vehicle” is a term that people use. Phones used to have a variety of shapes and uses. These days, they’re all rectangular gadgets with different software that they run and update. According to proponents of software-defined vehicles, automobiles are undergoing a similar transformation. Experts prefer to refer to cars as “smartphones on wheels” because of this. Naturally, this is still an evolving project.
What exactly does the term “software-defined vehicle” mean, even if you may have heard it a lot at CES 2024? Although it’s not as difficult as it seems, it’s not entirely clear either. Allow me to clarify.
It should go without saying that a software-defined vehicle is one that is controlled by software.
The term “software-defined vehicle,” or simply “SDV,” has been around for a long time. It first appeared in the latter part of the 2010s to describe the transition of cars from primarily mechanical to software-driven devices. This shift is frequently compared to the development of smartphones. As you may recall, manufacturers have stated that they aimed to make your car a “smartphone on wheels” back in 2014 or so.
While the parallel makes sense, it shouldn’t be taken too literally. One reason is that software is not everything; consider the enduring appeal of standalone cameras and mobile keyboards, as well as the growing popularity of foldable devices. More significantly, though, is that smartphones are not recognized for their sturdiness; after a few years, the most recent significant update seems to slow them down. Conversely, automakers are working to develop software-defined cars—vehicles that improve with time, even if critical hardware fails. They have a high bar to meet, and we wish them well.
The term “software-defined vehicle” may be new to you. It involves more than just installing a voice assistant or touchscreen.
A software-defined vehicle is any car, truck or SUV that can “improve its features over time, mainly by software, without having to replace hardware components,” explained Gartner automotive researcher Mike Ramsey in a chat with TechCrunch.
The term “software-defined vehicle” may pique your interest. Senior director of automotive software firm Elektrobit Moritz Neukirchner stated, “It’s not simply about putting new features on a car that weren’t there before. Although the term “software-defined vehicle” appears in his official title, Neukirchner acknowledged that it is a “terribly common buzzword these days.” According to him, software-defined cars are about “adding new benefits to a car as well as updates.”
Reaching that degree of capacity is a problem for automakers and suppliers, primarily because it necessitates a significant redesign of the vehicle’s electrical architecture.
“SDV is not really about what the consumer sees,” explained Dan Cauchy, the nonprofit Linux Foundation’s manager of automotive software. According to Cauchy, a car is software-defined when the underlying technology enables automakers to independently develop, release, and maintain software for a range of car models, regardless of the models’ age, quality, or cost.
The term “software-defined vehicle” may pique your interest. Senior director of automotive software firm Elektrobit Moritz Neukirchner stated, “It’s not simply about putting new features on a car that weren’t there before. Although the term “software-defined vehicle” appears in his official title, Neukirchner acknowledged that it is a “terribly common buzzword these days.” According to him, software-defined cars are about “adding new benefits to a car as well as updates.”
The fundamentals
According to Stefan Buerkle, who heads cross domain computing at Bosch, a software-defined vehicle has two primary components — the software in the automobile and the electronic architecture behind it.
Approximately 100 distinct electronic control units (ECUs) are found in a modern car, each of which performs a single task, such as power steering or triggering airbags, locking doors and so on. According to Buerkle, the reason this strategy has been successful is that “you built it once, you defined the interfaces — who talks to whom, and in which standard.” According to Buerkle, “you bring it to the market and you sell it for the next five years” once the automobile’s electrical systems are reliable and functioning. “And you have the next car in those five years.”
That’s the standard approach, but Buerkle claims that a software-defined vehicle’s architecture ought to be much different. “Overseeing ninety to one hundred different ECUs and ensuring that updates to one still function with the others is extremely difficult,” he remarked. A “simplified architecture” is instead needed for a software-defined vehicle, according to Buerkle, in order to combine all of the operations “into one or two ECUs at most.”
Buerkle proposes making automobiles into gadgets that can be updated just like cellphones. Software-defined cars mean more than just touchscreen integration; they also mean significant wireless updates for new features. Car manufacturers see subscription fees as a potential source of income, similar to Apple’s lucrative services business model. Analysts assume that although automobile makers may not see earnings as high as those of Apple, they still expect reasonably profitable results. This is consistent with the statement made by Chang Song, the software chief of Hyundai, that cars are now more than just means of mobility.
According to Song, “Cars will integrate with your phone’s services for ride-sharing, car-sharing, and managing large fleets for businesses, with software at the core of these solutions.”
Regarding buying a software-defined car, many firms talk about it as a possibility for the future, but some of them have already got some on the market. At CES 2024, Buerkle, Ramsey, and other experts recognized Tesla as a prime example. Over-the-air updates are sent to Tesla’s software-defined cars, bringing new features and changing performance and battery management. But whether this really fits the idea of a smartphone on wheels is called into question by the lack of an in-car app store and the lack of simultaneous upgrades for all automobiles.
True software-defined vehicles may still be a few years off, based on Cauchy’s assessment. Neukirchner agreed, emphasizing the necessity to speed testing and development procedures in order to adjust to this new reality. Though the trend is clearly in motion, it seems the concept is not fully baked despite the continuous advancement along the supply chain.
With MotorTrend launching awards for innovators, LG promoting its future mobility platform, and Intel acquiring a chip maker for its automotive business, suppliers are joining the buzz surrounding software-defined innovation. Neukirchner talked about corporate use cases, including fleet management, and emphasized difficulties, like the multiplicity of automobile operating systems, which could make it more difficult for outside software developers to develop software.
Although the automotive industry frequently uses fancy terms, the software-defined vehicle trend requires manufacturers to make large investments. Since expensive cars result in longer automobile ownership, automakers try to offset lower sales by making money from software subscription fees. For example, GM and Stellantis have set high goals for their service income. The true test is whether or not buyers will find software-defined automobiles to be valuable enough to warrant the extra costs.
