1568711y personal page - To The Moon

1568711y

1568711y

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2021-05-23

Weryuiijkghhn

2021-05-21

Xcbnk

被“挤”进了“造车新时代”的华为，真能造“豪”车？

2021-05-21

Qeryuiijhh

2021-05-20

Savings earning money

2021-05-18

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2021-05-17

Why I can’t input Chinese

2021-05-16

Earning money

2021-05-15

Earn money for the house

2021-05-14

Have a great day

2021-05-13

Qjshbbdbdnnnjfjjdjj

2021-05-12

Gxkhciihckgckhckhc

2021-05-11

Clhccigcigcjg khvjvo

2021-05-10

Aaaa

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2021-05-10

To hang

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15:45","market":"hk","language":"zh","title":"被“挤”进了“造车新时代”的华为，真能造“豪”车？","url":"https://stock-news.laohu8.com/highlight/detail?id=2137908338","media":"智能相对论","summary":"“一石激起千层浪”，自从华为宣布正式加入“造车局”后，围绕华为汽车业务的新闻不断涌现。\n4月15日，华为发布了搭载华为自动驾驶技术的北汽新能源极狐阿尔法S HI版车型在上海进行的公开试乘，这也是华为自","content":"<p>“一石激起千层浪”，自从华为宣布正式加入“造车局”后，围绕华为汽车业务的新闻不断涌现。</p>\n<p>4月15日，华为发布了搭载华为自动驾驶技术的北汽新能源极狐阿尔法S HI版车型在上海进行的公开试乘，这也是华为自动驾驶技术全球首次公开试乘。</p>\n<p>两天后的4月17日，北汽新能源旗下高端品牌ARCFOX极狐推出了旗下的第二款新车极狐阿尔法S。新车共6个版本，售价25.19万元—42.99万元。其中与华为合作的阿尔法S华为HI版也如期亮相，推出基础版和高阶版两个版本，预售价分别为38.89万元和42.99万元。</p>\n<p>在上海国际车展前夕，4月18日，在华为HI新品发布会，华为智能汽车解决方案BU总裁王军（以下简称“王军”）表示，华为将发布五个新产品，涵盖智能座舱、计算平台、雷达、自动驾驶开放平台和热管理系统。</p>\n<p>4月20日，三辆赛力斯华为智选SF5汽车开进了华为位于上海南京东路的全球最大旗舰店，与华为手机、智慧屏、PC以及系列智选等产品一道，等待消费者的挑选和购买。</p>\n<p>最近的一则消息是，今年4月被调至华为云业务担任CEO的余承东，于5月18日被任命为智能汽车解决方案BU （以下简称“车BU”）CEO，此外，余承东仍兼任消费者BG CEO。</p>\n<p>从发布试乘视频、再到推出合作车型和发布新产品，然后是进入线下门店销售，最后再到车BU人事变动。华为的一套组合拳堪称精妙。</p>\n<p>而在这一记组合拳的背后，正式下场的华为其自动驾驶技术发展到了哪一步？华为的进场又将给整个智能汽车行业带来哪些影响呢？</p>\n<h2>“搞”车，华为终于迈出了第一步</h2>\n<p>华为的下场，给了风起云涌的造车市场“重重一击”。</p>\n<p>此次华为与北汽合作推出的车型阿尔法S引起广泛关注和讨论，很大的原因在于这是华为第一次以行业参与者的身份加入到“造车运动”中，而从华为高层的表述来看，华为在智能汽车的布局远不止如此。</p>\n<p>王军表示，华为与长安合作的新车型也即将推出，与广汽合作的L4级智能驾驶汽车计划将在2024年推出。此外，华为智选将与<a href=\"https://laohu8.com/S/601127\">小康股份</a>达成正式合作，在其渠道售卖小康股份旗下新能源品牌赛力斯。</p>\n<p><b>能够与众多车企达成合作关系的背后，是华为持续加大的对汽车业务的投入</b>。