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How cars have become rolling computers
The information technology age has transformed the world in a generation but arguably no single part of it, except maybe communication, has seen as much change as the automobile.
Within half a normal lifetime, computerization has revolutionized not only how cars work and how they’re made, but how we view them – less mechanical devices and more electronic appliances.
The story so far:
The first electronic control units (ECUs) showed up in mass-production GM and Ford vehicles in the
1970s to handle basic functions such as ignition timing and transmission shifting in response to tighter fuel economy and emission regulations.
1970s to handle basic functions such as ignition timing and transmission shifting in response to tighter fuel economy and emission regulations.
By the 1980s, more sophisticated computerized engine-management systems enabled the use of reliable electronic fuel-injection systems. They also ignited a renaissance in performance as engineers designed more complex motors to take advantage of the ECU’s precision, confident computer-controlled machine tooling could mass-produce them to the high tolerances necessary.
But it didn’t stop there. ECUs were crucial to the advent of active safety systems such as anti-lock braking, traction and skid-control, where wheel sensors trigger the unit’s reaction to loss of grip.
Soon they migrated into active suspension control, allowing for instantaneous reaction to the car’s changing position on the road and adapting to varying surfaces.
In the last decade or so, they’ve been linked to sonar, radar and laser emitters performing functions such as blind-spot and pedestrian collision warnings, automated breaking and safe distance-keeping via smart cruise control. Sensors also provide parking guidance and fully automated parking, with the aid of an on-board computer tied to brakes, steering and throttle.
In the cabin, telematics rely on computerized integration of electronic devices such as phones and navigation systems.
The average car today can have between 25 and 50 central processing units (CPUs) controlling these functions and more, often networked but sometimes operating independently. The level of sophistication is likely to rise as self-driving vehicles move closer to mass production.
“Cars have taken over from jets in terms of advancements and carrying forward technology,” said Ross McKenzie, managing director of Waterloo University’s Centre for Automotive Research.
History on "OUR" Car: 2014 Chevrolet Corvette Stingray
3LT (2dr Cpe)Transmission: AutomaticMSRP: 53000.00Engine: 6.2L/376City/Hwy: MPG 16/28
Special Thanks to: David Winkelman Teacher at Ridgeview High School for lending us his CAR.
Want to know more? Click the banner below, for detailed specs on the 2014 Corvette:
Want to know more? Click the banner below, for detailed specs on the 2014 Corvette:
Driver-oriented technologies
- Driver Mode Selector optimizes 12 vehicle attributes
- Configurable screens and head-up display can be tailored to the driver’s preference
- Central touch screen uses gesture-recognition technology.
At the core of the Corvette Stingray’s driver-focused technologies is the cockpit-mounted Driver Mode Selector, which allows drivers to optimize the car for their driving preference and road conditions via five settings: Weather, Eco, Tour, Sport and Track.
The Driver Mode Selector is easy to use via a rotary knob near the shifter. The Tour mode is the default setting for everyday driving; Weather mode is designed primarily for added confidence while driving in rain and snow; Eco mode is for achieving optimal fuel economy; Sport mode is for spirited road driving and Track mode is for track use.
Twelve performance parameters are adjusted with the selection of each mode, including:
- Gauge cluster configuration: The Tour, Eco and Weather modes feature displays for trip data, audio and navigation; Sport mode shows classic, easy-to-read sports car gauges; and Track mode’s configuration shows a gauge design based on the Corvette Racing C6.R race car display with lap timer
- ETC (Electronic Throttle Control): Adjusts the throttle input curve for the selected mode for improved responsiveness
- Paddle-shift automatic transmission: Adjusts shift comfort and shift points
- Active Fuel Management: in normal mode, the LT1 engine uses V-8 power during acceleration and V-4 power when coasting; in Eco mode the engine remains in V-4 mode to improve fuel economy until aggressive acceleration is needed
- Exhaust (active exhaust system): The system adjusts the timing of the electronically controlled exhaust valves to enhance audible feedback from the V-8 depending on the drive mode
- Electronic limited-slip differential (Z51): Adjusts the rate at which the limited slip engages, to balance between steering response and stability in different driving conditions; more aggressive performance in Sport and Track modes
- Steering: Assist effort is adjusted in the modes to provide the driver with the correct steering feel for the driving condition
- Magnetic Ride Control: Adjusts shock damping based on road conditions, from optimized comfort to performance driving
- Launch control: Available in Track mode for manual and automatic transmissions, providing maximum off-the-line acceleration
- Active handling (StabiliTrak stability control): A “competitive” setting is available in Sport and Track modes and is more suited for on-track conditions. It can also be disabled, giving the driver complete control
- Traction control: Weather mode tailors traction control and engine torque for driving in inclement conditions
- Performance Traction Management: Available in the Track mode and offers five settings of torque reduction and brake intervention for track driving.
Three configurable displays, including a pair of eight-inch screens and color head-up display, deliver personalized information and convey the different performance parameters of each drive mode.
The two eight-inch screens offer excellent visibility in direct sunlight, with 650 cd/m2 of brightness for the one integrated into the instrument cluster and 1,000 cd/m2 of brightness for the one in the center stack, making it among the brightest screens in the industry. The screen in the center stack also features touch-screen control with gesture recognition and can be lowered to reveal a hidden storage that includes a USB input for device charging or uploads.
The Corvette Stingray delivers an advanced infotainment system, featuring Chevrolet MyLink and high-definition radio, as well as enhanced OnStar with 3D navigation maps. An additional USB port in the center console, a stand-alone audio input jack and an SD card slot provide seamless connectivity.
An available premium 10-speaker audio system includes a bass box and two subwoofers – and speakers with rare-earth magnets that deliver greater sound quality with reduced weight and size.
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