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The battle for autonomous driving suppliers: who will lead the smart car supply chain?
Release time:2021-01-20      Number of hits:231

Under the wave of the new four modernizations of automobiles, automakers cannot simply act as manufacturers of travel tools. Transformation is the general trend. The technological life brought by the intelligent networking and autonomous driving of automobiles, because of the cross-level integration attributes, not only makes OEMs invest heavily and promotes the upgrading of traditional automobile suppliers, but also allows more and more IT, Companies in communications and other industries have entered in large numbers. At the 2019 Shanghai Auto Show, Huawei's participation in the exhibition became the focus of attention. Many other fresh blood at the Shanghai Auto Show is also worthy of attention, such as Autonomous Driving Startups such as Zhixing Technology, Heduo Technology, and Sagitar Juchuang, which aim to become suppliers of autonomous driving solutions. Well-known international parts and components companies such as Bosch, Anbofu, *Lu, and Valeo have also brought new technologies related to autonomous driving. In addition, this Shanghai Auto Show also set up an independent exhibition hall for “Future Mobility”, which attracted many new entrants trying to enter the field of autonomous driving.

On the eve of mass production of autonomous driving, the industry was lively. At present, most OEMs have launched mass-produced models equipped with L2 assisted driving functions and technologies, and have begun to advance to L3 models. It can be seen that OEMs cannot realize the technical life of autonomous driving alone, and the help of suppliers is a key link in their rapid intelligentization process.

Progressive development of parts and components enterprises

For suppliers, China has become an important layout in the global market, and the field of autonomous driving has also exploded with huge potential in China. At this Shanghai Auto Show, many suppliers spared no effort to introduce new technologies that can help OEMs promote the autonomous driving revolution. Among them, the Bosch IoT Shuttle electric bus concept car has become a hot topic. The Bosch IoT Shuttle electric bus concept car embodies Bosch's prospects and prospects, showing solutions for automation, interconnection and electrification. In addition, Bosch can also provide a complete set of intelligent transportation services, including vehicle reservation, automatic parking, charging services and other services. Suppliers have more clearly stated their position and position in the field of autonomous driving. "I want to be clear, we will not be a car manufacturer, we are a technology company. Although you can see such a driverless electric bus in our booth, we will not make this car. We will provide corresponding technologies in autonomous driving and other areas.” On April 16, Markus Heyn, a member of the board of directors of the Bosch Group, told the 21st Century Business Herald reporter.

The core product displayed by Visteon is the integration between the SmartCore domain controller and the DriveCore autonomous driving domain controller. Through the integration of these two domain controllers and the human-computer interaction interface, seamless switching from L2 to L3 can be realized; ZF has released a ZF coPILOT prototype equipped with second-generation ProAI products in Shanghai. Meet the needs of L2+ autonomous driving. From the products and technologies launched by various companies, it can be found that suppliers are paying more and more attention to L2 level assisted driving, and even mention that L3 level automatic driving has been mass-produced, but they rarely show L4/L5 level automatic driving. They pay more attention to loading new technologies on mass-produced vehicles, and quickly realize commercialization and profit by empowering OEMs.

"In the past year or two, many automakers have begun to develop driver assistance systems. This is because automakers have been committed to improving vehicle safety and reducing accident rates. L2 technology has indeed developed relatively fast in the past two years. , Is also widely welcomed by users, and even many automakers have begun to forge ahead to L3. Driver assistance systems can actually be of great help in improving the safety of the car and improving the user-friendliness of the user interface." Markus Heyn told the 21st Century Business Herald reporter.

Cross-border giants fighting for ecology

In the process of moving towards intelligence, the car will no longer be a separate individual. With the advent of the 5G era and the rapid development of artificial intelligence, more and more Internet and communications companies have joined the new battlefield of smart cars. At the Shanghai Auto Show, among the many well-known companies participating in cross-border exhibitions, Huawei, who participated in the auto show, was the focus of attention. During the auto show, Huawei’s rotating chairman Xu Zhijun announced Huawei’s automotive strategy. "Huawei does not build cars, but focuses on ICT technology to help automakers build good cars. Huawei is committed to becoming an incremental component supplier for intelligent networked cars." Xu Zhijun said.

Huawei wants to become a supplier of auto companies, but there are many things it wants to do, including: focusing on ICT technology, providing auto companies with MDC (mobile data)-based on-board computing platforms and intelligent driving subsystem solutions; based on Huawei Cloud-based autonomous driving (training, simulation, testing) cloud service Octopus; 4G/5G in-vehicle mobile communication module and T-BOX and in-vehicle network; HUAWEI HiCar human-vehicle-home seamless interconnection solution. This is a "package plan" that looks very similar to Baidu, Ali, and Tencent that have entered the automotive field before. From the outside world, Huawei wants to build a new ecosystem in smart cars.

Prior to this, Baidu, Tencent, and Alibaba all continued to converge in the automotive industry and built a complex ecosystem. Among them, Baidu's apollo is well known to the outside world. In Baidu's plan, it will continue to "win" car companies to join the alliance, trying to establish a set of its own industry-standard system for car companies to use, empower car companies, complete the original technology accumulation, and promote large-scale commercialization. paving. "The relationship between cross-border companies and car companies is different from the previous relationship between traditional OEMs and Tier1 suppliers, and is closer to a win-win partnership. Car companies and cross-border giants get what they need, and ICT companies Its strength is software, and OEMs are relatively strong in other areas, especially vehicle manufacturing. Before the entire intelligent networked automobile industry has matured, it is everyone’s consensus to cooperate with each other and do a good job in technology." April On the 29th, an insider in the automobile industry told reporters. However, behind the apparent cooperation, all parties, while consolidating their core competitiveness, also quietly strive to learn more core competitiveness of their partners. Car companies are also unwilling to rely solely on a certain ICT company to implement all intelligent technologies. Instead, they choose their partners by measuring the advantages and disadvantages of different companies in different core areas.

During this year's Shanghai Auto Show, it can be clearly felt that OEMs, suppliers, and cross-border ICT companies have become the three forces of autonomous driving, and there is an intricate relationship of competition and cooperation between the three forces. However, from the perspective of the autonomous driving industry, which is currently in the eve of mass production, the commercialization of assisted driving is the key, and the gradual development from L2 to L3 has become the mainstream. In the supply chain of assisted driving, suppliers and ICT companies have begun to seek more in-depth and complex cooperation models with car companies. However, it is currently impossible to see who can ultimately control the discourse dominance.

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