SDV(Software Defined Vehicle, 소프트웨어 정의 차량)로의 전환은 새로운 형태의 자동차의 등장의 개념을 넘어 자동차 산업의 대전환을 불러일으킬 것이며 새로운 시대에 맞는 선제적인 준비가 필요하다는 전문가의 발표가 이어졌다.

▲Kwak Su-jin, head of the Big Data and SW Technology Division at the Korea Automobile Research Institute (hereinafter referred to as Hanjayeon), is giving a presentation.
Software ratio in vehicle BOM cost increases from 10% to 50% by 2030
Parts company's position shaken… Profits from self-developed software expected to decrease significantly Experts have made announcements that the transition to SDV (Software Defined Vehicle) will bring about a major transformation in the automobile industry beyond the concept of a new type of automobile, and that preemptive preparation for the new era is necessary.
Kwak Su-jin, head of the Big Data and SW Technology Division at the Korea Automobile Research Institute, presented on ‘Future Automobile Industry and SDV Technology Trends’ at the 10th Jasan Eobo hosted by Hanjayun on the topic of SDV on the 18th.
SDV refers to a car in which software controls and manages hardware that is responsible for driving performance, safety, and convenience functions.
Software standardization and specification through SDV will enable reusability, universality, and expandability, which is expected to have a significant effect of reducing development costs by up to $16 billion per year.
Deloitte also released an analysis that while software currently accounts for only 10% of vehicle BOM costs, it will increase to 50% by 2030 with the rise of the Software Defined Vehicle (SDV) trend.
Automakers are also actively seeking to secure software talent.
According to Vice President Kwak's presentation, Volkswagen increased its workforce by 2.5 times from 4,000 to 10,000, Daimler hired 1,000 new employees, and 50% of Toyota's new hires are software-related personnel.
The biggest difference of SDV is that △the software dependent on the vehicle hardware is separated from each other, and △while the functions and performance of existing vehicles were fixed after release, SDV allows dynamic addition, modification, and removal of vehicle functions.
This means that the emergence of software-customized vehicles and third parties that provide vehicle functions and services will dominate the ecosystem.
The evolution toward SDV is also bringing about changes in vehicle architecture.

Current vehicles are controlled by configuring various domains by function, such as powertrain and chassis, based on a design structure based on functional areas, which requires numerous high-performance semiconductor ECUs for each area.
As SDV has promising business potential, OEMs are moving to build an environment where each hardware and individual software can be controlled centrally through the OS, such as computers and smartphones.
To make this happen, a software architecture that can be easily combined and expanded must be followed, and it is expected to change to a centralized E/E architecture.
Currently, automobiles are equipped with approximately 40 powertrain components, 20 chassis components, 50 safety/ADAS components, and 80 body/convenience components, with 4, 5, and 11 components, respectively. It operates with 26 individual controllers, but the industry expects that if it moves to SDV, it will be simplified to 3 to 5 integrated controllers that integrate the entire large area and 3 to 5 area controllers.
Automotive OS is also a hot topic.
Vice President Kwak said that the ecosystem could change drastically depending on which company dominates the vehicle OS.
△If OEMs take the lead in driving the SDV OS ecosystem model, and each OEM conducts business with its own OS and builds a software ecosystem, △If companies with existing service ecosystems such as Apple and Google take the lead, △If the open software ecosystem is brought to vehicles as is, these are the three most likely cases at present.
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If OEMs take the lead, there is an advantage in that there is no significant change in the existing industrial ecosystem and responsibility can be clearly held in the event of an accident, but there is also a disadvantage in that the establishment and growth of a new OEM outside of the Hyundai Motor Group may be impossible in Korea.
When a company with the same character as Google takes the lead, there are high expectations that the service development environment and support will be significantly improved, but there are also concerns that it could become dependent on Android, as in the mobile phone market, and that profits could become uncertain.
It is predicted that the open ecosystem will likely be applied as a system of attractive OS platforms.
Based on a high degree of freedom, ICT SW companies are entering the industry and have the greatest advantage of being able to accommodate the diverse needs of the market, but as growth is promising, large-scale new investments are needed and the existing ecosystem is disrupted.It also carries the risk that competition with other companies cannot be avoided.
Due to SDV, parts companies may have their areas reduced or eliminated, and the profits that existing companies have made through software development may also decrease significantly, said Vice President Kwak.
The wave of SDVs could be even harsher for auto parts manufacturers who are already struggling due to a decrease in the number of parts caused by the trend toward electrification.
As software is changing from being integrated with mechanical devices to platform-based independent software, system design and configuration may also become dependent on the OEM's battlefield platform, weakening the comparative advantage of component companies.
This is expected to shake the position of parts companies and significantly reduce the profits from their own software development.
It appears that joining the SDV trend by hiring new personnel who can implement SDV-related embedded software or distributing a neutral software platform that satisfies automotive industry standards and can be linked with each company's hardware platform will be a critical turning point for companies' survival.
There is also a clear bright future ahead, with new opportunities awaiting component companies as they move into an open ecosystem.
Vice President Kwak predicted that beyond the existing automobile industry, it will be possible to advance into new aviation fields such as robotics, delivery, and UAM with software as well as parts.