August 2021

Intelligent Vehicle E/E Architecture

and Computing Platform Industry
Research Report, 2021
Abstract
E/E Architecture and Computing Platform Industry Research: Three Evolution Stages of Automakers’ E/E Architectures

Domain centralized architectures will gradually evolve to quasi-central and central computing architectures

The evolution of the brand-new automotive E/E architecture, which may take ten years, can be divided into three stages:

Volkswagen has upgraded the MQB distributed E/E architecture to the MEB
(1) Domain centralized architecture stage
(E3) domain centralized E/E architecture which includes 3 domain controllers:
vehicle control (ICAS1), intelligent driving (ICAS2), and intelligent cockpit
At present, automakers mainly stay at the domain centralized architecture
(ICAS3). Modules such as chassis and airbags that do not have integration
stage. For example, Volkswagen's E3 architecture, Great Wall’s GEEP3.0
capabilities belong to ICAS1. At present, ICAS1 and ICAS3 have been
architecture, BYD's E platform 3.0 architecture, Geely's SEA architecture,
developed and installed on ID.3, ID.4 and other models, while ICAS2 has not
Xpeng's EE 2.0 architecture, etc. are all typical domain centralized
been developed yet.
architectures.
In terms of the software architecture, E3 adopts a service-oriented architecture,
Automotive E/E architectures will inevitably develop towards centralized
using CP and AP service middleware to enable SOA communication; as for the
E/E architectures. From the perspective of mass-produced models,
communication architecture, E3's backbone network is Ethernet.
centralized E/E architectures prevail now, with domain control over power,
chassis, body, intelligent driving and cockpit. However, it is difficult to fully
On the CC architecture, Huawei has launched three domain control platforms
realize standard domain architectures and central architectures due to
of intelligent cockpit (CDC), vehicle control (VDC), and intelligent driving (MDC)
technical thresholds, diversified configuration gradients, consumption
respectively, and released related open platforms and operating systems, such
habits and other factors, so the domain hybrid architecture of "distributed
as the autonomous driving operating system AOS, the intelligent cockpit
ECUs + domain controllers" will be common in the short term.
operating system HarmonyOS and the vehicle control operating system VOS.
In terms of communication architecture, the CC architecture has set up 3-5
At present, Volkswagen, BMW, Geely ZEEKR, Huawei, Visteon, etc. adopt
VIUs (vehicle interface units). All actuators and sensors are connected to
three-domain E/E architecture solutions which mainly include intelligent
distributed gateways so as to form loops. Once a single loop fails to work, the
driving domain, intelligent cockpit domain, and vehicle controller domain.
other three loops maintain operation, hereby effectively improving safety.

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Abstract

(2) Quasi-central computing architecture stage

(3) Central computing architecture stage
In the next step, automakers will work hard in the quasi-central architecture
From the perspective of development trends, the automotive E/E
of “the central computing platform + regional controllers”. Through SOA, it
architecture will eventually evolve to the central computing architecture,
shares the computing power of different domain controllers like a central
concentrating the functional logic to a central controller. The OEM Great
computing platform. The GEEP 4.0 architecture to be launched by Great
Wall plans to launch the central computing architecture GEEP 5.0 in 2024,
Wall in 2022 and the FEEA3.0 architecture (to be mass-produced in 2023)
and Changan also intends to complete the development of its central
released by FAW Hongqi in 2021 are quasi-central architectures.
domain architecture in 2025.
Tesla’s EEA architecture is the most advanced, at least 5 years ahead of
In the next 3-5 years, OEMs will focus on R&D and layout of quasi-central
that of traditional automakers. The E/E architecture of Model 3 has marked
architectures.
Tesla’s entry into the quasi-central architecture stage consisting of central
computing module (CCM), Body Control Module Left (BCMLH) and Body
Control Module Right (BCMRH), basically materializing the prototype of a
As per the E/E architecture solutions of traditional automakers, most OEMs
centralized architecture with the self-developed Linux, FOTA of the whole
at home and abroad have transferred from distributed architectures to
vehicle and communication via the Ethernet backbone network.
domain centralized architectures, and they have taken quasi-central
architectures as the focus of R&D and layout in the next 3-5 years. Quasi-
central and centralized architectures can effectively reduce the number of
Tesla's quasi-central E/E architecture has sparked a harness revolution.
controllers and wiring harnesses, promote the further decoupling of
The wiring harness of Model S/Model X is as long as 3 kilometers, while
automotive hardware and software, and drag down the cost further. In
Model 3 reduces the wiring harness length to 1.5 kilometers, and Model Y
order to keep up with the upgrades of automotive technology, OEMs speed
further shortens it to around 1 kilometer. Tesla's plans to make the length
up the deployment of quasi-central architectures, introduce SOA
as short as 100 meters.
architectures and make layout in central computing platforms, etc..

