The chip determines the competitiveness and future of automotive products?

The chip is occupying the automotive industry in a tidal wave and determines the competitiveness and future of automotive products.

For car makers and practitioners, we must fully embrace semiconductors, eliminate all unnecessary intermediate links, try to be as close as possible to force, and promote product innovation from the point of view of exertion, otherwise it will inevitably be in competition. failure.

Silicon is rapidly occupying all physical worlds including cars, and capital is dancing madly.

On November 6, 2017, Broadcom, which had a market value of US$120 billion, was exposed to the acquisition of a mobile phone chip leader, Qualcomm, for US$130 billion.

On November 3, 2017, Samsung Electronics' share price soared by 14%, with a market value of US$364 billion. Nvidia's share price has increased by 700% in the past 18 months. Intel, TSMC and other giants have used less than six months in the past. The market value increased by more than 50 billion U.S. dollars and both exceeded 200 billion U.S. dollars.

The stocks of the global semiconductor industry are almost all in a crazy rising cycle. The madness of the capital market can only be described as horror. However, what is more crazy than the capital market is the speed of silicon’s occupation of the physical world.

Perhaps people did not realize that human first transistor was born in 1947, human first integrated circuit was born in 1957, and the world's first PC was born in 1981. However, making intelligent machines progress is so fast and irreversible.

Semiconductor, as a carrier of machine intelligence, began to enter the entire physical world. Now, the flooding semiconductor army has finally begun to launch attacks on the auto industry. This is an irreversible occupation and will inevitably subvert products, industries, and patterns.

In the past many years, there is no semiconductor in the automotive industry. However, during these 10 years, if car companies and practitioners cannot embrace semiconductors, they will certainly be eliminated by the wave of the new era.

Over the next many years, the iteration and development of automotive products, more than 80% will be mainly driven by the progress of semiconductors, whether it is electric or automatic driving, whether it is the car network or OTA (Over-the-AirTechnology) Download technology). All sensors, all screens, and all electric motors will advance with the progress of silicon.

The strength of automotive products, whether the user experience is excellent, will depend on the performance of semiconductors, will depend on the degree of integration of software and semiconductors. In the IOT world, AI and algorithm engineers have gotten rid of all the intermediate links and worked closely with the hardware engineers at the chip level to work together to maximize the power of calculations.

This example also applies to the smart car field.

In the past world, the so-called software and hardware integration is the close collaboration between software engineers and hardware engineers. In the new era, the so-called software and hardware integration is the close collaboration between software engineers and chip engineers.

This may be the reason why the Tesla Autopilot department ultimately came to power people who started chips. Jim Kelle, former chief architect of AMD and designer of the Apple A5 chip, ultimately controlled the entire Autopilot division. This is why Gu Junli, who is an e-engineering expert, became the person responsible for automatic driving of Xiaopeng Automobile.

For all hardware companies, software companies, application companies, and all practitioners, they must move closer to semiconductors and get closer to semiconductors. This means that they are close to the source of innovation, which means faster commercialization of new technologies and new products. It means being in a good position in the competition.

In this era, it may be impossible to prevent them. An innovative product and innovative business model will be born and the dimensionality attack on the original market, such as Tesla's ModelS or Model3, will almost dominate the market segment. To become accustomed to, the "black swan" of Manchu is wandering.

This kind of story has already made two round trips in the PC and mobile phone industry. The automotive products and IOT products are obviously no exception. For any smart device, the primary driving force for capacity improvement is the improvement of chip computing power, and secondly it will usher in the outbreak of software and application.

The changes in car companies and practitioners must be changed. The transition to product innovation is approaching the bottom chip of product innovation. However easy to talk about? As the motorization and intelligence of the automotive industry progress toward depth, many companies and practitioners will be eliminated because it is difficult to complete skills upgrading.

are you ready?

How does semiconductor get into the car? Why is semiconductor important to automotive innovation? In the next wave of electrification, vehicle OTA, smart driving, car semiconductors will play what role? How is the pattern of automotive semiconductor market and how will it develop? How can China's auto companies and auto talents transform in this area? Where do you go from here?

In order to solve these doubts, Jujun visited the vice president of Infineon Greater China, the world's second largest automotive semiconductor company, and Ms. Xu Hui, the head of automotive electronics.

