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Global and China Automotive Domain
Control Unit (DCU) Industry Report,
2018-2019
Feb. 2019
METHODOLOGY
Both primary and secondary research methodologies were used
STUDY GOAL AND OBJECTIVES
This report provides the industry executives with strategically significant Both primary and secondary research methodologies were used
in preparing this study. Initially, a comprehensive and exhaustive
search of the literature on this industry was conducted. These
sources included related books and journals, trade literature,
This report provides the industry executives with strategically significant
competitor information, analysis, insight and projection on the
competitive pattern and key companies in the industry, crucial to the
development and implementation of effective business, marketing and
marketing literature, other product/promotional literature, annual
reports, security analyst reports, and other publications.
Subsequently, telephone interviews or email correspondence
R&D programs.
REPORT OBJECTIVES
T t bli h h i f t l ll d t d d t was conducted with marketing executives etc. Other sources
included related magazines, academics, and consulting
companies.
To establish a comprehensive, factual, annually updated and cost-
effective information base on market size, competition patterns,
market segments, goals and strategies of the leading players in the
market, reviews and forecasts.
INFORMATION SOURCES
The primary information sources include Company Reports,
and National Bureau of Statistics of China etc.
To assist potential market entrants in evaluating prospective
acquisition and joint venture candidates.
To complement the organizations’ internal competitor information
gathering efforts with strategic analysis, data interpretation and
insight.
To suggest for concerned investors in line with the current
development of this industry as well as the development tendencydevelopment of this industry as well as the development tendency.
To help company to succeed in a competitive market, and
understand the size and growth rate of any opportunity.Room 801, B1, Changyuan Tiandi Building, No. 18, Suzhou Street, Haidian District, Beijing, China 100080 Phone: +86 10 82600828 ● Fax: +86 10 82601570 ● www.researchinchina.com ● [email protected]
Copyright 2012 ResearchInChina
AbstractElectronic control unit (ECU) serves as an automotive computer controller. Automotive electronic controller is used to receive and processsignals from sensors and export control commands to the actuator to execute. Microprocessors, the core of an automotive ECU, embracemicro control unit (MCU), microprocessor unit (MPU), digital signal processor (DSP) and logic integrated circuits (IC). The global ECUleaders are Bosch, Denso, Continental, Aptiv, Visteon, among others.
As vehicle trend to use more electronics, ECU is making its way into all auto parts from anti-lock braking system, four-wheel drive system,electronically controlled automatic transmission, active suspension system and airbag system to body safety, network, entertainment andsensing and control systems. Vehicles’ consumption of ECU then booms: high-class models use 50-70 ECUs on average, and some evencarries more than 100 units.
When the one-to-one correspondence between the growing number of sensors and ECUs gives rise to underperforming vehicles and farmore complex circuits, more powerful centralized architectures like domain control unit (DCU) and multi-domain controller (MDC) come asan alternative to the distributed ones.
Th t f d i t l it (DCU) i iti t d b ti 1 li lik B h d C ti t l l ti t i f ti itThe concept of domain control unit (DCU) was initiated by tier-1 suppliers like Bosch and Continental as a solution to information securityand ECU development bottlenecks. DCU can make systems much more integrated for its powerful hardware computing capacity andavailability of sundry software interfaces enable integration of more core functional modules, which means lower requirements on functionperception and execution hardware. Moreover, standardized interfaces for data interaction help these components turn into standard ones,thus reducing the spending on research and development or manufacture. In other words, unlike peripheral parts just playing their own roles,a central domain control unit looks at the whole systema central domain control unit looks at the whole system.
Autonomous vehicle requires domain controllers not only to be integrated with versatile capabilities such as multi-sensor fusion, localization,path planning, decision making and control, V2X and high speed communication, but to have interfaces for cameras (mono/stereo), multipleradars, LiDAR, IMU, etc.
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Copyright 2012ResearchInChina
Figure 1: Visteon integrates instrument ECU and head unit ECU into SmartCore cockpit domain controller
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Copyright 2012ResearchInChina
To complete number crunching, a domain control unit often needs a built-in core processor with strong computing power for smart cockpitand autonomous driving at all levels. Solution providers include NVIDIA, Infineon, Renesas, TI, NXP and Mobileye. The scheme thatg p ypowerful multi-core CPU/GPU chips are used to control every domain in a centralized way can replace former distributed automotiveelectric/electronic architectures (EEA).
