中国车企应该自研高算力芯片吗？

芝能汽车08:07

芝能智芯出品随着蔚来、小鹏等新势力频频在财报季抛出“自研芯片”流片的消息，智驾芯片正从技术竞争逐步走向资本博弈的舞台。从宣传“降本增效”的豪言壮语到依靠“自研芯片”包装市值的新玩法，中国车企是不是应该做芯片。在英伟达Orin占据先发优势，高通逐步渗透，甚至专业玩家地平线在港股上市也是步步惊心，新势力自研高算力芯片的实际价值几何？本文将从两个核心方面深度探讨新势力造芯背后的真实意图与未来风险。...

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N，让不同的车企选择可用的芯片。5nm制程芯片整个开发费用，预估为10亿人民币，将这一成本摊到50万辆车上，开发成本就高达每辆车2000元，这里的费用包含了在台积电的流片费用，付给EDA工具、IP授权的钱，还有芯片开发中的失效检测等综合费用。这种自研模式非但未能显著降低成本，风险非常大，因为这些团队并不是以开发芯片来核算商业模式，自研芯片是新势力在资本市场上证明“研发技术实力”的关键工具，更多是证明自己的能力，利用资本杠杆为企业运营争取更多时间和空间。作为高阶智驾芯片市场的垄断者，英伟达起到的作用是为中国新势力的智能驾驶间接提供了“品牌背书”。消费者普遍认为“搭载英伟达芯片的车就是更好的车”，这种市场错觉短期内难以改变。即便新势力的自研芯片技术上优于英伟达，其营销挑战也将极为严峻。而且你不是华为，你没有这个积淀，所以你的自研芯片并不能让消费者认为它和英伟达芯片一样好。Part 2智驾芯片市场的天花板与陷阱智驾市场向高阶迈进是技术趋势，但并非产业趋势，2025年比亚迪预计会使用智能驾驶平权的策略，目前在巨大的规模效应下，把中低阶市场压缩至极限，面向高速NOA智驾市场成为不可逆转的阶段性趋势，想要配上更贵的芯片，去超越Orin，依靠城市NOA突围太难了，进一步追求更高算力的芯片并无明显市场空间。而且这里还需要考虑后台的训练算力问题，这块更卷。当前的高阶智驾芯片市场已经被英伟达、高通等主导，哪怕是瑞萨也在努力卷。从车企的角度来看，自研芯片面临生态、成本和兼容性等多重壁垒，难以真正撼动既有市场格局。认真来说，智能驾驶芯片可能就机器人能用，想要切入数据中心业务，几乎是不可能的。即便新势力能在技术上实现外销，这个难度太大了。小结写在最后，芯片是一项复杂的技术，新势力车企在造芯这条路上，声量比较大，确实是膨胀的表现。不仅反映了企业对“技术自立”的迷信，在英伟达逐步确立高阶市场的“顶配”地位后，不管是欧洲还是日本也在扶持专业选手切入这个领域，这真轮不到车企来做这个事情。","kind":null,"is_publish_news":true,"is_publish_highlight":false,"is_publish_live":false,"is_publish_wemedia":null,"editions":null,"column":"","sentiment":"0","news_tag":"","news_rank":0,"symbols":[],"gpt_button":0},"commentList":[],"isCommentEnd":true,"newsSizeData":{"likeSize":0,"commentSize":0,"repostSize":0,"favoriteSize":0,"likeStatus":false,"favoriteStatus":false},"APP":{"userAgent":"Mozilla/5.0 AppleWebKit/537.36 (KHTML, like Gecko; compatible; ClaudeBot/1.0; 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