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Evolution of Automotive E/E Architecture

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Features of Next-generation E/E Architectures of Some OEMs

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Evolution of Great Wall’s E/E Architecture

Great Wall has independently developed the GEEP E/E architecture which has evolved to the third-generation GEEP 3.0 so far. As the domain control architecture, it
boasts 4 domain controllers. With integrated software and hardware and self-developed application software, it has been successfully applied to all models. At present,
Great Wall is actively developing the fourth- and fifth-generation E/E architectures.

As “the central computing platform +

regional controllers” architecture, the
fourth-generation E/E architecture of
Great Wall comprises three large
computing platforms for central computing,
intelligent cockpit, and optional advanced
autonomous driving respectively. The
central computing platform integrates body,
gateways, air conditioning, EV, power
chassis and ADAS, featuring cross-
domain integration. It is scheduled to be
launched in 2022. The fifth-generation E/E
architecture is to highly concentrate the
entire automotive software in a central
brain to achieve 100% SOA, and it will be
available in 2024.

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Trends under new E/E architectures

As automotive E/E architectures gradually develop toward central architectures, the (2) The traditional "turnkey" model transfers to the "full stack"
centralization of computing power, software services, and peripheralization of sensors development model
and actuators tend to be more obvious; the industrial chain structure has been
reshaped, and the business model has undergone significant changes. OEMs manipulate the development of software platforms (covering
functions integrated, suppliers, etc.) to accomplish deeper
(1) The supply chain system is reshaped development. With the development of autonomous driving
Under the traditional distributed E/E architecture, the hardware and algorithms of technology, OEMs are more inclined to carry out "full-stack"
controllers are provided by Tier 1 suppliers and OEMs coordinate different suppliers, development: they gradually master E/E architectures, operating
so that the collaboration is extremely inefficient. systems, core algorithms, cloud big data, chips and other capabilities,
then provide sustainable and iterative product experience and
Under the new E/E architecture, OEMs enjoy the dominance. Based on their own services with a focus on smart scenarios and consumer experience.
software and hardware platforms, they directly convey their demand to suppliers,
among which Tier 1 suppliers are no longer dominant while Tier 0.5 suppliers emerge (3) Business models are innovated, and the vehicle OTA sees the
to provide algorithms and software for autonomous driving. completed closed loop of business models

In addition, with the evolution of E/E architectures and the rapid

development of vehicle OTA, the sales models of automobiles have
altered accordingly. Automakers have turned from one-time product
providers to “products + full life cycle services” providers. Around
smart scenarios and consumer experience, they provide sustainable
and iterative product experience and services. Emerging automakers
represented by Tesla update software to iterate and upgrade vehicles.
In addition to vehicle sales, OEMs may charge software updates via
OTA in the future. For example, the leader Tesla has earned more
than USD1.2 billion from software updates.

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E/E architectures Revolution—Business Models Innovation

Intelligent Vehicle E/E Architecture and Computing Platform Industry

Research Report 2021 by ResearchInChina mainly studies the
following:

 Overview, technology evolution trends, reform trends, market size,

etc. of automotive E/E architectures;

 Status quo, evolution trends, etc. of E/E architectures of major

OEMs (emerging brands, independent brands, foreign brands);

 Status quo, planning, etc. of E/E architectures of major Tier 1

enterprises;

 Status quo of main E/E architectures (including computing

architecture, software architecture, communication architecture,
power management architecture, etc.);

 Solutions of major manufacturers; evolution of new E/E

architectures.

