The term “SDV” (SDV) has always looked like a noise for me. Cars were defined by programs for decades, I thought, with a lot of small computers to control different electronic functions. Hell, Bendex came out with injection of electronic fuel in 1956. (It is recognized that he did not succeed at that time, but the principle was there.)
However, there is a big difference between a vehicle with many electronic systems, each of which has its own programs, and what the SDV auto industry considers. It turns out that “the existence of the” Full Knowledge “program is completely different, in the way that matters are directed.
Our colleagues in INSIDEEVS The CEO of RVAN RJ Scaring for Podcasts, and the difference is well explained:
“The way most vehicles are defined today, their programs and electronics, is that you have hundreds of small small computers-the term industry is electronic control units-which contain a small island of software that performs some functions based on the field. So you will hear this called” field-based structure “. So you will have a seat control unit, you will have a controller in the door window mechanism, you will have a HVAC control unit, each of which is a computer separate. “
Arivian Zonal Charistore
Photo by: Revyan
All this started with fuel injection. The car manufacturers have moved from the carburers to the electronic fuel injection systems controlled by a computer, which helped efficiency and strength. Then car companies added more and more electronic systems in a gradual way: computers for seats control units, climate controls, safety systems, door window mechanisms, etc.
But they used to be isolated, and they did not talk to each other. “It has just spread in an organic manner and is completely unplanned, just a system of harmful herbs,” he said. “Nothing is specific as a system.”
Moreover, Scaringe said that many of these electronic systems have not been made even by car companies, but rather the separate suppliers companies-and the program may have been created by another separate subcontractor.
Many small computers, all of which work in parallel with each other. This is good, somewhat.
If you have started from scratch today, it is not how to build a car. SCARINE, instead, you are building a car with the lowest possible number of separate computers. “We want a very clear and central account,” he said. “Operating System) designed about modern network technologies.”
You want what Revyan does: a logical structure.
“Depending on the size of the car, there may be a computer in the car, one in the front, one in the back-if it is larger, such as R1, there may be two in the back, one in the introduction-they do all decisions through a single common software platform that works on a standard system at home (operating system), and so we built it.”
Screen said there is a negative aspect of the traditional way to do things, as these small islands are similar. They all communicate with the bus structure in a vehicle, but they speak separate languages. “Doing something like updating through the air requires all this coordination between third parties, and you have all this unused capacity, because you have all these small computers, none of them are fully used,” explains Scaringe.
This helps to clarify the reason why some car companies do better than others than others, but it can be said that nothing is wide and coherent like Tesla or Rivian. Think about it: Your car may get updates to its navigation system, but can you get up update a program that adds a group of horse power? Or the most advanced self -driving features? Or the entire new information and entertainment system? This requires a lot to do.
This is the basic rethinking of how cars work. It can be said that Rivian is the pioneer among car manufacturers outside China in SDVS, but other startups, such as Tesla and Lucid, have similar software structures. Tesla, in fact, was the first to do this type of things. Traditional car manufacturers have struggled with this, just because their methods-including the use of external sources of computer parts and their symbol of many suppliers-developed from years of industry using the field based on the field. Institutional stagnation.
Zonal’s architecture is a large part of how Rivian can get it The headlights of the adaptive driving beam In the new R1T and R1S before the rest of the industry, for example. Its lights can speak with all other vehicle systems, and because Rivian writes the program, it can make changes more easily than if he has to work with external suppliers.
Zonal architecture is also why Volkswagen made A huge investment in rural To create a joint venture for its cars to use the Rivian program. Volkswagen’s attempt to the software revolution, Cariad, failed amazingly, so she decided to look forward to Review to jump in competition and compensate for lost time.
You see other traditional car manufacturers that work on SDVS because they recognize the benefits of this approach. The next Ford is worth 30,000 dollars They will use such architecture, and last week, Ford officials explained that this is a major priority for this platform. Honda and Acura EVS will do on the new electric car platform.
Ultimately, the goal is the most advanced features through programs, but also makes you pay more over time for these features. Car companies have large dreams of repeated revenues through subscriptions and even downloads for one time. To date, adoption was slow. But over time, they expected to use these systems to achieve criticism of the property experience over the life of the car, not only when buying it.
Currently, Scaringe argues that you can get equal between vibrant and field cars, although this requires a great effort, and that these days end regardless. “In the period of time, it is similar to trying to ride a bike with 10 polishes roaming in the mud, if you have a field based on areas for areas,” Skarking said. “Thus I think it is impossible to see how these people work in the end.”
