the “Huawei CASE (Connected, Autonomous, Shared, Electrified) Layout and Strategy Research Report, 2020” the report was added to ResearchAndMarkets.com from offer.
Huawei CASE research (connected, autonomous, shared, electrified): who is Huawei’s main rival in automotive engagement?
Huawei showcased its automotive products at the Beijing International Motor Show 2020 (Auto China 2020) held in Beijing from September 26 to October 5, 2020, where Huawei’s ambition in CASE is clearly visible.
Bosch is widely believed to be the real competitor to Huawei’s automotive involvement.
Huge gap between Huawei and Bosch in the automotive sector
The publisher identifies 41 CASE indicators and compares them to assess the CASE capabilities of players such as Bosch, Huawei, Baidu, and Waymo.
Judging by the final scores, Bosch, in possession of 30,000 software engineers, remains far ahead of its peers. Bosch is expected to spend € 4 billion on Autonomous Driving (AD) between 2019 and 2022, with the number growing from 2,000 AD engineers in 2019 to 4,000 through 2022. It is conceivable that Bosch, as the main supplier CASE, is hardly contested after five years.
When it comes to hardware, the four major emerging Chinese automakers select Bosch and adopt BAT (Baidu, Alibaba, Tencent) when it comes to software and application ecosystem.
Traditional OEMs such as SAIC, Great Wall Motor, Geely, and BYD have successively established their own smart connectivity subsidiaries, attempting to independently develop core systems such as the Domain Control Unit (DCU), the underlying layer. and middle layer software.
In fact, the traditional OEM engagement in core systems development makes Tier 1 vendors (who are struggling to find a new position, and most of whom are in the red with bleak prospects) even less viable.
Traditional automakers are desperate for a transition as competition mounts. As long as a Tier 1 supplier is successful in a product use case for an automaker, there will be an influx of orders from other automakers. For example, orders from Desay SV to Changan Automobile and Chery come from the availability of its multi-screen cockpit solution on Leading Ideal ONE.
Although with a full product matrix, most of Huawei’s products, except for the T-Box, V2X, and MDC platforms, have yet to be generated. Huawei is painfully aware of a fairly high entry threshold in the automotive sector, ready to stop making a profit in six years.
Huawei has BAT (Baidu, Alibaba and Tencent) as realistic opponents
Huawei is inferior to Bosch regardless of customer relationship, technical accumulation, R&D input or experience in mass production. Thus, Huawei is still not competent enough to threaten Bosch.
Like BAT, Huawei is only a peripheral supplier for large passenger car manufacturers, with production cooperation still in the cockpit and telematics.
Gooed by dynamic players like BAT, China is two or three years ahead of foreign countries in the application of cockpit technology and the Internet of Vehicles (IoV). On this basis, Huawei and BAT become the incremental component suppliers.
As the cooperative vehicle infrastructure system (CVIS) development path prevails in China, there is a huge Chinese market of roadside perception and decision systems for intelligent transportation and intelligent roads. It’s only a matter of time to foray into a vehicle with enough experience in roadside perception and decision making, as it poses virtually no threat to Bosch at the moment.
In this sense, Huawei has realistic competitors in recent years, such as BAT and HikVision, which are absorbed into the Cooperative Vehicle Infrastructure System (CVIS).
How is Huawei going to win?
Referring to the rivalry in the process of featured phones to smart phones, the vast majority of smart connected vehicle (ICV) startups and Tier 2 vendors will predictably be knocked out in cutthroat competition, and only three or five of them. will survive and there will be an oligarch in the intelligent vehicle computing platform market, as components will be standardized, plug and play alongside a thriving software application ecosystem.
Huawei has the ambition to be an ultimate winner, with advancements already in autonomous driving integrators and commercial vehicle manufacturers.
It is with the help of the Huawei MDC platform that Momenta and HoloMatic have developed HWP and AVP solutions for passenger cars; that CiDi (Changsha Intelligent Driving Institute Ltd.) has developed intelligent solutions for heavy trucks; that Neolix has developed an autonomous delivery system; that DeepRoute.ai has developed the solution for container trucks in ports; that i-Tage Technology Co., Ltd. and WAYTOUS have developed autonomous mining truck solutions.
Overall, Huawei’s automotive trade route is to first encroach on peripheral markets and then encircle key markets. Huawei helps ecosystem partners to make massive use of the MDC platform and to impress customers with the superiority of its IT platform and ecosystem over other IT platforms, offering air support from 5G and C-V2X technologies as well as government demonstration projects and “1 + 8 + N” strategy all scenarios.
Huawei must first be successful in the areas of commercial vehicles and special vehicles, then act as a full supporter of two to three Chinese passenger car manufacturers (such as BAIC Motor and BYD) with which it is making good sales, with a possibility of access to the supply chain. influential automakers. Only the acceptance of major OEMs allows Huawei MDC to become one of the leading intelligent vehicle computing platforms in the Chinese market. It will take about five to eight years.
Companies mentioned
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