Throughout 2018, an important keyword in the field of autonomous driving/unmanned driving is "commercialization".
In this process, the first to bear the brunt is Waymo. Behind the seemingly crazy move of purchasing more than 80,000 autonomous vehicles from Chrysler and Jaguar Land Rover is Waymo's great determination and confidence in commercialization. And they started testing the pricing and charging model for the commercialization of unmanned vehicles not long ago (the end of October), which is also considered by many to be one of the important milestones on the road to commercialization of their technology.
Of course, we should also see that so far, Waymo has accumulated more than 10 million miles of road test data on public roads, and the computer simulation data has reached a staggering 7 billion miles.
The accelerated commercialization of autonomous driving giants is not good news for startups, especially against the backdrop of a bad capital environment. For them, no matter what the current situation is, the best way to "overcome the difficulties together" may be to follow the giants' footsteps and also seek the possibility of commercialization. On the other hand, the capital behind them has been with them for a long time, and they have begun to see the results of the technology landing. When it comes to technology, its commercialization critical point is getting closer and closer. Powerful autopilot manufacturers will no longer be satisfied with "closed-door testing". Commercializing the technology as soon as possible has an important strategy for developing itself and deterring opponents. significance.
In this wave of automotive revolution, in fact, any segment has a valuable window period. If you don’t take the lead before the competitive landscape is finalized, and miss the window period, it means that if you want to obtain the same "The status of the rivers and lakes" requires more costs, but it may not be successful.
Let's take a look at how the domestic autonomous driving "giants" do: At the level of advanced driving assistance, the L2 autonomous driving technology of TIer 1 suppliers such as Bosch has begun to be implemented in China, and even distributed to domestic cars with a price of 100,000 yuan. , its purpose is to occupy the market share as quickly as possible and scare off other competitors. At the level of L4 and above autonomous driving, Baidu Apollo also announced the latest commercialization plan to realize the commercial test operation of autonomous taxis in Changsha.
This is still the case for large companies, and the path for startups is actually very clear. If the situation is clear enough, the smart thing to do now is to commercialize autonomous driving as soon as possible, even if it starts from a very subdivided and specific scenario. (Of course, the premise is that your technical strength is strong enough.)
In the process, some autonomous driving startups have shown great enthusiasm and a logically clear methodology.
How did UISEE + SAIC-GM-Wuling implement the first mass-produced L4-level automatic parking in China?
Uisee Technology is a company we have observed for a long time. So far, the company has been established for two and a half years, with a team size of more than 300 people, and has been deployed nationwide: it has Fangshan R&D base and Haidian office in Beijing, and Jiading in Shanghai. The R&D base and Hongqiao office have a 10,000-square-meter innovative trial production factory in Jiashan, Zhejiang, and branches in Liuzhou and Shenzhen.
From the very beginning of its establishment, Uiseo has regarded "landability" as one of its important beliefs, and this idea has continued to this day.
Their latest move was yesterday (November 12). They and SAIC-GM-Wuling held a press conference in Liuzhou, announcing a strategic cooperation. The key point is that the two parties will jointly deliver the first batch of Baojun E200 electric vehicles equipped with driverless-smart parking services to users, which is also the first L4 level unmanned vehicle in China. The mass production of driving automatic parking has landed. From research and development to implementation, the two parties have been working together for two years.
Specifically, this automatic parking system can provide "one-button parking" and "one-button summoning" functions. Users can control it through the mobile app, and let the vehicle drive automatically according to the instructions when there is no one in the car. Go to a designated location (e.g. elevator entrance, parking space) and wait for passengers to board or allow the vehicle to automatically park in the parking space. Its scenes are set to closed parks and underground parking lots.
Compared with the functions of Tesla and BYD that use keys or apps for vehicle summoning, the unmanned parking system jointly developed by Baojun and UIS is not to solve the problem of difficulty in entering and exiting vehicles in narrow venues, but In order to solve the more common problem of time-consuming and laborious parking and car pickup, it may save time, or it may save walking distance.
It has a wider range of remote control. For example, when you are in the office and ready to go to the basement to pick up the car, you can start the vehicle call. When you arrive at the basement, the vehicle may have automatically stopped at the elevator entrance and wait to get on the car.