王军曾言，2021年华为在汽车业务研发上的资金投入将达10亿美元，研发团队成员数量超5000人，其中自动驾驶团队员工数量超2000人。</p>\n<p>值得注意的是，在缺少汽车产业链的智能硬件厂商已经纷纷展开造车布局的当下，华为的入局时间显然并不算早，为什么华为到此时才决定入局呢？这背后又隐含着哪些意图？「智能相对论」认为这或许与以下两点因素有关：</p>\n<p><img src=\"https://static.tigerbbs.com/c74f1a883a6609f61b79b7d05af0ec91\" tg-width=\"1265\" tg-height=\"596\" referrerpolicy=\"no-referrer\"></p>\n<p><b>第一，华为历来贯彻的“稳妥”发展战略。纵观华为的发展历程，无论是最早生产用户交换机，还是后来聚焦于智能手机业务，华为在下定决心投入的业务上都取得了不俗的成绩。但从切入新赛道的时间层面来看，华为往往不是“第一个吃螃蟹”的企业，在造车领域也是如此。</b></p>\n<p><b>而这种发展战略的形成即可以说是华为的主动选择，也可以说是“无奈之举”。</b>1998—2002年间，正值国内通讯市场进入2G建设的爆发期，但彼时市场份额基本上都被<a href=\"https://laohu8.com/S/ERIC\">爱立信</a>、摩托罗拉、<a href=\"https://laohu8.com/S/NOK\">诺基亚</a>等外国公司瓜分，且国外通讯巨头采取联合压价的方式，阻挡华为获取订单。</p>\n<p>二十年后历史再次重演。眼下华为的处境比之20年前没有更好，只有更坏。锐意进攻，争做造车行业第一，华为或许已失去先机；那么先撑下来，再适时出场，也不失为上策。</p>\n<p><b>第二，从外部环境来说，华为此时的下场或许也踩在了正确的时间点上</b>。2017年可谓是电动车的第一波高潮，但对于行业泡沫化的担忧也不绝于耳；2019年入局企业的持续亏损使得行业走向低谷；而随着2020年<a href=\"https://laohu8.com/S/TSLA\">特斯拉</a>的盈利，国产造车新势力交付量的攀升，行业也迎来第二波高潮。</p>\n<p>据《中国企业家》统计，2020年11月至2021年3月，5个月时间，滴滴、pony、momenta、文远、智加、图森未来、嬴彻、驭势、地平线等九家公司总计获得34亿美元融资。水涨船高的还有自动驾驶公司的估值，滴滴自动驾驶子公司的最新估值约为60亿美元、Pony.ai最新估值达到53亿美元。</p>\n<p>时间层面而言，华为正式下场的绝对时间称不上早，但站在行业发展轨迹和历程上来看，华为此时的入局或许选在了一个相对有利的发展时间点。</p>\n<p>在轰轰烈烈的“造车队伍”中，华为庞大的体量和较为强劲的ICT技术能力，将其推到了一个较高的位置，而“身居高位”，质疑肯定是少不了的。</p>\n<h2>华为的“车途”是否平坦？</h2>\n<p>4月18日，华为公布自动驾驶视频的三天后，一位“围观者”的评论在舆论场被置顶—— “特斯拉终于遇到一个技术实力和忽悠能力都旗鼓相当的对手了。”</p>\n<p>评论者是美团创始人王兴。</p>\n<p><img src=\"https://static.tigerbbs.com/f6fde22082983d883be68f59332cc598\" tg-width=\"1219\" tg-height=\"248\" referrerpolicy=\"no-referrer\"></p>\n<p>不止是王兴，造车领域的同行们针对华为的首款车型，也各抒己见。</p>\n<p><a href=\"https://laohu8.com/S/XPEV\">小鹏汽车</a>创始人何小鹏认为，短期来看华为很不错，但是长期看好软硬一体。</p>\n<p><a href=\"https://laohu8.com/S/NIO\">蔚来</a>CEO李斌认为：“现在全世界的手机公司加起来赚的钱没有<a href=\"https://laohu8.com/S/AAPL\">苹果</a>一家多，虽然<a href=\"https://laohu8.com/S/QCOM\">高通</a>、安卓、<a href=\"https://laohu8.com/S/GOOG\">谷歌</a>都很厉害，但最后就是苹果的体验最好，说明一体化的设计是很重要。”</p>\n<p>站在竞争对手的视角，在目前硝烟弥漫的造车赛道，一个强敌的出现自然不是件好事。抛去华为的品牌滤镜和对手们略带讥讽的言论，华为在自动驾驶赛道采用的是那种发展策略？