王传福为什么掏出一颗算力“不炸裂”的芯片？

21世纪经济报道05-31 22:43

过去几年，比亚迪在智能化上的策略一直是务实到近乎保守，用董事长王传福自己的话说，“做得多，说得少”。　　5月28日，王传福在发布会现场从怀中掏出一颗自研芯片——璇玑A3，这是比亚迪的第567款车规级芯片，也是比亚迪第一款自研的智驾芯片。璇玑A3的制程是4nm，单颗算力约700TOPS，三颗协同超2100TOPS，支持L3/L4自动驾驶，功能安全等级ASIL-D。　　与此同时，比亚迪将智驾模型切换到...

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power?","themeId":null,"isJumpTheme":false,"ttsUrl":null,"symbols_score_info":{"81211":0.6,"BYDDY":1.97,"HYDD.SI":0.6,"002594":1.97,"01211":1.97},"content_text":"过去几年，比亚迪在智能化上的策略一直是务实到近乎保守，用董事长王传福自己的话说，“做得多，说得少”。　　5月28日，王传福在发布会现场从怀中掏出一颗自研芯片——璇玑A3，这是比亚迪的第567款车规级芯片，也是比亚迪第一款自研的智驾芯片。璇玑A3的制程是4nm，单颗算力约700TOPS，三颗协同超2100TOPS，支持L3/L4自动驾驶，功能安全等级ASIL-D。　　与此同时，比亚迪将智驾模型切换到了行业共识的路线，即世界模型，让系统不再依赖高精地图和预设规则，而是学会推演物理世界的因果关系。　　今年，车企流行讲新故事：有的入局具身智能，有的投身飞行汽车。比亚迪的动作看起来更“重”，它正在把造车以外的业务，大规模放在聚光灯下，比如半导体业务、储能业务等。　　这当然是为了给资本市场更多想象空间。但提升估值的前提，是必须让市场相信，比亚迪的智能化不再是短板。　　自研智驾芯片让比亚迪得以构建起更深的护城河。因为在外购芯片时代，算法要适配别人的硬件架构，同时无法避免算力利用率损耗。特斯拉的经验已经证明，自研芯片结合自研算法能够把这种损耗降到最低，同时可以减少支付给供应商的开发溢价等费用，成本也能相应优化。 “外购芯片就像买精装房，自研相当于自己买地建别墅。”王传福在发布会上说。　　智驾模型的升级则能够把比亚迪庞大保有量带来的数据优势，转变成模型动态迭代的养分，让模型更好地理解物理世界。　　为了抢跑L3，比亚迪选了一条最不像“科技公司”的路来打这场仗，想用制造业的逻辑做智能化，用规模和垂直整合换时间。 为什么发布一颗算力“不够炸裂”的芯片？　　王传福在发布会现场说，三颗算力达到2100 TOPS，计算下来单颗算力约为700 TOPS。　　对比行业主流智驾芯片来说，比亚迪此次的参数并不拔尖。在目前上车的智驾芯片中，理想单芯算力最高，马赫M100芯片单颗算力已经达到1280TOPS；蔚来视觉感知最强，神玑芯片NX9031的ISP（图像信号处理器）处理能力是英伟达Orin的约3.5倍，内存带宽达到546GB/s，是英伟达Thor-U的两倍。小鹏走高效实用路线，但CPU核心最多，达40核，可以保障车机的流畅运转。　　这似乎不符合比亚迪通常的叙事。过去几年，这家公司在电动化领域拿出的东西，要么技术领先，要么成本碾压。　　为什么比亚迪发布一颗算力“不够炸裂”的芯片？　　行业的共识是，制程、架构、内存带宽以及软件适配度，共同构成了智驾系统的真实性能边界，而目前参数量注水正在失去公信力。NIO\" target=\"_blank\" web=\"1\">蔚来总裁秦力洪日前在乐道L80上市群访中曾明确表示，当前行业存在稀疏算力、稠密算力等不同统计口径，算力数值普遍注水3-6倍，“真实算力才是核心”。　　而算力的差距，很大程度上由制程决定。璇玑A3在国产芯片里制程领先，为4nm。　　数字越小，意味着晶体管密度越高，在同样面积下塞入更多计算单元，制造难度翻倍上涨。