Xu Hui has more than 20 years of experience in the automotive industry. In the past five years, he has led Infineon’s automotive semiconductor business in Greater China, and is a very rare professional automaker who has opened up knowledge in both the machinery manufacturing and semiconductor industries. Because it has been operating and driving automotive business from the bottom of the chip, it has deep insight into the status quo and development trend of the smart car industry.

For car critics, this is a very difficult conversation. Readers may be struggling to read it. However, when the dry goods are full, the transition is never easy, is it not? Enjoyit!

Q: Construction Review

A: Xu Hui, vice president of Infineon Greater China and head of automotive division

More than 80% of innovations will be driven by automotive semiconductors

Q: My question comes from the future trend of the overall automotive industry. Semiconductors should be very core and bottom layer. As a semiconductor practitioner, how do you view a car? In the era of smart cars, what is the difference between the role of semiconductors and the era of fuel vehicles?

A: When the auto industry started more than a hundred years ago, it was more of a mechanical way to bring people and objects from point A to point B. With the development of technology, the development of the computer industry began with electronic control technology. Electronic control technology has gradually developed and slowly entered the automotive industry. Electronic control technology is actually more of a digital method of mechanical control. Semiconductors are the foundation of digital and electronic control.

To give an example of the simplest electronic control - automatic driving, its principle is to rely on the sensor to perceive peripheral objects, such as obstacles or pedestrians in front; to send information to the microcontroller, this is the control of the brain, the brain to make judgments, need to do What kind of operation? It is the brakes or the steering or parking; processing or execution involves power devices, such as the decision to brake, to rely on our power devices to perform an instruction to perform, brake.

Regardless of whether the system is complex or simple, the basic principle of electronic control is what I just said.

The advantages of electronic control are: First, it is safer and more reliable. Second, more innovations can be achieved. Many things that cannot be achieved mechanically must be realized electronically.

The traditional fuel vehicle also has its electronic control system. Electric cars and smart cars are nothing more than replacing traditional mechanical operations with more electrified or electronic control systems.

Q: What you said is "more reliable." I'm curious. The traditional concept is that the mechanical structure is more reliable. You are an expert in electronics. I am still very surprised to make this point.

A: I think we can understand from two perspectives:

First, from a device perspective, we can consider several aspects of reliability, longevity, protection, and diagnostics.

First, electronic devices that pass AEC-Q related standards and Infineon’s more rigorous production inspection processes will have significantly better lifetimes than mechanical devices. Taking the relay as an example, its "electrical durability" is usually 100,000 times. The electronic devices, whether they are smart switches, MOSFETs, IGBTs, etc., are much higher than mechanical devices such as relays.

Second, usually electronic devices are easy to have short-circuit, overvoltage, undervoltage, over-temperature and other protection features, making the entire application system safe and reliable. However, mechanical devices do not have these characteristics and must be implemented by adding complex auxiliary devices.

In addition, electronic devices are very easy to implement diagnostic functions, can accurately and timely feedback the working status to the vehicle system, but mechanical devices do not have such a function. Moreover, electronic devices also have certain advantages if they take into account switching speed, electromagnetic compatibility, and other characteristics.

Secondly, from a system perspective, taking electric vehicles as an example, the average life expectancy of electric vehicle components is four times that of conventional fuel vehicles. Because the traditional car engine is turned off, there is no need to work. In the case of a car stop, the electric vehicle must be charged and stored, so the operating conditions are worse than the conventional internal combustion engine. Need more durability and reliability. In this case, the use of semiconductor products or electronic products will be more reliable and also require higher quality and more functional products.

In addition, electronic control has the advantage that it can be turned on when it is used and can be turned off when not in use. Mechanical control is no way to turn itself off, in a long period of bite. So in this case, its energy saving and durability may be even worse.

From these two perspectives, we believe that electronic control must be more accurate, more reliable, more durable, and more energy-efficient.

Returning to your question, we believe that the role of semiconductors is to be able to implement control principles more reliably and to allow more systems in the car to be electrified to achieve cleaner, safer, and smarter goals.

Q: What role does semiconductor play in the innovation of automotive products?

A: Over the past year, innovations in automobiles have actually achieved 80% or more of them by relying on electronic systems and electronic means. Some of the more advanced, artificial intelligence; lower, is a relatively simple control system. The introduction of all these new technologies can be called innovation. Artificial intelligence is a bigger innovation, and smart networking is also.