华为作为Tier1的首款自动驾驶车型的技术能力究竟如何？</p>\n<p><b>1、L4级自动驾驶“风云”</b></p>\n<p>阿尔法S的自动驾驶技术达到L4级，这一级别的自动驾驶技术已属于高度自动化，驾驶操作的执行者为系统，而非驾驶员。从4月15日华为官方发布的视频来看，驾驶员虽手摸方向盘，但并未实行具体操作，在城区道路上的行进全程依靠自动驾驶系统。</p>\n<p>目前市面上搭载自动驾驶系统的电动车，90%以上属于L2-L2.5级别，阿尔法S华为HI版的自动驾驶级别达到L4级，且今年年底宣布将量产。只是在L3级仍未大规模铺开实现商业化的背景下，华为达到L4级又有多少可信度呢？</p>\n<p>一位业内人士向「智能相对论」表示：<b>“华为HI版虽然对外宣称是L4级，但实际上它是以L4级自动驾驶架构为基础，提供面向L4-L2+级自动驾驶全栈解决方案，可满足L4-L2+的平滑演进需求。”</b></p>\n<p><img src=\"https://static.tigerbbs.com/ae1960434f5b18a4c0afe1f2c1694d07\" tg-width=\"534\" tg-height=\"300\" referrerpolicy=\"no-referrer\"></p>\n<p><b>由此可知，华为HI版仅是在基础架构上达到L4级，而非达到完整技术意义上的L4，实际上真正能够实现的或许仅为L2级。</b>有意思的是，特斯拉曾称其自动驾驶系统达到L5级，在监管部门检测后，才承认其FSD仅为L2级。而搭载了L4级基础架构的华为HI版，也为后期以行车数据为基础的自适应进化铺垫了道路。</p>\n<p>在华为HI版发布后，紧接着发布的威马W6上也宣称其自动驾驶系统达到L4级——由<a href=\"https://laohu8.com/S/BIDU\">百度</a>Apollo提供技术支持的AVP无人自主泊车系统。这套系统宣称率先实现了L4级别无人驾驶，在住宅、公司等固定车位场景，车辆仅需学习一次即可自主寻径泊车。</p>\n<p><b>威马W6的AVP无人自主泊车系统仅支持住宅、公司等固定车位场景，而如何解决自动驾驶场景的泛化性是实现自动驾驶系统升级的一个重要因素。</b>这种泛化性具体体现为在隧道、高速公路、城区繁忙路段等不同场景的行驶能力，而其实现很大程度上依赖于高精度地图。</p>\n<p><img src=\"https://static.tigerbbs.com/9d441da3de9eb2d1c1ee006f5a1b21e3\" tg-width=\"1600\" tg-height=\"1200\" referrerpolicy=\"no-referrer\"></p>\n<p>阿尔法S HI版的定位是城市自动驾驶，而采集城市的道路网数据是一个颇为庞大、繁杂的工程。小鹏P7采用的高精地图只能覆盖重点城市的高速路段，而根据公开消息，至年底量产时，阿尔法S HI版只有在北上广深四个城市会提供高精地图，由此推测，大范围的量产或许还尚需时日。</p>\n<p>综合而言，与同行对比来看，华为自动驾驶技术的表现在行业内处于较为不错的水平。不过L4进入实用阶段的时间不仅仅取决于车子的硬件性能和本地计算，基础设施配套——或俗称的“车路协同”也是非常重要的一环。而这也是所有该赛道玩家需共同面临的问题。</p>\n<p><b>2、高端路线还能走通吗？</b></p>\n<p>华为作为供应商的第一台车售价，就颇具争议性。</p>\n<p>阿尔法S华为HI版，基础版和高阶版的预售价分别为38.89万元和42.99万元，其中，具有华为ADS高速公路自动驾驶功能的基础版售价38.89万元，搭载华为ADS完整自动驾驶（含城区、高速、代客泊车等）功能的高阶版售价42.99万元。</p>\n<p>即便是在目前的中高端新能源汽车市场，这一售价也不算低。那么，阿尔法S华为HI版为什么能卖这么贵呢？</p>\n<p>华为在自动驾驶感知层采用的技术是激光雷达，阿尔法S华为HI版上搭载了3颗96线车规级激光雷达，造车新势力中自动辅助驾驶技术推进得最为激进的小鹏，最新的小鹏P5也只使用了两颗激光雷达。</p>\n<p><b>激光雷达的线数越多，识别精度越高，处理数据量也越大，成本也就越高</b>。目前全球主流厂商激光雷达的售价均不低，Velodyne的一个64线机械式激光雷达售价达8万美元，较便宜的16线激光雷达售价也接近一万美元。<b>因而可以说在当前环境下，多线性激光雷达的使用，在一定程度上推高了阿尔法S华为HI版的价格。</b></p>\n<p>而抛开96线激光雷达对于抬高售价的影响，「智能相对论」认为，从华为作为Tier1的首款电动车的售价来看，华为在汽车业务上似乎也欲采用其手机业务的高售价路线。