Figure 2: evolution of Bosch E/E architecture. It has six layers, i.e., Modular，Integration, Centralization, Fusion, Vehicle Computer andVehicle Cloud Computing. DCU is applied to the third layer (Centralization), and MDC the fourth (Fusion).
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Copyright 2012ResearchInChina
The study by “Cool Wax Gourd”, a technical expert’s Twitter-like SinaWeibo account, shows that: the evolution of three generations of Teslamodels from Model S to Model X to Model 3, is actually a process off ti l di t ib ti l d l i biliti b d
In current stage, most new vehicles adopt DCU-based E/Earchitectures. In Singulato iS6’s case, a DCU + automotiveEth t b d t k t l i d t di id E/E functional redistribution, namely, developing capabilities based on
those from suppliers; Model S E/E architecture has been a fifth-layerone (Vehicle Computer) at the start.
As automotive E/E architectures evolve, there is a big shift inl ti hi b t OEM d t ti l t i li t
Ethernet based network topology is used to divide E/Earchitecture into 5 domains: intelligent driving, smart cockpit,body, chassis and power; an integrated design allows fusion ofall sensor data into the intelligent driving domain controllerwhich is in charge of data processing and decision making toimplement ADAS functions such as adaptive cruise control relationship between OEMs and automotive electronics suppliers, too.
The trend for integrated automotive electronic hardware leads to thesmaller number of electronics suppliers and the more important role ofDCU vendors.
Being generally integrated with instrument clusters and head unit a
implement ADAS functions such as adaptive cruise control,lane keeping and automatic parking. All imply that automakersneed to develop their own ADAS/AD systems.
Being generally integrated with instrument clusters and head unit, acockpit domain controller for instance, will be fused with air conditionercontrol, HUD, rearview mirror, gesture recognition, DMS and even T-BOX and OBU in future.
An autonomous vehicle that generates 4TB data an hour needs aAn autonomous vehicle that generates 4TB data an hour, needs adomain control unit to have some advanced competencies such asmulti-sensor fusion and 3D localization.
Central gateway closely tied with domain controllers, takes charge ofsending and receiving key security data and is directly and onlysending and receiving key security data, and is directly and onlyconnected to the backstage of automakers. Through OTA updates todomain controllers, carmakers can develop new capabilities andensure network security for faster deployment of functions andsoftware.
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Copyright 2012ResearchInChina
DCU vendors and automakers will deepen their partnerships inresearch and development.
D SV th t ti 1 li d OEM illDesay SV argues that: tier-1 suppliers and OEMs willcollaborate in the following two ways in the area ofautonomous driving domain controller:
First, tier-1 suppliers are devoted to makingiddl d h d d OEM d lmiddleware and hardware, and OEMs develop
autonomous driving software. As tier-1 suppliers enjoyedges in producing products at reasonable cost andaccelerating commercialization, automakers are boundto partner with them: OEMs assume software designwhile tier 1 suppliers take on production of hardwarewhile tier-1 suppliers take on production of hardwareand integration of middleware and chip solutions.
Second, tier-1 suppliers choose to work with chipvendors in solution design and research anddevelopment of central domain controllers and thendevelopment of central domain controllers, and thensell their products to OEMs. Examples includeContinental ADCU, ZF ProAI and Magna MAX4.
It can be seen from the two tables below that there is atendency towards cooperation between controllertendency towards cooperation between controllervendors and OEMs, domain controller suppliers andchip vendors, in both cockpit and autonomous drivingdomain controllers.
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Copyright 2012ResearchInChina
Typical Autonomous Driving DCU Vendors and Their Customers and Partners
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Copyright 2012ResearchInChina
DCU, as a kind of OEM automotive electronics, usuallytakes over two years from design to mass productionand launch. Most of the above suppliers are stillresearching and developing DCU Aptiv and Visteonresearching and developing DCU. Aptiv and Visteonare far ahead of peers and have mass-produced DCU.
The global automotive DCU (cockpit + autonomousdriving) shipments will exceed 14 million sets in 2025,with the average annual growth rate of 50.7% betweenwith the average annual growth rate of 50.7% between2019 and 2025, according to ResearchInChina.