All these innovations must be completed electronically. Then how to achieve electronic?

Still need to return to the most basic principles of electronic control, electronic semiconductor devices need to achieve three functions of sensing, calculation, and implementation, but according to different system requirements, there will be different chips.

For example, in the field of sensors, we need millimeter-wave radars, cameras or laser radars, and temperature and distance sensors. The requirements and functions of each type of sensor are different, but in the end it is all necessary to rely on semiconductors to sense objects and the surrounding environment.

For another example, the processor, according to the need to deal with the flow of data, we need to have different series of microcontroller products for calculation. There are many messages that need to be dealt with to do autopilot, and the microcontrollers that control the doors need less memory and calculation speed.

Power semiconductors are mostly implemented. According to different execution functions, such as switching or boosting the voltage and reducing the current, the final device execution is performed through different execution principles.

We first meet the system requirements from the device level, and then cooperate with customers, OEMs, and Tier1 to get the device to meet the needs of the system. After the system is developed, it will eventually go to the vehicle's system to do the final coordination and coordination, and then realize it at the vehicle level.

All innovations in smart cars must be made by semiconductors and components. It may be necessary to develop devices in advance three to five years before the car manufacturers can use them in the car. Therefore, the innovation of automobiles depends on the innovation of semiconductor components. This is the reason.

Automotive semiconductor content will increase 300%

Q: Recently, I was concerned about a phenomenon. With the development of electric vehicles and smart cars, the automotive semiconductor market is now very promising. How do you judge the current market conditions and future development of automotive semiconductors?

A: I answered with a simpler number.

We believe that whether it is high-end or low-end cars, large or small cars, the average cost of semiconductors used in each fuel car in 2016 will be about US$300-400. There may be more high-end cars and fewer low-end cars.

The semiconductor cost increase for hybrid cars and electric vehicles compared with fuel vehicles is roughly doubled. From $300-400 to $600-800, the auto-pilot component is not included.

If you increase level 3 or even higher levels of autopilot, you will increase more semiconductor content. It is conservatively estimated that the cost of bicycle semiconductor purchases in the future will definitely reach 800-1000 US dollars.

The use of semiconductors will increase dramatically in automobiles. In addition, there will still be a stable growth rate for automobiles in China. These are good for the semiconductor industry.

For China, another relatively good opportunity is that before the market, the requirements for safety and comfort are not very high, and low-end car sales are relatively good. The current trend is that the quality and comfort of self-owned brands will increase rapidly. In addition, consumers will have higher demands on cars and have the power to upgrade. This is also our opportunity.

Q: From 300-700 US dollars, which part is mainly increased?

A: The biggest part is the replacement of traditional internal combustion engines with three electricity. Because all parts of the three-electric system are electronically controlled, the proportion of electrons required is much higher than that of the internal combustion engine. Simply replacing this part will allow a lot of space for semiconductors, including microcontrollers, and power devices may be more.

Q: Which market segments will be the main drivers for future growth in automotive semiconductors?

A: Infineon has been developing a direction for automotive electronics several years ago. It is clean, safe and smart. We believe this is the major trend in the direction of follow-up automotive electronics.

The first is clean. The traditional engine energy-saving and emission-reduction has much room for development, because the fuel vehicle will continue for at least ten years. This must be done. Whether it is 12V to 48V, or do more electronic control, make the internal combustion engine cleaner. The other part is electric vehicles and plug-in hybrids.

This part of the traditional engine clean and environmentally friendly market will develop rapidly or have been developing rapidly. This is a very large market trend.

From safety, we will pay more attention to active safety, because passive safety will be basically replaced by active safety. The main purpose of advanced driver assistance is primarily safety, so autopilot should be categorized as safety. This part, whether it is simple monitoring or complicated automatic driving, is the visible development of the subsequent automotive electronics.

The trend in the development of ADAS to autopilot is also very clear.

Q: ADAS penetration is now getting higher.

A: When it comes to fully automated driving, this is unknown. It may be a little faster in 2030 and a little slower in 2040 and 2050. This is a very controversial topic for everyone. But the function of the real advanced assisted driving ADAS is now slowly infiltrating, but with more or less difference.