只是，在目前并未占据太多主导权的汽车领域，华为的高售价策略能否奏效呢？</p>\n<p>华为P系列和Mate系列在近几年能够攻占高端手机市场，除去情怀和品牌，最重要的在于华为掌握了完整的ICT技术和麒麟、鲲鹏等芯片自研能力。<b>在「智能相对论」看来，讨论华为电动车，其实不能将其与手机业务割裂，二者在技术和生态上都有共同之处。</b></p>\n<p>技术上，华为自动驾驶所依靠的诸多传感器与其ICT业务是同源的。比如毫米波雷达是利用波长为1～10mm的毫米波采用ToF技术进行探测，而华为所推出的5G基带芯片巴龙5000也支持26GHz和28GHz频段的毫米波通信；</p>\n<p>再比如激光雷达的工作原理是ToF，而华为P30 Pro就搭载了一颗红外发射器和ToF镜头，通过测量红外光线反射时差来计算物体景深，优化手机拍摄的背景虚化效果。</p>\n<p>在生态上，近期华为鸿蒙OS系统开始推送公测版本，并且适配机型也开始不断地增多，华为鸿蒙OS系统将会在6月份开始大规模推送正式版鸿蒙系统。而在阿尔法S华为HI版上，也搭载了鸿蒙OS智能座舱，使用麒麟990A座舱芯片。</p>\n<p><b>华为在ICT领域多年的深耕，使得华为现有的ICT技术能力能够部分迁徙于其自动驾驶系统。而鸿蒙生态的融合也将智能汽车并入成为华为IoT中的其中一环，成为一个流量远胜智能手机的接口。</b></p>\n<p>一个有趣的侧面是，在面对记者采访时，短期看好华为的何小鹏认为小鹏后续将要推出的城市NGP功能，表现不会比华为差；李想也在社交平台上称其自研的自动驾驶系统（标配 508Tops算力和激光雷达）明年完全可以和华为、特斯拉正面较量。二者都将比肩华为视作后续发展目标。</p>\n<p>技术层面或许能为华为汽车业务的高溢价提供一个着力点，那么市场和全行业会为此买单吗？</p>\n<h2>全栈式解决方案是行业“解药”吗？</h2>\n<p>在华为宣布自动驾驶量产汽车之后不到48小时，百度也公布了智能汽车解决方案和自动驾驶汽车量产计划。</p>\n<p><b>该方案的核心产品之一Apollo智驾，是基于L4级自动驾驶技术打造的自动驾驶量产引擎，该引擎包含基于L4级自动驾驶能力的行车域解决方案ANP与已量产的L4级自动驾驶泊车域解决方案AVP。</b></p>\n<p>百度此举，颇有“针尖对麦芒”的意味。华为近期在汽车业务上的一连串动作，引起了各大车企们的关注，其中既存在对技术强劲“后来者”的担忧，同时也期待新进者的入局给整个自动驾驶产业链带来利好因素。具体而言，华为将对整个智能汽车行业，以及行业内的玩家带来哪些影响呢？</p>\n<p><img src=\"https://static.tigerbbs.com/55dabf627cd85ddbed11f46ad107401a\" tg-width=\"1080\" tg-height=\"678\" referrerpolicy=\"no-referrer\"></p>\n<p><b>在探讨该问题之前，先来看看华为车BU的业务范围和技术方案。</b>车BU成立至今，其智能汽车业务已经发展出了5大业务组合，包含智能驾驶、智能座舱、智能电动、智能网联以及车云服务。</p>\n<p>而从技术方案上来看，分为基础硬件电驱系统、5G模块、自动驾驶传感器、计算平台模块（自动驾驶计算平台、MCU、域控模块）、基础软件系统HiCar、鸿蒙操作系统、CCA架构。</p>\n<p>从业务组合和技术方案上来看，华为全栈自研了智能汽车几乎所有的核心业务，从硬件到软件均有涉足。特斯拉拥有全球用户的海量行程数据优势，百度的算法能力首屈一指，而华为更像是一个“全能型选手”，能够将产业链的上下游打通，这种实力不论是造车新势力，还是宣布造车的滴滴、小米，均不具备的。</p>\n<p>而拥有全栈自研实力的华为，在智能汽车产业中其实是居于一个相对有利的位置。<b>目前格局未定的智能汽车产业各个环节处于一个相对分散的状态，行业参与者的优势也只集中于某个环节，华为的全栈优势或许能对分散的行业现状起到一定的整合，赢得较高的话语权，</b>不过这或许还要靠时间的证明。</p>\n<p><b>自身能力强悍是一方面，而如何处理与其他玩家的关系则构成了另一个层面。</b>对于行业内的其他玩家来说，在汽车产业链发生巨大变革的情况下，是否相信华为并与之展开合作，<b>已经不再是一个信任问题，而是未来价值链的分配问题。</b></p>\n<p><img src=\"https://static.tigerbbs.com/5d4a0a9785fc10a83599419246b7b16a\" tg-width=\"1038\" tg-height=\"585\" referrerpolicy=\"no-referrer\"></p>\n<p>为什么这么说？