The Internet of Vehicles is speeding up again, and which areas will face opportunities and challenges

In the just-concluded two sessions, the Premier pointed out in the government work report: “Strengthen the construction of new infrastructure, develop a new generation of information networks, expand 5G applications, build charging piles, promote new energy vehicles, stimulate new consumer demand, and promote industrial upgrading.”

Under the guidance of the spirit of the two sessions and the support of a series of policies issued by the state, the pace of the development of intelligent networked vehicles may be further accelerated.

In this rare historical wave, which areas will be developed first? What is the biggest difficulty facing today? In this issue, we invited two experts with extensive research experience in the automotive field to answer a series of related questions.

Researcher of Tongji University School of Automobile, Executive Director of Shenzhen Future Intelligent Connected Transportation Industry Innovation Center;

Former researcher of Shenyang Institute of Automation, Chinese Academy of Sciences, ISO/TC204WG14 expert member, national SAC/TC268 member, and key special project/innovation and entrepreneurship project review expert of the Ministry of Science and Technology;

Senior member of SAEInternational, senior member of Chinese Institute of Electronics;

2017 CCTV China Top Ten Entrepreneurship Models, 2014 MIT Study Abroad Visit.

Senior engineer of Zhiyuan Electronics, director of industrial communication product marketing, well-known CAN bus expert in China, engaged in CAN bus research and practice for more than 15 years, technical lecturer of International CAN Bus Association;

Author of “CAN bus error handling strategy based on LPC1778”, “ISO11898-1 based CAN bus signal quality evaluation method”, “CAN bus application layer protocol example analysis” and other papers and books;

Long-term service for CAN bus troubleshooting, reliability design and testing in aerospace, rail transit, automotive electronics, weaponry, medical electronics and other industries.

Q1: The Internet of Vehicles is a comprehensive industry, involving industries such as transportation, automotive electronics, communications, and computers. Which section will be developed first? What investment opportunities will appear?

Bi Xin:

The development of smart cars has gone through two or three years of exploration. However, since there are not many application scenarios for autonomous driving, it may face a bottleneck.

In the context of the current era, new infrastructure-related fields will be a better development direction.

Since last year, the installed capacity of ETC has increased by 120 million on the basis of 90 million. With the introduction of new infrastructure policies, road-end perception, MEC edge computing, and 5G applications will have a better landing and growth this year.

Chip-level, application-level, and product-level growth will all be achieved.

Huang Minsi:

Our customers are located in various industries. From their purchasing intentions, we will find that the unmanned distribution industry will become popular.

Everyone knows that the quality of take-out is different from the quality of dine-in, because the platform will charge a portion of the fee. Cao Dewang said two days ago: “During the epidemic, most young people stopped working in factories, but went to deliver food.” This shows that the industry is very profitable.

Many customers who buy our boards are doing unmanned delivery, just to replace takeaway and express delivery. Therefore, in recent years, many companies and capitals have been developing products such as unmanned delivery vehicles. With the further promotion of the epidemic, the unmanned delivery industry has developed more rapidly than before.

Q2: What is the biggest difficulty in realizing the 2025 vision mentioned in the “Strategy”? How can we solve this difficulty?

Bi Xin:

“Strategy” released a very important signal-in addition to independent and controllable technological innovation, it is necessary to establish a cross-border integrated industrial ecosystem.

How to integrate vehicles, roads, communications, transportation, and traffic management across borders and establish an efficient and coordinated mechanism is a relatively important issue at present.

solve these problems,

First, it is necessary to strengthen the upgrade of V2X to 5G, strengthen the development of edge computing and information security based on the strategic layout of the country;

Second, companies must be able to settle down and truly do a good job in technological research;

Third, it is necessary to promote the entire test demonstration on a large scale at the national level, including the construction of pilot areas. Only through the verification and evaluation of a large-scale platform, can we truly find a way to achieve cross-border integration.

Fourth, various national ministries and commissions should improve laws, regulations, standards, and product supervision systems as soon as possible, and work together to promote the resolution of current problems from top to bottom.

Huang Minsi:

Autonomous driving relies more on the deployment of RSUs at the roadside. If the roadside deployment is not in place and intensive, the accuracy of autonomous driving will be difficult to guarantee. Relying on positioning and radar alone to identify the risk is relatively high.

Therefore, if our country can reach the scale of the development of ETC last year to deploy RSU, then the tuyere for autonomous driving will come.

There is no bottleneck in the face of interests. As long as there is money to make, all difficulties can be broken through.

For example, in the past, rocket recovery was unimaginable, but Musk did it.

Unmanned delivery is also the case. I think the reason why it was able to break through is that it can produce huge economic benefits.

Q3: What proportion of the cost of the software and hardware requirements of the intelligent networked car when it realizes the intelligent and networked functions?

Bi Xin:

The core control domain and computing platform of the intelligent networked vehicle require software and hardware to account for the proportion of the cost of the chip’s patents, power consumption, and performance.

From the perspective of ADAS, the cost of controllers and sensors has been reduced to a very low level. Nowadays, the integration of chips is getting higher and higher, and the development of millimeter wave radar and vision has greatly reduced the cost of sensors.

In these areas, software and OEMs are under great pressure, and traditional spare parts companies are under even greater pressure.

