Drive-By-Wire Cars are the Future
"Concomitant cars have large pedals, steering wheels, and dashboards. Enter such a car and one will immediately become circumscribed. One's feet must go on the pedals and one's hands must be placed on the steering wheel" (Bertone). Likewise, true comfort can never be plenary until one is able to shift positions. Nevertheless, drive-by-wire technology is anon going to change all that by "replacing clunky and inaccurate mechanical systems with highly advanced and precise electronic sensors" (Brauer). Accordingly, car manufactures are developing state of the art drive-by-wire systems to ameliorate vehicle safety and comfort while simplifying car design and production. Despite this, there are "huge logistical, cultural, and legal hurdles. Society will have to build smarter roads, perhaps including such features as fine-tuned global positioning system transmitters" (Wylie). Moreover, people will have to give up control of their cars. Additionally, current drive-by-wire prototypes typically cost millions and are not even legal to drive on most streets. Consequently, "What we'll see more of in the next 10 years is driver-assistance features, such as lane keeping and spinout control" (Wylie)."Every year automobiles become just a littl
Therefore, another protocol must be used, such as the time-triggered protocol. However, several challenges will arise, such as keeping the drive-by-wire systems unceasingly running correctly since "already auto shops are having difficulty getting access to the computer code they need to diagnose and repair contemporary cars; with drive-by-wire cars we're looking at all repairs being done by the dealer" (Wylie). e bit more refined as new technology replaces old ones. In retrospect, the 1921 Duesenberg was the first production car to have hydraulic brakes, considered revolutionary then. The Bertone-SKF Filo and the GM Hy-wire, examples of drive-by-wire prototypes, portend what the cars in the not-too-distant future may be like" (Oberto). Nonetheless, the introduction of the 2003 Mercedes-Benz SL has made "hydraulics take a back seat to brake-by-wire, which Mercedes calls Sensotronic Brake Control" (Time Warner Cable). Also drive-by-wire technology "eliminates heavy, space-consuming hydraulic and mechanical components, thus engendering positive environmental implications through the elimination of brake fluids as well as significant safety benefits" (Oberto). However, over 80 years later even with advent of "anti-lock brakes and computers and all other sorts of electronic gizmos, brakes have remained pretty much the same as those introduced by the Duesenberg Brothers in Indiana many years ago" (Time Warner Cable). Predominantly, drive-by-wire systems will replace the "ubiquitous mechanical linkages strewn throughout cars and trucks with wires, solenoids, small engines, and pumps" (Time Warner Cable), thereby making future cars lighter, faster, and more fun to drive than anything on the road today. "In this way the fault-tolerant protocol ensures the well-being of the complete network structure and can take appropriate action at times of failure" (Oberto). As of today, simplified versions of these networks that exist in cars rely on event-driven protocols; "it is essentially reactive - passive until a request is made to handle an exchange of information" (Oberto). This delineates Mercedes again being the first to bring new kinds of car-related technology to the mass market. On the other hand, the digital signals used in drive-by-wire systems are far more complex than today's industrial systems. A second solution to the drive-by-wire conundrum is that the government and/or officials can invest more money into the engineering sector.
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