In this part of intelligence, the upgrading or innovation of many electronic control systems is a process of intelligence. The other part is connected cars. The car network will also follow the development of semiconductors.

Now a hot topic, assuming that automatic driving is achieved in the future, the driver does not need to sit behind the steering wheel, and the interior of the car will have relatively large changes. It may require more artificial intelligence or comfortable systems. These also rely on electronics. System-driven. So this one should be said to be a very big growth rate.

In the next five years, the cleanliness and electronic control systems of traditional fuel vehicles will continue to develop. Newly added new energy vehicles and autonomous driving will also develop rapidly. We can see that the growth rate of semiconductors may be half-half, half the traditional development, and half the emerging requirements.

Can provide all automotive semiconductor chip manufacturers

Q: Can you talk about Infineon? What is Infineon’s layout in automotive semiconductors now? What is the market position? What is the core competitiveness?

A: According to third-party data, Infineon ranks second in the automotive semiconductor market worldwide and ranks second in China.

One of Infineon's strongest strengths is that we are one of the few semiconductor manufacturers that can provide everything from sensing to computing to implementation. At this time, most of our competitors are only doing part of it, either as sensors or doing SCM, or do power devices.

The advantage of this is that by providing all the devices, we can more fully see customer needs, determine market direction, and optimize the overall design from components to systems. This can provide customers with more cost-effective products, and can see the market faster or more distant.

Another core advantage is quality. The automotive industry has high requirements for semiconductor quality, and Infineon has achieved industry leadership in quality control.

The third is interaction and commitment with customers. We have accumulated more than 40 years of experience in the automotive electronics industry. We understand the needs of our customers and markets and we can support our customers more easily, faster and better.

Q: Electric vehicles have become a focus of attention in China. The core three-electric system is an important source of automotive semiconductors. What is Infineon’s position in this market? How to support the development of it?

A: The largest semiconductor content in the three-electric system is the electronic control system. Because it wants to control and manage the motor operation and power transmission. In this link, we have the most core product IGBT. In the supporting system, we also have some drivers and related power devices, including some power management chips.

Q: What is the market position of Infineon's IGBT?

A: Because it has not yet been subdivided into the automotive sector, Infineon should account for about 20% of the entire global market for IGBTs, including automobiles. Infineon's global IGBTs, including industry, have a market share of around 20%. We have been recognized by many customers, of course, we will continue to work hard.

The other is the battery, the battery system involves more semiconductors is the battery management system. The battery management system has its own driver chip. This part of our microcontroller management is mainly to ensure safety. In the future, the safety requirements of the three electric systems will bear the brunt of this, so we have positioned the safety level of the entire system design to the highest level. Starting from the SCM, providing the best level of security and related data encryption and other functions, are in line with future information security requirements.

Infineon has been investing great time and energy in the following aspects: product performance, future technology development, interaction with customers, and market understanding.

Q: Security is a very sensitive topic. What is the safety aspect of Infineon's safety management? How to deal with it? Now many people are very worried about the spontaneous combustion or even explosion of the battery. From the chip point of view, how to solve these problems?

A: Semiconductor devices cannot completely solve all problems, but our battery management system actually plays a balanced role. All battery management systems are actually a monitoring and management function. The battery management system will observe whether extreme situations will occur and whether emergency treatment is needed.

As for whether the battery is finally burned, we can play a role in monitoring, battery material and heat dissipation. The protection of the battery pack is very important. Of course, our system can help it balance and monitor it. This is the core role of our battery management system.

Our greatest strength lies in a new generation of functional safety that provides the best functional safety through a range of products. The core advantage of the product is to take into account all the factors that functional safety needs to take into consideration, so that the cost of the customer is lower and the system can be made safer faster.

All boosting processes are electrification

Q: You just said that on the one hand, it is the energy-saving upgrade of diesel locomotives. This is a big market, accounting for 50% of the increase. There is a trend now that car voltages are upgrading from 12V to 48V. What are the opportunities and challenges that this trend will bring to automotive semiconductors?

A: All boosting processes are electrified. For example, an electric car is nothing more than the original traditional voltage of 12V. To electric vehicles, it must be 100V or more.

Why do 48V? In fact, 48V is weak in nature and is the simplest embodiment of the hybrid.

Why raise the voltage? Because raising the voltage system can work more efficiently. This situation can make your system more efficient energy-saving emission reduction.