Software-defined automotive trends continue to develop. In the future, the proportion of software for intelligent network connection will still be based on the hardware platform controller, vehicle-road collaborative software architecture, and the role of computing platform in intelligent network connection.

But I think the proportion of software in the future will definitely increase greatly. This is also one of the links in the domestic intelligent network to achieve corner overtaking.

In the future, we will gradually increase the proportion of domestic software and hardware in the directions of vehicle-road collaboration, intelligent networked control domain, and edge computing.

Huang Minsi:

At present, many of our core chips are not domestically produced, and the import cost is very high. So the current main cost is still in the hardware. When localized chips are gradually implemented in the future, the proportion of software will increase, and the proportion of patent costs will increase.

Q4: What is the most promising part of the future automotive market? Is there a corresponding company?

Bi Xin:

There are two lines for the development of Intelligent Networking:

The first is the gradual development of traditional automakers, gradually transitioning from assisted driving to more advanced autonomous driving.

Second, this year, many road-side companies and IT companies have participated in the development of intelligent networked vehicles, and different companies have merged and collaborated to achieve autonomous driving above L3.

Each has its own leading companies in different fields.

With the development of ETC, many traditional road-end companies have developed rapidly, and the country has also issued a series of policies to truly implant road-end equipment into the front-end installation of vehicles, which is also a very important part of vehicle-road coordination. There is now a better company leading in every link.

Q5: What is the impact of BYD blades on the battery industry? Is it possible to replace the ternary lithium battery?

Huang Minsi:

This problem has been concluded in many studies. If you want to reduce costs, it will be cheaper to use blade batteries. But its own battery life is lacking, and there is currently no result of who wins or loses, and Tesla’s new battery technology far surpasses these two.

So it doesn’t make sense to compare these two batteries which is good and which is bad, but to study revolutionary technologies. If it’s just minor repairs, it doesn’t make much difference in my opinion.

Q6: Can wireless solutions replace CAN?

Huang Minsi:

At present, some companies are doing this kind of test, but they are all just for fun.

The biggest problem with wireless solutions is that they are easily interfered.

If there is a huge interference source nearby or coincides with the frequency of the car end signal, then the car end signal will fail, causing safety problems.

If it is a completely confined space and there is no interference, then a wireless solution can be used naturally. But like our train, although it has a wireless lock, the track circuit is still indispensable.

So wireless and wired can complement each other.

Q7: Are high-end big-brand motorcycles within the scope of the study?

Huang Minsi:

We will also study motorcycles.

Because in some areas, the number of people who own motorcycles is almost the same as that of passenger cars.

And the ECU and BMS used in motorcycles are similar to those in cars.

Q8: What are the main evaluation indicators of OBU in V2X?

Bi Xin:

V2X involves two pieces, one is the RSU end (road end unit), and the other is the OBU end (vehicle end unit).

At present, it is basically C-V2X based on LET-V or DSRC, and basically takes bandwidth, delay and packet loss rate as the main evaluation indicators.

Q9: Which one is more promising in terms of unmanned driving with lidar or millimeter wave radar?

Bi Xin:

In fact, lidar and millimeter-wave radar have complementary characteristics, and fusion of the two has always been a general trend in the field of intelligent driving environment perception.

Millimeter-wave radar has all-weather working characteristics, and its low cost, combined with visual fusion, basically solves the detection performance of ADAS systems below L2.

To L3 or higher level autonomous driving, lidar is a very important sensor. In the field of autonomous driving, lidar must have room for development in the future.

Sensor fusion must be a general trend in the future. Different sensors perform their own duties and cannot replace each other.

Q10: For most chip companies, what role should we take to participate in today’s booming Internet of Vehicles? How can the company’s strategic choices and positioning be connected with the Internet of Vehicles?

Bi Xin:

Although the semiconductor industry is an important strategic layout of the country, domestic development still needs accumulation, and many companies are also striving to seize the trend.

But the real landing still needs industry to drive. We must first go from the application side to the product side, the module side and finally to the chip side.

The same is true for car-side sensors. Foreign chips can be used to solve the problem of productization. After the development of domestic independent brand component companies, it can provide huge market demand and development space for the development of domestic independent brand chip industry and semiconductor industry. Drive its real industrialization.

It is difficult to require all car-end companies to directly make domestic substitutions, because the cost pressure of OEMs is very high, and the pressure on parts and components companies is also very high. In addition, automotive-grade products have very high requirements for safety and reliability.

Through these two levels, it is difficult to cut into the core chips independently developed in China. Therefore, only when the domestic component companies become stronger and bigger, will they have the opportunity to support the core chip research and development of independent brands.

Therefore, whether it is ADAS, autonomous driving or intelligent networked cars, it is necessary to respect objective facts, from systems to products, modules, and finally to chips.

Huang Minsi:

There are too many things to do in the field of chips, and any industry is worthy of in-depth development.

Whether it is AI chips, various processor chips, etc., it is difficult to find a domestic chip to replace, and the choice is too small.

Even domestic general-purpose chips are rare. For example, I need a 4-way CAN chip, but I can’t find a chip with more communication interfaces. I hope that more domestic companies will make general-purpose chips.

When competing domestically, we must also be careful about price competition. Foreign chips also have good quality and low price, and sometimes domestic chips are more expensive, so there is not enough power when choosing domestic substitutes.

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