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 Table of Content (1)
1 Introduction to Automotive E/E Architecture 1.2.8 Cooperation Modes between OEMs and Tier1 Suppliers under Domain Control
1.1 Overview of Automotive E/E Architecture architecture (2)
1.1.1 Background of Automotive E/E Architecture Updates 1.3 Trends of E/E Architecture Revolution
1.1.2 Four Dimensions of Automotive E/E Architecture Updates 1.3.1 E/E Architecture Revolution: Centralized Computing
1.1.3 Hardware Architecture Updates: Distributed Architecture Develops toward Domain 1.3.2 E/E Architecture Revolution: Software Services
Control/Centralized Architecture 1.3.3 E/E Architecture Revolution: Peripheralization of Sensors and Actuators
1.1.4 Hardware Architecture Updates: Domain Centralized EEA 1.3.4 E/E Architecture Revolution: Agile Development Organization
1.1.5 Hardware Architecture Updates: Three-domain E/E Architecture 1.3.5 E/E Architecture Revolution: Deep Cooperation Models
1.1.6 Hardware Architecture Updates: Electronic Control Hardware Architecture Updates 1.3.6 E/E Architecture Revolution: Reshaping of the Supply Chain System
1.1.7 Hardware Architecture Updates: Centralized Computing + Domain Controllers 1.3.7 E/E Architecture Revolution: Transformation of Development Models
1.1.8 Hardware Architecture Updates: Centralized E/E Architecture 1.3.8 E/E Architecture Revolution: Business Models Innovation
1.1.9 Hardware Architecture Updates: Automotive Central Computer
1.1.10 Software Architecture Updates: (1) 1.4 Market Size
1.1.11 Software architecture Updates: (2) 1.4.1 Value of Main Components on a Single Vehicle under New E/E Architecture
1.1.12 Software architecture Updates: (3) 1.4.2 E/E Architecture Market Size
1.1.13 Communication Architecture Updates: The Vehicle Backbone Network Evolves to
Ethernet 2 E/E Architecture Planning of OEMs
1.1.14 Communication Architecture Updates: Trends of Electronic Control
Communication Interfaces 2.1 E/E Architecture Comparison of OEMs
1.1.15 Power Architecture Updates 2.1.1 E/E Architecture Roadmap of Automakers (1)
2.1.2 E/E Architecture Roadmap of Automakers (2)
1.2 Evolution Trends of Automotive E/E Architecture 2.1.3 E/E Architecture Roadmap of Automakers (3)
1.2.1 Demand of Intelligent Connected Vehicles for EEA 2.1.4 E/E Architecture Roadmap of Automakers (4)
1.2.2 EEA Technology Classification of Intelligent Connected Vehicles 2.1.5 Features of E/E Architecture of Major OEMs (1)
1.2.3 Development Trends of Automotive E/E Architecture 2.1.6 Features of E/E Architecture of Major OEMs (2)
1.2.4 Evolution Trends of Automotive E/E Architecture in the Next Ten Years 2.1.7 Features of E/E Architecture of Major OEMs (3)
1.2.5 The Driving Force of OEMs and Tier1 Suppliers for Promoting E/E Architecture 2.1.8 Features of E/E Architecture of Major OEMs (4)
Revolution 2.1.9 OEMs Will Focus on Domain Hybrid before 2025
1.2.6 Cooperation Modes between OEMs and Tier1 Suppliers under traditional distributed
architecture 2.2 E/E Architecture of Emerging Automakers
1.2.7 Cooperation Modes between OEMs and Tier1 Suppliers under Domain Control 2.2.1 Tesla’s E/E architecture Evolution (1)
architecture (1) 2.2.2 Tesla’s E/E architecture Evolution (2)