</p>\n<p>在传统三层式汽车产业链条中，整机厂商处于最外层，直接面向消费着市场；而诸如博世、大陆等提供电子解决方案的一级供应商（Tier1）处于中间层。整车厂直接购买Tier1所提供的解决方案或零部件，而对于其技术构造是不知情的，这也属于Tier1的知识产权保护范围。</p>\n<p><b>而纯电动车和自动驾驶技术的发展，算法驱动的“软件定义汽车”成为新趋势，这对于整车厂是一个威胁</b>。一方面在于整车厂变速器、发动机等核心技术在纯电动车上无用武之地；另一方面，由于无法掌控Tier1提供的电子解决方案的技术，导致车企无法在事故发生后独立地找到问题进行修复，也不能自己去推动ADAS算法的迭代。</p>\n<p>拥有全栈式解决方案能力的华为，在与整机厂合作时的议价能力是较强的。在阿尔法S华为HI版中，华为的logo处于车身的显眼位置，在某种程度上作为供应商的华为站在了整机厂的位置，这与以往整车厂掌控品牌和销售渠道的常情存在出入。</p>\n<p>谁也不想再新一轮汽车革命中居于产业链的末端，头部车企纷纷组建软件团队，并将自研自动驾驶感知算法作为重点，并尝试通过与Tier2合作，试图成为自己的Tier1。而没有自研能力的中小车企如果选择与华为这样的Tier1展开合作，利润究竟如何分配，中小车企的产能需求又是否能够满足华为的量产需求，都是今后需要面对的问题。</p>\n<p>4月28日，华为公布了2021年第一季度经营业绩，由于出售荣耀及手机销量下滑，营业收入同比下降16.9%至1500.57亿元，2021年华为的整体营收预计将面临较大压力。汽车业务或将是未来几年华为发力的重点。</p>\n<p>华为在智能汽车业务上的投入不菲，后期的关键在于能够尽快实现量产，而如何处理好与合作伙伴之间微妙的关系，既要看主机厂对自身发展的判断，同时也考验着华为的智慧。</p>","source":"lsy1572855040032","collect":0,"html":"<!DOCTYPE html>\n<html>\n<head>\n<meta http-equiv=\"Content-Type\" content=\"text/html; charset=utf-8\" />\n<meta name=\"viewport\" content=\"width=device-width,initial-scale=1.0,minimum-scale=1.0,maximum-scale=1.0,user-scalable=no\"/>\n<meta name=\"format-detection\" content=\"telephone=no,email=no,address=no\" />\n<title>被“挤”进了“造车新时代”的华为，真能造“豪”车？</title>\n<style type=\"text/css\">\na,abbr,acronym,address,applet,article,aside,audio,b,big,blockquote,body,canvas,caption,center,cite,code,dd,del,details,dfn,div,dl,dt,\nem,embed,fieldset,figcaption,figure,footer,form,h1,h2,h3,h4,h5,h6,header,hgroup,html,i,iframe,img,ins,kbd,label,legend,li,mark,menu,nav,\nobject,ol,output,p,pre,q,ruby,s,samp,section,small,span,strike,strong,sub,summary,sup,table,tbody,td,tfoot,th,thead,time,tr,tt,u,ul,var,video{ font:inherit;margin:0;padding:0;vertical-align:baseline;border:0 }\nbody{ font-size:16px; line-height:1.5; color:#999; background:transparent; }\n.wrapper{ overflow:hidden;word-break:break-all;padding:10px; }\nh1,h2{ font-weight:normal; line-height:1.35; margin-bottom:.6em; }\nh3,h4,h5,h6{ 