Throughout the DCU industry, Chinese companieshave emerged strikingly in the past two years, such asDesay SV, Baidu, Neusoft, HiGO Automotive,y , , , ,COOKOO, In-driving, iMotion, etc., all of which nowtakes emerging and non-first-tier traditionalautomakers as their key clients.
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Copyright 2012ResearchInChina
2.1.3 NXP’s Gateway Solutions2.1.4 ST’s Safety Gateway Solutions2 2 El t i l/El t i A hit t (EEA)
Table of contents
1 From ECU to Domain Control Unit (DCU)1.1 ECU
2.2 Electrical/Electronic Architecture (EEA)2.2.1 Typical Automotive EEA (1)2.2.2 Typical Automotive EEA (2)2.2.3 Potential E/E Architecture (1) in Future2.2.4 Potential E/E Architecture (2) in Future
1.1.1 Block Diagram of Typical Automotive Electronic Control Circuit1.1.2 Automotive Electronic Control Unit Industry Chain1.1.3 ECU Evolution 1.1.4 Enormous Growth of ECU and Emergence of Domain Controller1 2 Domain Controller
2.2.5 Distributed E/E System Architecture (Continental)2.2.6 Future Automotive E/E Architecture (NXP)2.2.7 Future Automotive E/E Architecture (Bosch)2.2.8 Service-oriented Architecture (SOA)2 3 E/E Architecture Samples of Automakers
1.2 Domain Controller1.2.1 Typical Five Major Domain Controllers1.2.2 Why to Use Domain Controller1.2.3 Domain Controller Shares Hardware Resources and Realizes the
Sharing of Basic Software1 2 4 Domain Controller Network Architecture 2.3 E/E Architecture Samples of Automakers
2.3.1 Daimler-Benz 1st-Gen E/E Architecture2.3.2 Daimler-Benz 2nd-Gen E/E Architecture2.3.3 E/E Architecture of MAN2.3.4 SCANIA’s E/E Architecture2 3 5 IVECO’ E/E A hit t
1.2.4 Domain Controller Network Architecture1.3 Domain Controller Related Chip1.3.1 Infineon AURIX Chip1.3.2 Infineon AURIX TC3XX1.3.3 NVIDIA DRIVE Series Chips
2.3.5 IVECO’s E/E Architecture2.3.6 Tesla Model 3 Architecture
3 Cockpit Domain Controller3.1 Traditional Cockpit System Design
1.3.4 TI Cockpit Chip1.3.5 TI Jacinto 1.3.6 Renesas Chip1.3.7 Qualcomm Chip1.3.8 NXP Chip
3.2 Cockpit Domain before and after 20203.3 Example of Complex Design of Cockpit Domain Controller3.4 Visteon’s Cockpit Domain Controller3.5 NXP Cockpit Solutions3.6 iMX8 Solutions
p1.4 Estimated Global Market Size of Automotive Domain Controller
(Cockpit + AD)
2 Gateway and E/E Architecture2.1 Gateway Controller 3.6 iMX8 Solutions
3.7 TI Cockpit Solutions3.8 Development Tendency of Cockpit Domain Controller
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y2.1.1 Typical Gateway Controller (1)2.1.2 Typical Gateway Controller (2)
3.9 Development Trends of Future Cockpit Electronics
Table of contents
5.4.2 Zeus ADAS ECU –Functional Architecture5.5 ZF
4 ADAS/AD Domain Controller4.1 AD Domain Controller4.2 Typical AD Domain Controllers (13 Models)4.3 Aptiv’s ADAS Multi-domain Controller4 4 Tesla Autopilot 2 0 / 2 5
5.5.1 ProAI Controller5.5.2 ZF’s Collaboration with Baidu5.5.3 4th-generation ProAI5.6 MAGNA5 6 1 Profile of MAGNA4.4 Tesla Autopilot 2.0 / 2.5
4.5 Veoneer’s AD ECU
5 Foreign Domain Controller Companies5.1 Visteon5 1 1 P fil f Vi t
