This Car Runs on Code
It takes dozens of microprocessors running 100 million lines of code to get a premium car out of the driveway, and this software is only going to get more complex
The avionics system in the F-22 Raptor, the current U.S. Air Force frontline jet fighter, consists of about 1.7 million lines of software code. The F-35 Joint Strike Fighter, scheduled to become operational in 2010, will require about 5.7 million lines of code to operate its onboard systems. And Boeing’s new 787 Dreamliner, scheduled to be delivered to customers in 2010, requires about 6.5 million lines of software code to operate its avionics and onboard support systems.
These are impressive amounts of software, yet if you bought a premium-class automobile recently, ”it probably contains close to 100 million lines of software code,” says Manfred Broy, a professor of informatics at Technical University, Munich, and a leading expert on software in cars. All that software executes on 70 to 100 microprocessor-based electronic control units (ECUs) networked throughout the body of your car.
Alfred Katzenbach, the director of information technology management at Daimler, has reportedly said that the radio and navigation system in the current S-class Mercedes-Benz requires over 20 million lines of code alone and that the car contains nearly as many ECUs as the new Airbus A380 (excluding the plane’s in-flight entertainment system). Software in cars is only going to grow in both amount and complexity. Late last year, the business research firm Frost & Sullivan estimated that cars will require 200 million to 300 million lines of software code in the near future.
Even low-end cars now have 30 to 50 ECUs embedded in the body, doors, dash, roof, trunk, seats, and just about anywhere else the car’s designers can think to put them. That means that most new cars are executing tens of million of lines of software code, controlling everything from your brakes to the volume of your radio [see table, ”How and Where Is Software Used in Cars? ”].
”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. ”The goals to save energy, reduce [emissions], and improve safety have driven the specialization and adoption of electronics in particular.”
I have experienced that complexity myself recently. 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. One of the new features touted was the much larger glove compartment, but the size was probably dictated by that of the required manuals.
My new car also comes with front and side passenger air bags. 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.
Image: General MotorsSuch complexity brings with it reliability issues. IBM claims that approximately 50 percent of car warranty costs are now related to electronics and their embedded software, costing automakers in the United States around $350 and European automakers 250 per vehicle in 2005.
In 2005, Toyota voluntarily recalled 160 000 of its 2004 and some early 2005 model year Prius hybrids because of a software problem that caused the car to suddenly stall or shut down. The time needed to repair the software was estimated at about 90 minutes per vehicle, or about 240 000 person-hours. Even at cost, that is a lot of money.
Image: Daimler
this article quoted from IEEE spectrum magazine .