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 Table of Content (2)
2.2.3 E/E Architecture of Model 3 2.4.6 Volkswagen's MEB Platform "E3" Architecture: Software Architecture (2)
2.2.4 Features of E/E Architecture of Model 3 (1) 2.4.7 Volkswagen's MEB Platform "E3" Architecture: Hardware Architecture
2.2.5 Features of E/E Architecture of Model 3 (2) 2.4.8 Volkswagen's ID.4 E/E Architecture
2.2.6 E/E Architecture of Model X 2.4.9 Volkswagen's ID.4 Network Architecture
2.2.7 E/E Architecture of Model S 2.4.10 BMW's E/E Architecture Evolution
2.2.8 Xpeng’s E/E Architecture (1) 2.4.11 BMW's Next-generation E/E Architecture (1)
2.2.9 Xpeng’s E/E Architecture (2) 2.4.12 BMW's Next-generation E/E Architecture (2)
2.2.10 NIO’s E/E Architecture 2.4.13 Toyota's Zonal Architecture (1)
2.2.11 HOA Architecture of Human Horizons 2.4.14 Toyota's Zonal Architecture (2)
2.2.12 E/E Architecture of Nezha U 2.4.15 New E/E Architecture of MAN Truck & Bus (1)
2.2.13 E/E Architecture of ENOVATE 2.4.16 New E/E Architecture of MAN Truck & Bus (2)
2.4.17 GM's E/E Architecture Evolution
2.3 E/E Architecture of Independent Brands 2.4.18 GM's VIP E/E Architecture
2.3.1 Changan's E/E Architecture Evolution Roadmap
2.3.2 E/E Architecture Evolution Roadmap of Great Wall 3 E/E Architecture Planning of Tier 1 Suppliers
2.3.3 The Fourth-generation E/E Architecture of Great Wall
2.3.4 GAC's E/E Architecture Evolution Roadmap 3.1 E/E Architecture Comparison of Tier 1 Suppliers
2.3.5 SEA Architecture of Geely (Lynk & Co) 3.2 Layout of Tier 1 Suppliers under New E/E Architecture: Autonomous Driving
2.3.6 Volvo's Zonal Architecture 3.3 Layout of Tier 1 Suppliers under New E/E Architecture: Intelligent Cockpit
2.3.7 BYD's E/E Architecture
2.3.8 E/E Architecture of BYD's e-Platform 3.0 3.4 Huawei’s E/E Architecture
2.3.9 BYD's E/E Architecture 3.4.1 Intelligent Connected Vehicle Architecture
2.3.10 E/E Architecture of SAIC (IM) 3.4.2 CC Architecture for Intelligent Vehicles with "Computing + Communication" (1)
2.3.11 E/E Architecture of FAW Hongqi 3.4.3 CC Architecture for Intelligent Vehicles with "Computing + Communication" (2)
3.4.4 CCA architecture + Vehicle Stack Cross-domain Integrated Architecture (1)
2.4 E/E Architecture of Foreign and Joint Venture Brands 3.4.5 CCA architecture + Vehicle Stack Cross-domain Integrated Architecture (2)
2.4.1 Volkswagen's E/E Architecture Evolution 3.4.6 Value of CCA Architecture + Vehicle Stack Cross-domain Integrated Architecture
2.4.2 Volkswagen's MEB Platform 3.4.7 Advantages of CCA Architecture (1)
2.4.3 Volkswagen's MEB Platform "E3" Architecture (1) 3.4.8 Advantages of CCA Architecture (2)
2.4.4 Volkswagen's MEB Platform "E3" Architecture (2) 3.4.9 Advantages of CCA Architecture (3)
2.4.5 Volkswagen's MEB Platform "E3" Architecture: Software Architecture (1) 3.4.10 Based on CC Architecture, MDC+CDC+VDC Domain Control Platforms Were Launched

