Automotive electronics: What's hot in 2012

2012 looks to be a year of consolidation as technologies introduced previously – like voice recognition and electrified power trains - become more widespread across model lines.

Rick DeMeis, Editor, EE Times' Automotive Designline -- EDN, December 12, 2011

In automotive electronics, 2012 looks to be a year of consolidation as technologies introduced previously become more widespread across model lines. In particular, voice recognition, with different features and interfaces, is seen as a way of distinguishing one brand from another, while electrified power trains in the form of hybrids and pure electric drives will be available in more models.

It must be remembered that the auto industry, driven by the need to keep costs down, is not necessarily on the leading edge of electronics development. After all, saving just a dollar on an ECU that goes into a million vehicles results in real money on the bottom line. And the more mature the technology that goes into a car, the less risk of failure and costly warranty claims.

Traditionally, new technology features, such as lane departure warning and adaptive cruise control, are introduced on high-end models where buyers are usually more willing (and have the financial means) to pay a premium. As costs come down with increased production volumes, these then migrate down to an OEM's lower-cost models. A notable exception was Ford's 2007 introduction of its SYNC system to connect consumer electronics into the vehicle in its low-cost models—those that younger buyers, who embrace technology that connects them to their friends and music, can more afford in a first-time new car purchase.

SYNC is requested by buyers in nearly 80% of the cars sold where it's available. Ford and its partner Nuance Communications (http://www.nuance.com/for-business/) used an alias (i.e., synonym)-rich grammar in the system software to make SYNC's voice commanded functions easy to access with minimal "training."

The efficacy of SYNC is noted by David Champion, Consumer Reports, auto test director. The organization has safety as its main focus and Champion said driver distraction with the system is reduced thanks to simple voice control for complex tasks, including iPod menus coupled with an abundance of "hard keys" for functions such as radio presets, tuning, climate control, and seat heaters.

However, the next generation MyFord Touch interface received less than sterling reviews, having gone all touch screen in the center stack for non-voice inputs. The automaker is revising the system for more tactile feedback inputs and says, "Future software upgrades are expected to deliver improvements in the areas of response speed, graphics, stability, and ease-of-use."

It's electric
Electrified power trains will be in more models in 2012 as shown by introduction of the all-electric Ford Focus and Mitsubishi i, sale of production Prius Plug-In Hybrids (see "Driving Impressions: Prius Plug-In Hybrid") and the enlarged Prius V, and Buick's launch of a hybrid power train as standard on its four-cylinder base model LaCrosse, the eAssist—just don't call it a hybrid say the image-sensitive corporate marketing types. The system consists of a small 0.5-kWh Li-ion battery pack (65 lb (29 kg)) and a 15-hp liquid-cooled motor/generator instead of an alternator. The motor/generator, connected to the engine/transmission by a 7-groove belt, not only augments engine power but functions as a regenerative brake and start/stop motor. The system will be available on Buick's Regal and next model year's Chevy Malibu.


The eAssist sells for the same price ($30,620, delivered) as the optional V6 version of the LaCrosse but gets 25 mpg (city) and 36 mpg (highway) EPA ratings as opposed to 17 mpg and 27 mpg for the bigger engine (303 hp versus 182 hp for the 4-cylinder engine). The hybrid system electrical management algorithms are based on those developed for the Chevy Volt (see "Driving Impressions: Chevy Volt"), according to Al Houtman, GM vehicle performance manager for front wheel drive hybrid programs. Operation is optimized to use the motor/generator for "torque smoothing" and to allow the internal combustion engine to run near its most efficient point as well as maintain battery state of charge. The control architecture also implements a deceleration fuel cutoff regimen to further improve fuel economy.

But with any car having a battery-driven power train, the traditional knock has been the extra cost involved and the energy density of the battery pack (which limits range in pure electrics). The former is always projected to come down as production volumes increase but the latter is up against the limits of current battery chemistries. These will probably improve slowly, but the introduction of nano-technology materials with chemistries on the atomic and molecular scales could make possible jumps in charge/discharge efficiency as well as energy density.

Looking ahead
It should be noted that 2012 sees mandatory electronic stability control (ESC) on all cars and light trucks sold in the U.S. ESC is probably the most significant safety feature since the three-point seat belt—such that Consumer Reports' Champion said that he wouldn't let a teenage driver in a car that did not have it.

Further down the road, there is automotive electronics technology in existence today that will make the self-driving car a reality. The public is already being exposed to such systems in adaptive cruise control and automatic braking, as on some Mercedes vehicles. An autonomous vehicle should find wide acceptance among the numerous baby boomers now reaching retirement age because it will allow them to retain the freedom and independence they cherish by giving them mobility as their driving skills decline. This technology can reduce the tendency for seniors to move to retirement or assisted living facilities, reducing health care service costs as well.

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