To be more precise, compared to our common "automatic parking", this set of things that Yushi and Wuling landed are more like autonomous parking or valet parking.
As for safety, according to UISEE, the vehicles delivered this time are equipped with a remote monitoring function. If the system fails suddenly, the remote can take over at any time. In addition, they have also purchased insurance for each delivery user.
Why is Uisee and SAIC-GM-Wuling cooperating?
The reason why they were able to impress SAIC-GM-Wuling is mainly because of the combination of high-reliability algorithms, vehicle-level systems and mass production line control transformation capabilities, as well as the mass production capabilities brought by low-cost comprehensive solutions. To be more obsessed, just remember these key words: reliability, vehicle level, low cost, mass production capacity.
Technically, this mass production solution does not use lidar sensors, but a camera + ultrasonic radar solution, which is not much different from the common automatic parking function in terms of sensor requirements.
This is also one of the reasons why this system can be first implemented on the Baojun brand. It itself is a set of low-cost autonomous driving solutions, and Baojun and its subsidiary SAIC-GM-Wuling happen to be an OEM that has a lot of experience in "cost control". One of the things they are best at is to obtain costs through scale. advantage, offering a wealth of configurations at a relatively low price.
On the other hand, from the interior and exterior design of Baojun models, it can be seen that this brand is not "traditional", but is pursuing distinctive product features. For example: In October, Autohome interviewed Gao Chenwei, general manager of SAIC-GM-Wuling Forward-looking Design Center. In the article, he had a sentence that impressed me: "The management is sometimes bolder than me, and I am sometimes criticized. Conservative." In the automotive design world, it's rare for a leader to be more radical than a designer. It can also be seen that SAIC-GM-Wuling, an OEM, makes products in the style.
Then why did it land on the Baojun E200? E200 can be regarded as a micro electric vehicle with a slightly higher positioning than Baojun E100, but both are positioned as "new species of urban travel". Nationally, the E100 and E200 do not have much visibility on the road, but if you have been to Liuzhou, Guangxi, Wuling's home base, you will be amazed by the huge number of E100s in possession. It has developed a unique business model in Liuzhou, and its total sales have reached 24,000 units since its launch. The E200, which was launched in September this year, has already received orders for 5,000 units.
This means that Baojun new energy vehicles have a large number of users in the city of Liuzhou, the application scenarios are relatively controllable, and a large number of parking-related operations are generated every day. And high frequency, rigid demand, and pain points are just the basic foothold of a good product.
For a long time, Wu Gansha, founder of Uisee Technology, has always insisted on a point of view: in the field of autonomous driving, high frequency, rigid demand, and mass production are the last word. This cooperation with Wuling is obviously a product of this guiding principle. High frequency and rigid demand are not difficult to understand, and "mass production" is often easily overlooked. Uisee CTO Jiang Yan said that, unlike the past, which required refitting of vehicles to achieve unmanned driving, (this time, in cooperation with Wuling), the main engine factory has been promoted to realize the control-by-wire of the original supply chain. Although electric vehicles have certain inherent advantages in this regard, it is still not easy to operate in practice, which requires OEMs to pay enough attention and investment in this matter.
In the future, UISEE and Wuling plan to gradually deliver thousands of Baojun E200s with driverless functions to users in batches.
Behind the multi-scene landing
This is not the only commercial landing project of Uisee recently. Last month, they also reached cooperation with Chery and GoFun Travel to launch a trial operation of driverless shared cars in Chengdu. In this cooperation, Chery New Energy provides operating vehicles, GoFun provides a shared travel platform, and Uisee is responsible for technology decentralization. Specific to the scene, the realized functions include L4-level automatic driving such as automatic pickup and return of vehicles, automatic formation cruise, and automatic obstacle avoidance. Technology.
Among them, the application of automatic car pickup and return is somewhat similar to the automatic parking on Baojun E200.
For shared travel platforms, a big problem is that operating costs remain high, and a lot of manpower needs to be invested in offline operations. Unmanned driving technology is considered to be an important factor affecting the cost structure of shared travel in the future, and some manufacturers have begun to make arrangements in this regard.