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Table of Content (3)
3.5 Visteon's E/E Architecture 3.10.3 Adaptive AUTOSAR Solution
3.5.1 E/E Architecture Technology Evolution 3.10.4 AP Software Component Architecture
3.5.2 E/E Architecture Planning: Three-domain Architecture and Zone Controller
3.5.3 E/E Architecture Planning: Function Allocation of Supper Core and Zone 4 Computing Architecture and Technical Solutions
3.5.4 E/E Architecture Planning: Challenges for Zonal Architecture 4.1 Domain Controller Hardware Design Trends
4.1.1 Key Domain Control Hardware Technologies
3.6 Bosch's E/E Architecture 4.1.2 Features of Domain Controller Architecture
3.6.1 Concept of Zonal Architecture 4.1.3 Advantages of Domain Controller Architecture
3.6.2 E/E Architecture: Next-generation Automotive Architecture Evolution and Division Logic 4.1.4 Demand Analysis of Domain Controller Software and Hardware Development
3.6.3 E/E Architecture: Vehicle Central Computer (VCC) and SOA Architecture 4.1.5 Demand Analysis of Domain Controller Software and Hardware Development (1):
Hardware Architecture
3.7 Aptiv's E/E Architecture 4.1.6 Demand Analysis of Domain Controller Software and Hardware Development (2):
3.7.1 E/E Architecture Evolution Software Architecture
3.7.2 Smart Vehicle Architecture Design (SVATM) 4.1.7 Demand Analysis of Domain Controller Software and Hardware Development (3):
3.7.3 SVA Topology Interface
3.7.4 Domain Controller Solutions Will Be Mass-produced in 2022 4.1.8 Design Challenges for Domain Control Hardware - PI Power Integrity
3.7.5 Satellite Architecture Platform for Autonomous Driving 4.1.9 Design Challenges for Domain Control Hardware - SI Signal Integrity
4.1.10 Design Challenges for Domain Control Hardware - EMC
3.8 Continental's E/E Architecture 4.1.11 Design Challenges for Domain Control Hardware - Power Consumption and Heat
3.8.1 E/E Architecture Evolution Dissipation
3.8.2 Domain Controller Development Concept for SOA Architecture (1) 4.1.12 Design Challenges for Domain Control Hardware - Design Lifespan
3.8.3 Domain Controller Development Concept for SOA Architecture (2) 4.1.13 Design Challenges for Domain Control Hardware - Test and Verification
3.8.4 Commercial Vehicle E / E Architecture 4.1.14 Design Challenges for Domain Control Hardware - Higher Process Demand

3.9 E/E Architecture of UAES 4.2 Autonomous Driving Domain Controllers

3.9.1 Future Automotive E/E Architecture 4.2.1 Relationship between ADAS/AD Controllers and Autonomous Driving Levels
3.9.2 SOA Architecture Application under New EEA 4.2.2 L3-L4 Domain Centralized System Solutions
4.2.3 Development Trends of Autonomous Driving Domain Controllers
3.10 Jingwei Hirain Technologies 4.2.4 Competitive Landscape of Autonomous Driving Domain Controllers
3.10.1 E/E Architecture Development Services 4.2.5 A Computing Power Race Is Starting in the Field of Intelligent Driving
3.10.2 Automotive E/E Bus Network Design 4.2.6 Embedded Computing Power, Software Updates via OTA

