Context aware displays – “Can you see me now”

I was just reading an article in the Economist describing “the connected car” http://www.economist.com/sciencetechnology/tq/displayStory.cfm?story_id=13725743. One point in the article got me thinking. Specifically, it mentioned a modern car having as many as 200 on board sensors or microprocessors “measuring everything from tire pressure to windscreen temperature”.

Modern vehicles now are gathering so much information and have access to not only data relating to the car, but to location, speed, points of interest, music, traffic, . . . the problem suddenly becomes how to communicate this information to the driver in a relevant and safe way. This emphasizes the recent explosion of automotive interest in digital displays that can reconfigure information being portrayed based on context, or what you are doing at the time. An example of the most advanced display of this type can be found in the recent announcement by QNX and Visteon about their work on the 2010 Range Rover cluster “...the largest TFT LCD ever to ship in a vehicle”. You can read more about it here: http://news.prnewswire.com/ViewContent.aspx?ACCT=109&STORY=/www/story/08-04-2009/0005071387&EDATE=

Basically, information can now be configured to display what is relevant to the driver at a given time. For example, when the car is put into reverse, rather than display tachometer information, a rear backup camera can display the image of what is behind the car, or perhaps when the Range Rover is in 4x4 mode information about the terrain can be displayed. Additionally, vehicles with new fuel technologies have all new types of information that can be displayed relating to fuel savings, best route to conserve battery, all kinds of “green” information that can be displayed. I can promise you the new Volt will have a digital display.

Another revolution is driving the adoption of these brilliant displays in vehicles. The revolution of a joyful user experience, arguably started by Apple (iphones, ipods, macs, etc.), is making its way into your automobile. Apple didn’t create the first MP3 player, heck I had an RCA Lyra in the early 1990s. What Apple did was make experiencing digital music easy and “joyful” oh and legal of course. The iphone took this a step further and made complicated information relevant to location, interests, search, social networking, photography, etc. also easy and pleasurable to experience.

Major vehicle brands have taken note. Not only will you be able to get access to a variety of information, when you need it, but also you will see vehicle brands embracing the latest user interface technologies to capture a bit of the magic that comes from making an experience visually pleasing and easy to use. These new reconfigurable displays will do just that. So get ready, your speedometer is about ready to get a major facelift.

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The New (Software) Tier 1

With regard to the automotive supply chain, what do you think of Microsoft, BSquare, Elektrobit, Apple, Google, and QNX? Traditionally, you would call these companies Tier 2 suppliers, meaning they supply services, support and technologies to the traditional Tier 1 suppliers — the Delphi, Visteon, Denso, Continental, etc’s of the world. Unless you have been living under a body control system (I didn’t think rock was appropriate), it should be very obvious that the interior electronic automotive supply chain is changing dramatically.

Take, for instance the role of Microsoft, Elektrobit, and Ford in the Sync project. Microsoft and Elektrobit really were the Tier 1 suppliers to Ford. For the next iteration it appears that Bsquare is the new Elektrobit in the mix. The “traditional” Tier 1 was quickly relegated to a contract manufacturer with a very small margin. Rumor has it that the Tier 1 could get bypassed altogether in future versions of Sync. According to this press release from Bsquare (http://www.bsquare.com/about/story.asp?PressID=507) “It used to be that auto makers went to companies like Continental, Delphi and Panasonics and ordered a component with a list of capabilities. "And a black box came back that fit in the dash," Crowley said. "Ford said, 'I'm going to break that cycle. I'm going to do this all myself.'"

What impact does this have to the industry in general? This new software tier 1 model has the potential to be challenging for traditional Tier1s, but also to OEMs given the automotive / economic doom and gloom. Why, you ask? Well obviously this new scenario may well impact traditional Tier 1s since now they are competing with the Flextronics of the world.

But for OEMs, at a time when cash conservation is critical, they are now paying for software up front rather than amortizing the software costs (Engineering, Tools, etc.) over a Tier 1’s piece price. Also, they no longer have such a strong buffer and share of risk for liability, warranty, indemnity (especially in the case of Linux investment), etc..

So what should be done? First, some misconceptions must be addressed. Tier 1 suppliers are, at heart, integrators and buffers for warranty, liability, etc. They are skilled not only in automotive lingo, but in the tough requirements and long term supply of the automotive market. I believe the complexity and cost of integration, version control, maintenance, updates, licensing, etc. are often under valued by car companies. As a result of this, IMHO, the new model of the software Tier 1 will have some growing pains before it matures. That being said, traditional Tier 1s need to embrace a more software-oriented skill set. Also, in the current economy, the temptation is to try to get more money up front from the OEMs. If your business can afford it, resist that urge and use it as a differentiator against this trend.

For OEMs, perhaps holding off a bit on the new world of Linux, Software Tier 1s and upfront investment (by you and your suppliers) in software is in order — at least until the economic situation improves. Let the early adopters of this strategy prove out the model (and risk) before wading in. It will allow you to manage cash in this critical time and keep your suppliers healthy. You know often they don’t just provide infotainment — you depend on them for quite a bit more.

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When a license is the "single point of failure"

Last week, at CeBit, I had the opportunity to witness the launch of the GenIVI consortium. Graham Smethurst, of BMW, did an excellent job summarizing the challenges facing automotive OEMs and Tier 1s that led to the creation of GenIVI. The theory is that you can plug-in any conforming middleware (speech rec, navigation engine, etc.) into the GenIVI framework. The ultimate goal of GenIVI being to create standard interfaces to reusable modules. I walked away struggling with only one point: his contention that everything in GenIVI was created to remove any "single point of failure".

The reason I struggled with this point was because of the use of a single OS, Linux, for GenIVI. While there might be many distributions of Linux they all share one thing in common the GNU Public License (GPL). If Linux is the only OS for GenIVI, then it stands to reason that GPL then becomes THE single point of failure. (see my thoughts on GPL in automotive)

If it were me, I would have built GenIVI on an industry standard API like POSIX rather than a specific OS. In this way even the OS licensing could be varietal (GPL, LGPL, BSD, etc.)

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