In addition to the exploration of landing scenarios, UISEE has more and more cooperation with OEMs. In addition to the "official announcement" of SAIC-GM-Wuling and Chery New Energy, a press release from UIS also mentioned SAIC Volkswagen and FAW, two OEM partners. The specific landing project is unknown, but Wu Gansha mentioned at the Suzhou Intelligent Driving Summit at the end of October that they will have a L3-level high-speed autonomous driving car company cooperation project.
Wu Gansha also mentioned why he cooperated with the OEM in that sharing. In his view, making cars by yourself or only in vertical segments cannot be competitive in terms of data power, and must cooperate with OEMs. Even if Waymo is sitting on a large amount of data, their operating scenarios are relatively simple, and they still lack data richness and diversity.
Based on the consideration of "data diversity", you will find that the landing scenarios of UISEE and OEM cooperation are relatively diverse, including low-speed automatic parking and valet parking, and high-speed L3 automatic driving, which covers both There are two directions of private car use and shared travel operation.
In addition to the cooperation with OEMs, Uisee's first well-known commercialization projects are fully unmanned operations in specific scenarios, such as the unmanned shuttle bus that cooperated with Guangzhou Baiyun Airport in March last year, and 4 The driverless shuttle bus in the underground parking lot in cooperation with Fuzhou Raffles City in May. At present, Uisee's unmanned short-distance shuttle buses have achieved normal operation in some closed parks in Jiashan, Zhejiang and Lishui, Nanjing.
Wu Gansha once said in an interview before that the commercial operation of driverless vehicles is inconclusive, and how to match technical means with application scenarios and hardware, and then quickly land it, is the key. The unmanned shuttle vehicle projects in these closed parks are the products of this idea: through trial operation and scene traction in different scenarios, technical polishing is achieved.
The core logic of Uisee commercialization
At present, there are two main products of Uisee, one is the intelligent driving controller (vehicle end), and the other is the cloud big data integrated management platform. They put about 80% of their energy on the creation of "vehicle + cloud", which is also considered by Yushi as its core competitiveness. The remaining 20% ​​of resources are more inclined to the areas of automatic valet parking and logistics, as well as part of the L3 business. In the L3 area, Wu Gansha said that Yushi is waiting for an opportunity.
In the supplier system, they position themselves as TIer 0.5, which is a relatively new concept. Traditional TIer 1 sells a set of integrated products (hardware or software) to OEMs, which is a one-time sales model, while What Uiseo needs to do is to cover the entire product cycle: early-stage technology research and development (ie, collaborative innovation) + later-stage joint operation (data sharing). Wu Gansha concluded that the true meaning of TIer 0.5 is to "make customers continue to succeed and control the situation to gain the last pot of gold."
So, how exactly does Yushi consider the commercialization of autonomous driving? Wu Gansha summarized four elements:
1. High frequency, just need, mass production.
2. High potential energy and strong word-of-mouth: After the technology is implemented in a certain scenario, it can form a word-of-mouth effect and further open up the market.
3. R&D and capital capabilities of customers: It is necessary to select customers who have sufficient R&D capabilities, strong ability to pay, and are not price-sensitive; moreover, these early adopters who are willing to implement autonomous driving have strong fault tolerance.
4. Have industry barriers and have irreplaceable capabilities: This is also a relatively basic point for autonomous driving startups. Without their own unique competitive advantages and moats, it is difficult to gain a foothold.
These four points can be said to be a high-level summary of the commercialization cases mentioned in this article. Under the guidance of this technology and commercialization ideas, the commercialization process of Yushi has been at the forefront of autonomous driving startups.
In fact, I have always been very fond of Yui. On the one hand, the founder Wu Gansha has a "personal halo". This does not mean that he has the reputation of the former "Director of Intel China Research Institute", but that he has popularized the industry. Lots of basic knowledge about autonomous driving that is extremely useful to many people. On the other hand, Uisee began to try the commercial operation of unmanned driving from a relatively early stage, and it also took out real unmanned vehicles earlier, which also gave us a more figurative understanding of autonomous driving and unmanned driving. There is no shortage of chaos in this field, but someone has to turn the imagination into reality.
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