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Table of Content (4)
4.3 Smart Cockpit Domain Controllers 5.1.11 Intelligent Vehicle Software Business Model Transformation
4.3.1 Development Trends of Smart Cockpits 5.1.12 Automakers Charge Software Authorization and OTA Updates from the C-end to
4.3.2 Next-generation Smart Cockpit System Framework Complete the Closed loop of Business Models
4.3.3 Competitive Landscape of Smart Cockpit Domain Controllers
4.3.4 Development Trends of Cockpit Domain Control Chips 5.2 SOA Software Solutions under New E/E Architecture
4.3.5 Future Development Trends of Cockpit Processors: High Computing Power, Scalability, AI 5.2.1 SOA Basic Software Architecture
5.2.2 Features of SOA Software Architecture
4.4 Cross-domain Integrated Hardware Solutions under New E/E Architecture 5.2.3 Transformation of SOA Communication: from CAN Communication to Ethernet
4.4.1 Bosch's Cross-domain Integration Solution: Cockpit Domain Integration Control Products Communication
4.4.2 Bosch's Cross-domain Integration Solution: Cockpit Domain Integration Control Products 5.2.4 SOA Architecture Design under Central Computing E/E Architecture
4.4.3 Bosch Established the Intelligent Driving and Control Division to Achieve Cross-domain 5.2.5 SOA Software Deployment of OEMs
Integration 5.2.6 Huawei’s Automotive Basic Software and SOA Service Framework
4.4.4 Continental's Cross-domain Integration Solution: Automotive Server (ICAS1) in HPC 5.2.7 Software Framework of Neusoft Reach for SOA
Architecture 5.2.8 AP Pre-research and Application of Jingwei Hirain Technologies
4.4.5 Harman's Cross-domain Integration Solution: Intelligent Cockpit Pre-integrates ADAS 5.2.9 Software SOA Platform Architecture of SAIC Z-One
Functions 5.2.10 Launch Timetable of SAIC Z-One's Software SOA Software Developer Platform
4.4.6 ThunderSoft's Cross-domain Integration Solution 5.2.11 Continental's Domain Controller Development Concept for SOA Architecture (1)
5.2.12 Continental's Domain Controller Development Concept for SOA Architecture (2)
5 Software Architecture and Technical Solutions 5.2.13 Bosch's Vehicle Central Computing (VCC) SOA Software Architecture
5.1 Intelligent Vehicle Software Architecture and Development Models 5.2.14 ArcherMind's SOA Technology Architecture
5.1.1 Intelligent Vehicle Software Architecture Includes Virtual Machines, System Kernels, 5.2.15 ArcherMind's SOA Business Model
Middleware, Functional Software and Applications 5.2.16 SOA-supported Multi-domain Integrated Software Platform of Enjoy Move
5.1.2 Layered Architecture of Intelligent Vehicle Software Technology
5.1.3 Core Scope of Intelligent Vehicle Software (1): Overall Architecture 5.2.17 Progress in Mass Production of SOA Software Platforms of OEMs and Tier 1
5.1.4 Core Scope of Intelligent Vehicle Software (2): Power and Chassis Controllers Suppliers (1)
5.1.5 Core Scope of Intelligent Vehicle Software (3): Body Controllers 5.2.18 Progress in Mass Production of SOA Software Platforms of OEMs and Tier 1
5.1.6 Core Scope of Intelligent Vehicle Software (4): Central Computing Units Suppliers (2)
5.1.7 Core Scope of Intelligent Vehicle Software (5): Software and Hardware Design Goals 5.2.19 Progress in Mass Production of SOA Software Platforms of OEMs and Tier 1
5.1.8 Vehicle Software architecture and Heterogeneous SoC Chip Collaboration Suppliers (3)
5.1.9 Future Automotive Software Architecture Evolution Trends 5.2.20 Progress in Mass Production of SOA Software Platforms of OEMs and Tier 1
5.1.10 Intelligent Vehicle Software Will Gradually Move towards the "Platform + Ecology" Model Suppliers (4)