王传福将4nm车规芯片的研发难度类比为“消费级2nm”。这不仅是因为制程的先进，更是因为车规级芯片需要在零下40度至零上150度的极端温差下，保证10年以上、15万公里的零失效运行。　　比亚迪介绍，璇玑A3单位算力功耗较同级低20%，结合自研算法后，算力利用率提升100%。不过，有市场消息称特斯拉A15芯片已经迈入3nm制程，这场围绕制程与算力的竞赛边界还在不断推移。　　或许没有Robotaxi的许诺，没有全自动驾驶的宏大愿景，你当然可以说它不够“酷”，但它的打法非常“比亚迪”，先把算力和控制权握在自己手里，再用规模把它摊薄到每一辆车。 25年前，比亚迪差点成为一家芯片公司　　蔚小理掀起自研智驾芯片潮，2024年，蔚来和小鹏的智驾芯片相继流片成功；2026年5月，理想自研的“马赫M100”芯片亮相。　　但外界鲜少知道的是，比亚迪造芯时间更早，甚至比造车还早一年。　　王传福在5月28日的发布会上说，比亚迪做电池起家，很早就认识到芯片的重要性。早在2001年，比亚迪曾数次尝试收购国外芯片公司，但因当地政策法规调整未能成功。王传福称，若当时收购成功，比亚迪可能不会造车，而是成为一家顶级芯片制造公司。　　“买不到芯片怎么办呢？买不到就自己干。”王传福说。2002年，比亚迪进军半导体行业，成立IC设计部，这是比亚迪半导体的前身，比收购秦川汽车正式造车还要早一年。　　到2004年，比亚迪造车次年便成立了比亚迪微电子（后为比亚迪半导体）。2005年组建IGBT研发团队，2008年收购宁波中纬晶圆厂，打通了芯片设计与制造的IDM（垂直整合制造）模式。在此后的十几年里，比亚迪默默积累了涵盖功率半导体（IGBT、SiC）、智能控制IC（MCU）、智能传感器在内的566款芯片，为比亚迪的芯片事业积累了人才储备和技术实力。　　2021年，比亚迪已经成为国内头部的车规级MCU厂商，当年其MCU量产装车量已突破1000万颗。王传福当时称：“由于提前布局芯片自研，目前全球汽车行业经历的缺芯停产问题，比亚迪没有受到丝毫影响。”　　与蔚小理们只是自研智驾芯片的故事相比，比亚迪走的是厚积薄发的路径——自研芯片下场早、研发种类多，还拥有自己的工厂，但迟迟未研发智能驾驶芯片。　　王传福在发布会现场透露，比亚迪目前拥有超7000人的芯片研发团队，已建成4大芯片研发基地和5座晶圆制造厂，比亚迪称其是全球唯一一家拥有芯片全流程、全链路制造能力的车企。整个智能化方向的工程师规模超5000人，分布在感知、决策、规控、AI算法等各个细分领域。　　璇玑A3是第567款，是比亚迪第一款从“电力电子”跨越到“高性能计算”的芯片。　　为什么比亚迪到了必须自研智驾芯片的时刻？这里埋着供应链自主的伏笔。此前，英伟达Thor原定2000TOPS的量产版本，跳票两年后缩水至约700TOPS，多家主机厂及智驾方案商受到影响。一位接近比亚迪的工程师曾告诉《21汽车·一见Auto》，相比于英伟达的智驾芯片，部分国产芯片在研发工具链和算法部署效率等方面的成熟度仍有差距。　　比亚迪自研璇玑A3，从架构、算力调度到功耗优化全链路掌握设计主动权，后续车型OTA迭代、功能适配不再受外部芯片厂商的节奏限制。　　在架构端，通用芯片为了兼顾多方需求，往往存在算力浪费或瓶颈。　　璇玑A3的设计逻辑更接近于定制化ASIC（专用芯片），即让芯片的微架构(RTL)、片上互联、NPU调度以及总线带宽，完全适配比亚迪自身的感知算法与数据闭环。　　成本也被视为自研智驾芯片更关键的考量。李斌曾表示，神玑NX9031上车后可带来约1万元级别的单车成本优化。　　“电动化的上半场看电池，智能化的下半场看芯片。”王传福在发布会现场点明了比亚迪自研芯片的意义。他介绍，璇玑A3是比亚迪“第567款车规级芯片”。这500多款芯片大多不为公众所知，但它们构成了电动车最基础的“神经系统”和“肌肉”。（比亚迪璇玑A3，21记者焦文娟/摄） 智驾芯片的真正战场在L3　　L3级自动驾驶正在重新定义智驾芯片的算力需求。　　模型架构的快速演进是根本驱动力。