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hidden}\n.head .h-thumb { width: 30px; height: 30px; margin: 0; padding: 0; border-radius: 50%; float: left;}\n.head .h-content { margin: 0; padding: 0 0 0 9px; float: left;}\n.head .h-name {font-size: 13px; color: #eee; margin: 0;}\n.head .h-time {font-size: 11px; color: #7E829C; margin: 0;line-height: 11px;}\n.small {font-size: 12.5px; display: inline-block; transform: scale(0.9); -webkit-transform: scale(0.9); transform-origin: left; -webkit-transform-origin: left;}\n.smaller {font-size: 12.5px; display: inline-block; transform: scale(0.8); -webkit-transform: scale(0.8); transform-origin: left; -webkit-transform-origin: left;}\n.bt-text {font-size: 12px;margin: 1.5em 0 0 0}\n.bt-text p {margin: 0}\n</style>\n</head>\n<body>\n<div class=\"wrapper\">\n<header>\n<h2 class=\"title\">\n被“挤”进了“造车新时代”的华为，真能造“豪”车？\n</h2>\n\n<h4 class=\"meta\">\n\n\n2021-05-21 15:45 北京时间&nbsp;&nbsp;&nbsp;<a href=https://36kr.com/p/1233858927545728><strong>智能相对论</strong></a>\n\n\n</h4>\n\n</header>\n<article>\n<div>\n<p>“一石激起千层浪”，自从华为宣布正式加入“造车局”后，围绕华为汽车业务的新闻不断涌现。\n4月15日，华为发布了搭载华为自动驾驶技术的北汽新能源极狐阿尔法S HI版车型在上海进行的公开试乘，这也是华为自动驾驶技术全球首次公开试乘。\n两天后的4月17日，北汽新能源旗下高端品牌ARCFOX极狐推出了旗下的第二款新车极狐阿尔法S。新车共6个版本，售价25.19万元—42.99万元。其中与华为合作的阿尔法S...</p>\n\n<a href=\"https://36kr.com/p/1233858927545728\">Web Link</a>\n\n</div>\n\n\n</article>\n</div>\n</body>\n</html>\n","type":0,"thumbnail":"https://static.tigerbbs.com/c74f1a883a6609f61b79b7d05af0ec91","relate_stocks":{},"source_url":"https://36kr.com/p/1233858927545728","is_english":false,"share_image_url":"https://static.laohu8.com/e9f99090a1c2ed51c021029395664489","article_id":"2137908338","content_text":"“一石激起千层浪”，自从华为宣布正式加入“造车局”后，围绕华为汽车业务的新闻不断涌现。\n4月15日，华为发布了搭载华为自动驾驶技术的北汽新能源极狐阿尔法S HI版车型在上海进行的公开试乘，这也是华为自动驾驶技术全球首次公开试乘。\n两天后的4月17日，北汽新能源旗下高端品牌ARCFOX极狐推出了旗下的第二款新车极狐阿尔法S。新车共6个版本，售价25.19万元—42.99万元。其中与华为合作的阿尔法S华为HI版也如期亮相，推出基础版和高阶版两个版本，预售价分别为38.89万元和42.99万元。\n在上海国际车展前夕，4月18日，在华为HI新品发布会，华为智能汽车解决方案BU总裁王军（以下简称“王军”）表示，华为将发布五个新产品，涵盖智能座舱、计算平台、雷达、自动驾驶开放平台和热管理系统。