IDC: The penetration rate of L2 autonomous driving in the passenger car market will reach 23.2% in the first quarter of 2022

The autonomous driving of passenger cars is mainly based on driver assistance functions. It has a clear operational design domain, and the realized functions include vertical full-speed adaptive cruise, lateral lane keeping, and automatic parking in low-speed scenarios. According to IDC’s “China Autonomous Vehicle Market Data Tracking Report”, in the first quarter of 2022, the penetration rate of L2-level autonomous driving in the passenger car market reached 23.2%, and the entire market is in the stage of L2-L3 development.

Under the traditional automotive distributed electronic and electrical architecture, different functions are controlled by separate ECUs, and different driver assistance functions operate independently of each other. However, because the operational design domains of different functions overlap, horizontal and vertical control can be realized at the same time under certain conditions, and spliced ​​into a more complex driving assistance function, that is, the L2-level automatic driving specified in the automatic driving classification. This is the status quo for most L2 autonomous vehicles in the passenger car market today to implement driver assistance functions.

The L3 stage requires the car to continuously perform all autonomous driving tasks under certain conditions, which not only requires the vehicle to achieve conditioned reflex control in simple tasks, but also requires the vehicle to make higher-dimensional decisions such as overtaking, lane changing, and turning. judge. This requires the vehicle to plan the information received by each sensor in an integrated manner, and to implement unified deployment of all functions related to driver assistance. Therefore, the vehicle needs to implement centralized control of the driver assistance domain on the underlying architecture.

Based on these new demands, some of the more radically designed models on the market have directly used the domain control architecture at the beginning of their design, or a more one-step centralized vehicle architecture; while the more conservative ideas are in the field of driver assistance. Integrate the micro-control units accumulated in the history. According to IDC’s “China Autonomous Vehicle Market Data Tracking Report”, 21.4% of the L2-level autonomous passenger vehicles on the market today achieve centralized control of the driving assistance domain through the main control chip, or achieve a higher degree of concentration in the entire vehicle. high control.

IDC predicts that with the continuous increase in the market share of new electric vehicles and the deployment of domain control electronic and electrical architectures in traditional car companies, the proportion of vehicles that achieve centralized control in the driver assistance domain will increase rapidly in the next 3 years to support higher levels of autonomous driving.

Since 2018, there has been continuous news announcing that the leading car companies in the market are cooperating with Internet giants or AI technology companies in the field of autonomous driving. However, due to the long R&D cycle of the whole vehicle, few models have been implemented in the market so far. The next three years will also be the time for the corresponding models to be launched.

Wang Bo, research manager of IDC China’s smart car field, pointed out that in the era of autonomous driving, consumers’ perspectives on car evaluation will be transformed. In the past, cars were evaluated from the perspective of the driver, but after the realization of higher-level autonomous driving, this perspective will gradually be transformed into the evaluation of “drivers” and cars from the perspective of passengers, and the era of “software-defined cars” will soon be fully realized. arrival.

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