端到端与视觉语言模型融合后，车端模型参数量从过去的1亿至5亿级跃升至20亿级，VLA（视觉语言动作）模型成为典型的算力密集型任务。云端大模型的参数量约为车端模型的35倍。车端算力不足，成为所有参与者的共同约束。　　一位主机厂的智驾业务负责人曾向《21汽车·一见Auto》坦言，算力不够就只能靠堆更大算力的芯片。即便行业普遍采用蒸馏技术，用云端大模型去训练车端小模型，以此在有限算力下逼近大模型的能力，但硬件算力的天花板依然是不可逾越的。　　目前主流高阶智驾方案多采用两颗英伟达Orin-X芯片，总算力约508 TOPS。这一算力支撑VLA模型部署已显吃力。英伟达Thor芯片的功耗与散热问题进一步加剧了行业的算力焦虑，为国产替代打开了窗口。　　比亚迪在软件层面同样有所动作。在日前的智能化战略发布会上，比亚迪推出天神之眼自动驾驶版，支持L3与L4。此次比亚迪的智驾模型也升级至“物理AI大模型”。它融合摄像头、激光雷达、毫米波雷达和导航信息，在云端通过世界模型进行场景合成、重建、长尾场景库构建和闭环仿真，再结合车端的物理约束和强化学习奖励信号，让智驾系统具备对物理世界规律的认知与预测能力。　　同时基于超315万辆搭载辅助驾驶系统的车辆，每天生成超2亿公里行驶数据，构建起自主进化的数据飞轮。　　但进入L3级别，更大算力的芯片只是起点。L3要求系统级全域冗余，即感知、决策、执行每一环节都须有备份。　　新问界M9的方案是行业当前较激进的配置之一，全车40个智驾传感器，包括6颗激光雷达、3颗分布式4D毫米波雷达、11个高清摄像头。余承东明确表示这套架构为L3准备。全新L9搭载两颗自研5nm马赫100芯片，总算力2560 TOPS，同样覆盖360度激光雷达，全面支持L3级硬件冗余要求。　　比亚迪在硬件和软件两端同时补上了此前相对落后的环节。除了智驾芯片外，面向L3/L4的天神之眼自动驾驶版将搭载超千线激光雷达、闪拍摄像头、双远红外摄像头，并配备全栈自研十重冗余安全体系。（比亚迪物理AI模型架构，21记者焦文娟/摄）　　如果说硬件与软件是技术层面的补课，那么比亚迪在责任归属上的动作，则是在制度层面为L3落地扫清障碍。　　一位智驾工程师告诉《21汽车·一见Auto》，L3与L2的本质区别在于责任主体。按SAE定义，L3系统激活期间由车辆全权负责，直至系统请求接管。“L2则更像未成年人，行为后果由监护人承担。”他认为，L2时期存在大量模糊地带，比如系统发出接管指令但留给驾驶员的反应时间过短，中途出现问题如何定责？他认为后来推出智驾险，本质上是用保险产品填补责任缺口。　　在发布会现场，王传福称，比亚迪要在L2阶段即率先承担L3、L4阶段的责任。同时，比亚迪宣布城市领航安全兜底一年，在合规使用状态下因辅助驾驶导致的交通事故，比亚迪全额赔付，不设上限、不走保险、不影响次年保费。　　市场可以感知到的是，比亚迪不遗余力在推进智能驾驶在市场普及，以规模培养用户习惯。　　L3前夜，比亚迪不想做只会跟牌的玩家。（文章来源：21世纪经济报道）","kind":"news","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,"isVideo":false,"video":null,"symbols":[],"gpt_button":1,"need_auth":false,"need_login_tip":false,"code":"91000000","status":"200"},"commentList":[],"isCommentEnd":true,"newsSizeData":{"likeSize":0,"commentSize":0,"repostSize":0,"favoriteSize":0,"likeStatus":false,"favoriteStatus":false},"APP":{"userAgent":"Mozilla/5.0 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