\n4月20日，三辆赛力斯华为智选SF5汽车开进了华为位于上海南京东路的全球最大旗舰店，与华为手机、智慧屏、PC以及系列智选等产品一道，等待消费者的挑选和购买。\n最近的一则消息是，今年4月被调至华为云业务担任CEO的余承东，于5月18日被任命为智能汽车解决方案BU （以下简称“车BU”）CEO，此外，余承东仍兼任消费者BG CEO。\n从发布试乘视频、再到推出合作车型和发布新产品，然后是进入线下门店销售，最后再到车BU人事变动。华为的一套组合拳堪称精妙。\n而在这一记组合拳的背后，正式下场的华为其自动驾驶技术发展到了哪一步？华为的进场又将给整个智能汽车行业带来哪些影响呢？\n“搞”车，华为终于迈出了第一步\n华为的下场，给了风起云涌的造车市场“重重一击”。\n此次华为与北汽合作推出的车型阿尔法S引起广泛关注和讨论，很大的原因在于这是华为第一次以行业参与者的身份加入到“造车运动”中，而从华为高层的表述来看，华为在智能汽车的布局远不止如此。\n王军表示，华为与长安合作的新车型也即将推出，与广汽合作的L4级智能驾驶汽车计划将在2024年推出。此外，华为智选将与小康股份达成正式合作，在其渠道售卖小康股份旗下新能源品牌赛力斯。\n能够与众多车企达成合作关系的背后，是华为持续加大的对汽车业务的投入。王军曾言，2021年华为在汽车业务研发上的资金投入将达10亿美元，研发团队成员数量超5000人，其中自动驾驶团队员工数量超2000人。\n值得注意的是，在缺少汽车产业链的智能硬件厂商已经纷纷展开造车布局的当下，华为的入局时间显然并不算早，为什么华为到此时才决定入局呢？这背后又隐含着哪些意图？「智能相对论」认为这或许与以下两点因素有关：\n\n第一，华为历来贯彻的“稳妥”发展战略。纵观华为的发展历程，无论是最早生产用户交换机，还是后来聚焦于智能手机业务，华为在下定决心投入的业务上都取得了不俗的成绩。但从切入新赛道的时间层面来看，华为往往不是“第一个吃螃蟹”的企业，在造车领域也是如此。\n而这种发展战略的形成即可以说是华为的主动选择，也可以说是“无奈之举”。1998—2002年间，正值国内通讯市场进入2G建设的爆发期，但彼时市场份额基本上都被爱立信、摩托罗拉、诺基亚等外国公司瓜分，且国外通讯巨头采取联合压价的方式，阻挡华为获取订单。\n二十年后历史再次重演。眼下华为的处境比之20年前没有更好，只有更坏。锐意进攻，争做造车行业第一，华为或许已失去先机；那么先撑下来，再适时出场，也不失为上策。\n第二，从外部环境来说，华为此时的下场或许也踩在了正确的时间点上。2017年可谓是电动车的第一波高潮，但对于行业泡沫化的担忧也不绝于耳；2019年入局企业的持续亏损使得行业走向低谷；而随着2020年特斯拉的盈利，国产造车新势力交付量的攀升，行业也迎来第二波高潮。\n据《中国企业家》统计，2020年11月至2021年3月，5个月时间，滴滴、pony、momenta、文远、智加、图森未来、嬴彻、驭势、地平线等九家公司总计获得34亿美元融资。水涨船高的还有自动驾驶公司的估值，滴滴自动驾驶子公司的最新估值约为60亿美元、Pony.ai最新估值达到53亿美元。\n时间层面而言，华为正式下场的绝对时间称不上早，但站在行业发展轨迹和历程上来看，华为此时的入局或许选在了一个相对有利的发展时间点。\n在轰轰烈烈的“造车队伍”中，华为庞大的体量和较为强劲的ICT技术能力，将其推到了一个较高的位置，而“身居高位”，质疑肯定是少不了的。\n华为的“车途”是否平坦？\n4月18日，华为公布自动驾驶视频的三天后，一位“围观者”的评论在舆论场被置顶—— “特斯拉终于遇到一个技术实力和忽悠能力都旗鼓相当的对手了。”\n评论者是美团创始人王兴。\n\n不止是王兴，造车领域的同行们针对华为的首款车型，也各抒己见。\n小鹏汽车创始人何小鹏认为，短期来看华为很不错，但是长期看好软硬一体。\n蔚来CEO李斌认为：“现在全世界的手机公司加起来赚的钱没有苹果一家多，虽然高通、安卓、谷歌都很厉害，但最后就是苹果的体验最好，说明一体化的设计是很重要。”\n站在竞争对手的视角，在目前硝烟弥漫的造车赛道，一个强敌的出现自然不是件好事。抛去华为的品牌滤镜和对手们略带讥讽的言论，华为在自动驾驶赛道采用的是那种发展策略？华为作为Tier1的首款自动驾驶车型的技术能力究竟如何？\n1、L4级自动驾驶“风云”\n阿尔法S的自动驾驶技术达到L4级，这一级别的自动驾驶技术已属于高度自动化，驾驶操作的执行者为系统，而非驾驶员。从4月15日华为官方发布的视频来看，驾驶员虽手摸方向盘，但并未实行具体操作，在城区道路上的行进全程依靠自动驾驶系统。\n目前市面上搭载自动驾驶系统的电动车，90%以上属于L2-L2.5级别，阿尔法S华为HI版的自动驾驶级别达到L4级，且今年年底宣布将量产。