One million lines of mechatronics code are embedded in the average automobile — a statistic that keeps auto industry executives awake at night. Here's why: The synergistic integration of electromechanical components that use embedded software accounts for up to 35% of automotive quality problems and 55% of repair costs, according to AMR Research. Common troubles caused by mechatronics include poor testability and difficulties predicting the negative impact of system failures.

Yet, even in the face of mounting quality issues and additional sleepless nights, automakers believe mechatronics will continue to play a key role in the future of the industry. That's because electromechanical components enable automakers to outfit vehicles with important safety equipment, such as rearview cameras, not to mention consumer electronics gadgets that car buyers crave. According to IDC, advancements through mechatronics will pave the way for 90% of tomorrow's vehicle innovation.

Not surprisingly, the number of lines of mechatronics code is expected to grow by 50 to 100 times in the next three to five years. That means automakers must scramble to find ways to address a looming, industry-wide quality crisis. Among other things, automotive manufacturers have tried organizational and methodological changes, such as changing testing procedures, taking a more conservative approach to innovation, and increasing reliance on system suppliers to guarantee system function and compliance. However, for the most part, these corrective measures have not solved the problem.

A number of factors account for the lack of progress in addressing quality problems created by mechatronics, according to Joe Barkai, practice director at Manufacturing Insights, an IDC company. Among them are increased time-to-market pressures and auto manufacturers' need to reduce R&D costs. Furthermore, according to Barkai, current computer-aided engineering (CAE) and product lifecycle management (PLM) tools do not fully support whole system simulation and testing. So far, in fact, none of the major vendors of CAE and PLM tools have announced software packages or modules that directly address the issue, Barkai says.

"Current PLM and CAE tools do not offer enough in whole system simulation and testing," Barkai says. "Right now, PLM solutions only reside on the PowerPoint platform, which means that PLM venders are only able to talk about them. PLM suppliers talk about the need to locate systems engineering in the embedded software, but they really do not have much to offer. PLM companies need to manage the different clock speeds of development and also support whole system simulation. The bottom line is that PLM vendors don't have the answer yet."

PLM Vendors' Major Focus

Ed Miller, president of CIMdata, a global consulting and research firm, agrees with Barkai, but he is more optimistic about the current crop of PLM products.

"PLM vendors are a long way from having the problem solved," Miller says, "but over the next 12 to 24 months, there is going to be a tremendous focus on this issue. We have seen movement to integrate the process engines of suppliers of mechanical, electronics, and software tools with PLM control environments. We've seen genuine PLM initiatives to develop solutions that can be taken to an automotive OEM or a major supplier."

To head off the growing quality crisis, Miller recommends that automakers and other manufacturers facing quality problems brought on by embedded electronics focus on system design that incorporates mechanical, electronic, and software design as elements of a coherent effort. "The key challenges result from poorly synchronized mechanical, electrical, and software engineering processes," Miller says. "This leads to higher product cost, poorer quality, and increasingly longer product cycles. In addition, the time spent by engineers to overcome these problems reduces their ability to innovate."