The weak mixing system in the market now has almost 10% energy saving and emission reduction from 12V to 48V. The simple concept of 48V is to add a small motor, plus a small electronic control unit to upgrade the voltage. The original 12V with no start and stop motor, 48V will bring it up. In fact, it is necessary to increase the content of our automotive electronics and use electronic control to replace machinery.

Q: Some time ago I made an interview with the person in charge of a manufacturer. They had a particularly big complaint: the automation rate of the current manufacturing process is 100% for stamping, 100% for painting, and almost 100% for welding. The worst automation is the final assembly, because there are too many harnesses, the robot is very difficult to handle, and the assembly automation is greatly reduced. From your perspective, is it possible to solve the problem of too many harnesses? Can assembly efficiency improve?

A: The answer is yes, of course.

This issue is a very complicated issue. The direction you are talking about is the future development trend. The problem of many wiring harnesses is largely due to the traditional electrical architecture of the car.

The simplest architecture now is a source of electrical energy, a CAN bus, which is the biggest problem. The CAN bus is usually placed on the instrument panel. It is necessary to connect the electric energy to all parts of the car, such as the roof, the rear, and the tailgate. The harness is heavy and reducing its weight is also a problem that needs to be solved.

In fact, we began to explore the future of automobile architecture very early, especially in the electrification process, in the case of more energy reserves, the efficiency of traditional wiring is relatively low.

We believe that the future direction must be PDC (Power Distribution Control), which is to turn centralized power management into distributed intelligent power management. Wherever you need electricity, you lose it. According to the different current and voltage requirements, there can be different sizes of controls.

How can that be achieved? Later through a single-chip microcomputer, six CAN buses can be connected to each other, distributed processing can be performed, and semiconductors can be used to coordinate where they are needed to control where the current is to be delivered. This is equivalent to distributing it to different sections of the car.

Of course, harnesses are still needed. The wireless transmission of power may not be fully realized in the short term, but the number and weight of harnesses will be much smaller. This will greatly optimize the current traditional assembly.

But this is indeed a more difficult process, because now all the power supply layout in the car will change.

For the depot, this is a very big change. Many depots have already developed in this direction. They may be implemented in several different steps. It is impossible to realize in one step. But many depots are already exploring the PDC.

We believe that there will be fewer and fewer harnesses and more semiconductors will replace the control of the harness. This will be cleaner and environmentally friendly.

Q: From your perspective, is there a schedule of expectations?

A: My personal opinion, at least 35 years. The demolition of the new vehicle platform of the depot is almost three to five years. Now that the depot is already discussing some of the follow-up methods, it will have to wait until the next generation of platforms will have this new distribution when the CAN bus layout.

Q: From the point of view of harness optimization, how much can you optimize? Is there a percentage concept?

A: This is also more difficult to say. After all, now the way of harness, look at the entire R & D cycle, R & D investment, follow-up comparison, this is a decisive decision for the depot.

The core challenge of vehicle OTA is safety

Q: There is a very hot thing right now that is OTA. It looks like it will become standard in the future. What are the challenges for you to achieve? Is there a corresponding thing to support its implementation?

A: All of our electronic control systems are actually divided into two, one is software and the other is hardware. Tesla's ability to achieve autopilot When the car is bought, the hardware configuration is already in the car. With the OTA software, the autopilot function is started. The remote control allows its hardware to work. OTA is software remote download and start.

The biggest risk of software remote downloading is that we believe in security. Whether it is to start a download or remote start in a 4S shop, security is the most critical. Especially after the car is connected to the Internet, information security has become a topic of more concern to everyone.

There are several links in the software remote update process. First, a signal must be received first. The car itself will have a central memory. The signals sent by the depot must first be confirmed through some channels. This signal is not issued by the designated depot. Just like your Apple iPhone update, will you confirm that it was sent by Apple? This signal is for the source of the signal, is not your source.

Secondly, the channel for receiving sources, whether through the cloud or WiFi, 5G or 4G, requires information encryption during the process of information transmission through this channel. After confirmation, the information will be downloaded to the central storage in the car. This process can be achieved at any time. It does not matter if the car is running or the driver is not there. As long as this part is implemented, the software update is already stored in memory and the next step is to download it.