5.6.1 Profile of MAGNA5.6.2 MAX4 Autonomous Driving (AD) Platform Domain Controller5.6.3 MAX4 Enables L4 Automated Driving5.7 Tesla AD Platform5.7.1 Functional Characteristics of AutoPilot2.0 Domain Controller5 7 2 T h i l P t f A t Pil t2 0 D i C t ll5.1.1 Profile of Visteon
5.1.2 Revenue in 2018 and Orders for Domain Controller5.1.3 Drive Core Autonomous Driving (AD) Platform5.1.4 Drive Core Autonomous Driving (AD) Platform Architecture5.1.5 Smart Core Cockpit Domain Controller
5.7.2 Technical Parameters of AutoPilot2.0 Domain Controller 5.7.3 Functional Characteristics of AutoPilot2.5 Domain Controller5.8 TTTech5.8.1 Profile of TTTech5.8.2 TTTech and MotionWise
5.1.6 Visteon Automotive Electronics Architecture5.2 Continental5.2.1 High-performance SoC Processor Facilitates the Development
of Domain Controller5.2.2 Continental’s Safety Domain Control Unit (SDCU)
5.8.3 TTTech and zFAS5.8.4 TTTech’s Technical Superiorities in Autonomous Driving (AD) Controller5.8.5 Joint Funding of TTTech with SAIC Motor
6 Chinese Domain Controller Vendorsy ( )5.2.3 Continental’s Assisted & Automated Driving Control Unit
(ADCU)5.3 Bosch 5.3.1 Hybrid Architecture of Bosch Domain Classification ECU5.3.2 Bosch Cross Domain Control Unit
6 Chinese Domain Controller Vendors6.1 HiGo Automotive6.1.1 Profile6.1.2 Wise ADCU Series Products6.1.3 Wise ADCU M6 6 1 4 Wi ADCU M6 I t f d P t
5.4 Veoneer5.4.1 Zeus ADAS ECU
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6.1.4 Wise ADCU M6 Interfaces and Parameters6.1.5 Wise ADCU X1
6.1.6 Wise ADCU X1 Hardware Specifications6.1.7 Customers and Partners
Table of contents
6.6.2 Vehicle Body Domain Controller Architecture6.7 Neusoft REACH
6.2 In-Driving6.2.1 TITAN Domain Controller6.2.2 Composition of TITAN 3 Domain Controller6.2.3 Block Diagram of TITAN-III 6 2 4 Performance Indices of TITAN-III Domain Controller
6.7.1 REACH Central Domain Controller for Autonomous Driving6.7.2 REACH DCU Functions for Autonomous Driving6.7.3 Cabin Products of Neusoft6.8 Desay SV6 8 1 Profile6.2.4 Performance Indices of TITAN III Domain Controller
6.2.5 Athena6.3 COOKOO6.3.1 Cookoo Automotive Computing Platform Architecture6.3.2 Cookoo AutoCabin-J1 Architecture6 3 3 C k A t C bi J2 A hit t
6.8.1 Profile6.8.2 Strategic Layout6.8.3 New-generation Smart Cockpit6.8.4 Orders for Its Smart Cockpit Capable of 4-Screen Interaction6.8.5 Desay SV Intelligent Driving Product Lines6 8 6 D SV Hi h Pil t d AVP S l ti6.3.3 Cookoo AutoCabin-J2 Architecture
6.3.4 Cookoo AutoCabin-J3 Architecture6.3.5 Cookoo AutoCabin-Centralized Domain Vehicle Electronics
Architecture6.3.6 Product Roadmap of Cookoo Intelligent Computing Platform
6.8.6 Desay SV Highway Pilot and AVP Solutions6.8.7 Desay SV and DearCC ENOVATE ME76.8.8 Cooperation between Desay SV and NVIDIA in the Development of
Domain Controller6.9 ECO-EV
6.4 Baidu Domain Controller6.4.1 Baidu AD Brain: Conventional IPC Centralized Architecture6.4.2 Baidu AD Brain: Multi-domain Solutions6.4.3 BCU Mass-production Scheduled in 20196.4.4 BCU-MLOC and BCU-MLOP
6.9.1 Autonomous Driving (AD) ACU6.9.2 Technical Features
6.4.5 BCU-MLOP and BCU-MLOP26.5 iMotion6.5.1 Profile6.5.2 iMo DCU 3.0 Was Unveiled6 6 HiRain Technologies6.6 HiRain Technologies6.6.1 Domain Controller
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