只是在L3级仍未大规模铺开实现商业化的背景下，华为达到L4级又有多少可信度呢？\n一位业内人士向「智能相对论」表示：“华为HI版虽然对外宣称是L4级，但实际上它是以L4级自动驾驶架构为基础，提供面向L4-L2+级自动驾驶全栈解决方案，可满足L4-L2+的平滑演进需求。”\n\n由此可知，华为HI版仅是在基础架构上达到L4级，而非达到完整技术意义上的L4，实际上真正能够实现的或许仅为L2级。有意思的是，特斯拉曾称其自动驾驶系统达到L5级，在监管部门检测后，才承认其FSD仅为L2级。而搭载了L4级基础架构的华为HI版，也为后期以行车数据为基础的自适应进化铺垫了道路。\n在华为HI版发布后，紧接着发布的威马W6上也宣称其自动驾驶系统达到L4级——由百度Apollo提供技术支持的AVP无人自主泊车系统。这套系统宣称率先实现了L4级别无人驾驶，在住宅、公司等固定车位场景，车辆仅需学习一次即可自主寻径泊车。\n威马W6的AVP无人自主泊车系统仅支持住宅、公司等固定车位场景，而如何解决自动驾驶场景的泛化性是实现自动驾驶系统升级的一个重要因素。这种泛化性具体体现为在隧道、高速公路、城区繁忙路段等不同场景的行驶能力，而其实现很大程度上依赖于高精度地图。\n\n阿尔法S HI版的定位是城市自动驾驶，而采集城市的道路网数据是一个颇为庞大、繁杂的工程。小鹏P7采用的高精地图只能覆盖重点城市的高速路段，而根据公开消息，至年底量产时，阿尔法S HI版只有在北上广深四个城市会提供高精地图，由此推测，大范围的量产或许还尚需时日。\n综合而言，与同行对比来看，华为自动驾驶技术的表现在行业内处于较为不错的水平。不过L4进入实用阶段的时间不仅仅取决于车子的硬件性能和本地计算，基础设施配套——或俗称的“车路协同”也是非常重要的一环。而这也是所有该赛道玩家需共同面临的问题。\n2、高端路线还能走通吗？\n华为作为供应商的第一台车售价，就颇具争议性。\n阿尔法S华为HI版，基础版和高阶版的预售价分别为38.89万元和42.99万元，其中，具有华为ADS高速公路自动驾驶功能的基础版售价38.89万元，搭载华为ADS完整自动驾驶（含城区、高速、代客泊车等）功能的高阶版售价42.99万元。\n即便是在目前的中高端新能源汽车市场，这一售价也不算低。那么，阿尔法S华为HI版为什么能卖这么贵呢？\n华为在自动驾驶感知层采用的技术是激光雷达，阿尔法S华为HI版上搭载了3颗96线车规级激光雷达，造车新势力中自动辅助驾驶技术推进得最为激进的小鹏，最新的小鹏P5也只使用了两颗激光雷达。\n激光雷达的线数越多，识别精度越高，处理数据量也越大，成本也就越高。目前全球主流厂商激光雷达的售价均不低，Velodyne的一个64线机械式激光雷达售价达8万美元，较便宜的16线激光雷达售价也接近一万美元。因而可以说在当前环境下，多线性激光雷达的使用，在一定程度上推高了阿尔法S华为HI版的价格。\n而抛开96线激光雷达对于抬高售价的影响，「智能相对论」认为，从华为作为Tier1的首款电动车的售价来看，华为在汽车业务上似乎也欲采用其手机业务的高售价路线。只是，在目前并未占据太多主导权的汽车领域，华为的高售价策略能否奏效呢？\n华为P系列和Mate系列在近几年能够攻占高端手机市场，除去情怀和品牌，最重要的在于华为掌握了完整的ICT技术和麒麟、鲲鹏等芯片自研能力。在「智能相对论」看来，讨论华为电动车，其实不能将其与手机业务割裂，二者在技术和生态上都有共同之处。\n技术上，华为自动驾驶所依靠的诸多传感器与其ICT业务是同源的。比如毫米波雷达是利用波长为1～10mm的毫米波采用ToF技术进行探测，而华为所推出的5G基带芯片巴龙5000也支持26GHz和28GHz频段的毫米波通信；\n再比如激光雷达的工作原理是ToF，而华为P30 Pro就搭载了一颗红外发射器和ToF镜头，通过测量红外光线反射时差来计算物体景深，优化手机拍摄的背景虚化效果。\n在生态上，近期华为鸿蒙OS系统开始推送公测版本，并且适配机型也开始不断地增多，华为鸿蒙OS系统将会在6月份开始大规模推送正式版鸿蒙系统。而在阿尔法S华为HI版上，也搭载了鸿蒙OS智能座舱，使用麒麟990A座舱芯片。\n华为在ICT领域多年的深耕，使得华为现有的ICT技术能力能够部分迁徙于其自动驾驶系统。而鸿蒙生态的融合也将智能汽车并入成为华为IoT中的其中一环，成为一个流量远胜智能手机的接口。\n一个有趣的侧面是，在面对记者采访时，短期看好华为的何小鹏认为小鹏后续将要推出的城市NGP功能，表现不会比华为差；李想也在社交平台上称其自研的自动驾驶系统（标配 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