Third, download the relevant controller ECU to the car? We think that it is reasonable to first of all not be in the key-off state during the operation of an engine or a car. Software update time can not be too long, such as a cup of coffee or refueling time, within 15 minutes is a reasonable time period, does not affect the driving experience.

In this process, the software is downloaded from the central storage to the ECU, confirmed by the encryption ECU, this software must be down to the correct ECU, and is the correct information, so the process to determine the information is safe, the download process can not be hacked attack.

We think it is possible to divide these steps. All the links in this process may be attacked by hackers. In the case of networking, cars are easier targets to be attacked. If information security cannot be guaranteed in this process, it may have a very negative impact on drivers or society.

So we think that the core of OTA is information security. The depot must cooperate with software and hardware to achieve information security.

Of course there is another topic to talk about, that is, standards, because there is never 100% security. The government must have a relatively clear standard. Under what circumstances, safety and security are considered to be passable. This standard must be unified, otherwise the major depots are also difficult to implement.

Q: Now that ADAS and AD are very popular topics, what work have you done in this area? What is your status or competitiveness in this market?

A: The core device of automatic driving should be the sensor. The future car will be surrounded by 360 degrees, using different sensors to sense the surrounding environment.

In this area Infineon had laid out very early. We should be the first company to introduce a 77GHz millimeter-wave radar integrated into a chip semiconductor technology, greatly reducing the size of the device. We have many advantages in this regard, especially automotive-grade millimeter-wave radars, including Bosch and others.

Lidar is also a new hotspot. In this regard, we acquired Innoluce, a Dutch company that specializes in the development of laser radar chips. (Car commentary: Lidar based on MEMS chip can effectively reduce the cost of mechanical parts, which makes Lidar smaller and more sturdy)

In terms of radar sensors, we should say that there is a good layout and planning.

The other part is the SCM. All the information of these sensors ultimately requires the microcontroller to process and make decisions. In addition to the computing power, the microcontroller also includes the required functional safety and safety levels, which will also be a very important requirement. As long as the depot is involved in autopilot, Audi's zFAS system was first used to use our SCM, with our power chip. This is a cooperating system. Later we also saw more depots and also used our products for data processing. This part will be a bright spot for follow-up development.

When it comes to final implementation, we are ranked first in the world for power semiconductors for fifteen years. There are many advantages. So behind the autopilot should give us more opportunities for Infineon.

Q: How do your microcontrollers cooperate with Nvidia? (Car Review Notes: Audi's zFAS includes NVIDIA's DrivePX and Infineon’s AURIX microcontrollers)

A: We are fully cooperating with it. We have positioned Nvidia's chip as DSP (Digital Signal Process), which is image processing. Infineon doesn't do DSP. Sensors send huge amounts of data to Nvidia's chips, and then do data analysis, such as images, what it is. It will handle this information. In the end, our microcontroller will cooperate with it. Its information needs to be sent to us and make a judgment. To determine if there is something in front of it, what should be done? Is it turning to avoid objects or braking, stopping, or even reversing? This is a judgment that the "brain" needs to make. This judgment requires very high precision and very fast speed. This is the advantage of Infineon products. At the highest level of safety, we have the highest processing speed.

There will be some data processing speed and precision requirements, very high, then I have to calculate at the same time multi-core. Now that a single core is traditionally a core, it can only be processed in sequence, and my multi-core microcontroller can have two roles: First, three cores or six cores can be simultaneously operated, and that speed will be faster. Second, one core can be used to check another core to solve the redundancy problem. Because the higher the security level, more inspections are needed. Therefore, multi-core microcontrollers do not require a device check in the microcontroller itself, and the same device can check its own work.

Therefore, our device can better meet customer's safety level requirements faster and faster, that is, the same device can perform its own functional safety inspection under different conditions.

Q: As far as the AI ​​level is concerned, AD processors should have strong data processing capabilities, so Nvidia has GPUs. I know that they are also working with you. Does your multi-core microcontroller meet their computational needs when it comes to ADAS, even to L4 or L5?

A: We will not leave a product unchanged for ten years. We will gradually upgrade on the basis of our products. For example, AURIX is not a product but a family product. Now we have mass-produced the first generation of AURIX products. Can see our part number, now is the beginning of TC2, this is the first generation of products. We will immediately mass-produce the second-generation products, which is the beginning of TC3. The difference is that there will be more cores, faster speeds, and higher memory.

