Facilitation of secure over-the-air (OTA) updates: Large numbers of ECUs can cause update bottlenecks and complexity, leading to challenges around safety, reliability, regulatory compliance, and authenticity of individual images.Still, as OEMs transition, they need to gauge the potential benefits of different technical approaches, which can be broadly categorized under the following four banners: The single biggest design benefit of fifth-generation architectures is that they offer OEMs the ability to simplify the control unit landscape. In this article, we drill down into these competing dynamics and consider strategies for value chain participants as the market evolves.īenefits of fifth-generation architectures
However, they also create challenges for car makers, including relating to latency and optimal controller topology, where there are significant design differences across the industry.
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These have the potential to manage rising numbers of control units, as well as simplify software stacks and feature deployment. The most recent ( fifth-generation) architecture introduces zonal controllers and central compute units (Exhibit 1). In the past few years, domain centralized architectures have emerged, through which a few domain computers replace several ECUs, enabling more complex cross-domain functions. In that context, E/E architecture is a critical variable that requires nuanced judgements over budgets and configuration.Īutomotive E/E architectures have evolved from early generations based on decentralized models and single ECUs, to ever-increasing numbers of ECUs and closer integration. With 150 or more electronic control units (ECUs) in some premium vehicles, significant development, integration, and validation are required. Meanwhile, higher numbers of more complex features put heavy demands on systems, while software issues can cause launch delays or recalls. By 2030, the global automotive software and electronics market is expected to reach $460 billion, representing 6 percent growth (CAGR) from 2019 to 2030. The stakes are high for both auto and chip makers. This article is a collaborative effort between the Global Semiconductor Alliance, and Ondrej Burkacky, Johannes Deichmann, Martin Kellner, Fabian Steiner, and Julia Werra, representing view from McKinsey’s Semiconductors Practice.
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