We are now working on the concept and will be the beginning of TC4. For microcontrollers, the trend of semiconductors in the future is faster speeds, larger memory, and more calculations. We will achieve this demand through innovations in different semiconductor technologies and innovations in our technologies.

So we will update or upgrade its technology on a family product. In the next few years, products will be launched one after another to meet customer needs. If we do any product planning, we will see later developments. When planning a semiconductor product, it must be planned for the next five to ten years.

Chinese car prices are too far away from semiconductors is not a good trend

Q: Let's talk about the automotive electronics ecosystem and it has been very successful. Listening in the morning is also very rewarding, why do you want to do automotive electronics ecology?

A: The automobile industry sometimes, especially in China, may follow this industry chain too much. The depot is to find Tier1. Tier1 can meet the requirements of the depot if it has its own research and development capabilities. However, in many cases, especially the development of automotive electronics in China is not as strong as in the international community. So what if one of the requirements itself Tier1 does not have R&D capabilities?

Maybe Tier1 will build a team on its own, and it will take a long time to do it; or find some scientific research institutes, design companies or universities to help him do the design, but the design institutions or research institutes are not familiar with the requirements of industrialization. Tier1 can't be used right away. After Tier1 buys it back, it needs to do its own replacement or upgrade, and then give it to the automaker. The entire industry chain will take a long time, so the development speed will be very slow.

In addition, our semiconductor manufacturers are at the lowest level. In China, cooperation between depots and semiconductor manufacturers was not many years ago, but the cooperation between Infineon Germany and the depot has been a long time. Audi, for example, even has its own semiconductor plan. We have in-depth cooperation with BMW and GM.

The technology of semiconductors for domestic depots was not well understood before. This industry chain is obviously a bad development direction.

In addition, including these scientific research institutes or independent research and development institutions, he also hopes that his technical ability can be improved more quickly and make him worth more, and he also needs a platform to develop.

Based on these two reasons, we must now have a platform for everyone to communicate on the same platform. We need to know at a glance what Tier1 and depots will need in the future. Our semiconductor manufacturers will cooperate with them, and at the same time let scientific research institutions learn more about the development of industrialization. Directions, products, make their designs more targeted and more competitive.

同时，受益于技术发展，大家在平台上分享交流，促进整个产业化的速度和技术的提高。基于这几个原因，六年前我们建立了汽车电子生态圈。

Q：我感觉现在汽车电子发展很快，但人员奇缺。汽车电子生态圈在这方面，有没有一些作用？或者未来有更大的计划？

A：当然。您问的问题非常好。今天为什么我们头脑风暴环节有专门提到人才储备和技术储备，因为我们认为，最终这个技术还是需要时间去积累，人才也需要时间培养，为什么我们花时间、精力投在这个生态圈？其中一个目的，其实就是帮助中国本土的技术积累。因为如果没有这个技术积累，技术很难提高。举个不恰当的例子，博世今天能做到世界老大，也不是昨天才开始的，他是有了几十年甚至百年的积累，才有了今天的人才储备，这是需要花时间、精力的。

所以我们要花时间、精力，跟这些产业化合作伙伴去培养、合作，就是为了能提高他们本身的核心竞争力。那最终就是你对电子系统的了解、半导体的了解、技术的了解。我们有实验室、产业化合作伙伴，就是为了中国本土能以最快的速度去积累技术。

另外，就是人才。当然，中国的人才现在有些浮躁，在我们看来，必须真正踏踏实实去学技术，就像学单片机，你不可能明天就会，要花时间、精力去学，才会有积累。这是我们非常关注的，也是我们希望汽车电子生态圈能为产业做的贡献。

嘉宾简介

徐辉（Helen）女士于2012年4月加入英飞凌，现正担任公司大中华区副总裁及汽车电子事业部负责人。

徐辉女士在中国和美国拥有了超过20年的工作经验，特别是在汽车行业，因此她对在大中华地区建立和管理生产基地及销售市场团队拥有丰富经验和独特的见解。通过了解本地市场的需求和发展趋势，徐辉将会带领英飞凌大中华区汽车业务团队为客户提供最佳解决方案。

徐辉女士拥有美国密歇根州凯特林大学机械工程学士学位、奥克兰大学机械工程硕士学位和沃尔什学院工商管理硕士学位。