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Table of Content (5)
6 Communication Architecture and Technical Solutions 6.3.3 Gateway Controllers Play the Role of Automotive Data Servers in the Future E/E
Architectures
6.1 Development Trends of Communication Architecture 6.3.4 New E/E Architecture Will Adopt Service-oriented Gateway
6.1.1 Existing Applications of In-Vehicle Networks (IVNs) 6.3.5 The Computing Performance of the New Service Gateway Controller Will Be
6.1.2 Automotive Backbone Network will Shift to Automotive Ethernet Improved by More Than Ten Times
6.1.3 Development Stages of Automotive E/E Bus Architecture 6.3.6 Automotive Gateway of Future SOA Architecture (ie. Zonal)
6.1.4 The next-generation Centralized Automotive E/E Network Architecture Will Be Divided 6.3.7 Automotive Gateway SoC Control Chips and Communication Protocols
into Three Layers 6.3.8 Innovative Next-generation Gateway System Should Support Various High-speed
6.1.5 Classification of Next-generation Automotive Network Architecture and Gateway Topology: I/O (such as PCIe switches)
Domain Centralized, Centralized and Hybrid Types 6.3.9 Parameter Comparison of Five Main Smart Gateway Chips
6.1.6 Trends of Communication Architecture under SOA Architecture
6.4 Communication Architecture Solutions under New E/E Architecture
6.2 Development Trends of Ethernet 6.4.1 Aquantia's Future Automotive Network
6.2.1 Three Development Stages of Automotive Ethernet 6.4.2 Bertone's Prediction for Future Automotive Backbone Network
6.2.2 From the Control Domain Architecture to the Zonal Architecture, the 10G+ Automotive 6.4.3 Renesas' Vision for Future Automotive Architecture
Ethernet Process May Be Faster Than Expected 6.4.4 Tier1 Solutions of Intelligent Power Distribution for Passenger Cars
6.2.3 Highly Autonomous Driving Requires 10G+ Interconnection Bandwidth 6.4.5 DRA829V Automotive Computing Gateway Platform of Texas Instruments
6.2.4 In Addition to Multi-gigabit Automotive Ethernet, the Application of Low-cost 10M 6.4.6 TI' Jacinto DRA821 Processor Is Used in the Zonal EEA Gateway
Automotive Ethernet Is Also Worthy of Attention 6.4.7 Development Roadmap of NXP's Gateway Processor
6.2.5 Development of Automotive Ethernet: EVBA and TSN Time-sensitive Networks
6.2.6 Core of L4 Autonomous Driving System: TSN Ethernet Switch and 802.1CB Protocol 7 Power Management Architecture and Technical Solutions
6.2.7 The Future Complementarity of Ethernet and MIPI/LVDS May Outweigh the Competition
between Them 7.1 Autonomous Driving Power Supply Network
6.2.8 Promotion Concept of Automotive Ethernet 7.1.1 Power Supply Network System of Autonomous Vehicles
7.1.2 Dual Power Supply System and Control Strategy Design
6.3 Development Trends of Intelligent Gateway Modules 7.1.3 Working Modes and Main Diagnosis Strategies of Automotive Dual Power Supply
6.3.1 Automotive Gateway Module System Architecture and Supply Chain System
6.3.2 Evolution Trends of Distributed Gateway, Central Gateway and Ethernet Gateway
Topology 7.2 Application of Intelligent Power Distribution E-fuse
6.3.2 Central Gateway Will Change Automotive Architecture 7.2.1 Development Process of Fuse Boxes
7.2.2 Current Mainstream Fuse Boxes

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Table of Content (6)
7.2.3 Efuse Intelligent Power Distribution Products
7.2.4 Intelligent MOSFET Replaces Traditional Fuses and Mechanical Relays
7.2.5 Features and Advantages of Intelligent MOSFET Electrical Boxes
7.2.6 Arrangement of Intelligent MOSFET Electrical Boxes
7.2.7 Three Development Stages of Intelligent MOSFET Electrical Boxes
7.2.8 Three Stages of Intelligent Automotive Power Management Evolution

7.3 Intelligent Power Management Solutions under New E/E Architecture

7.3.1 Electrical Architecture Evolution of Model S - Model X - Model 3
7.3.2 Central Computing Module of Model 3
7.3.3 Controller Node Power Distribution of Tesla Model 3
7.3.4 Front Body Control Module (FBCM) of Tesla Model 3
7.3.5 Tesla Body Controller Front
7.3.6 Tesla Body Controller Left
7.3.7 Tesla Body Controller Right
7.3.8 Technical Features of Body Controller of Tesla Model 3
7.3.9 Power Distribution Strategy of Volvo's SPA2 Domain Control Architecture
7.3.10 Hierarchical Power Distribution Strategy of Visteon’s Zonal (Domain Control) E/E
Architecture
7.3.11 Intelligent Power Distribution for Vehicle Partitions of Visteon’s Zonal (Domain Control)
E/E Architecture
7.3.12 Aptiv's INTELLIGENT FUSE Power Distribution and Domain Controller (1)
7.3.13 Aptiv's INTELLIGENT FUSE Power Distribution and Domain Controller (2)
7.3.14 Tier1 Solution Suppliers of Intelligent Power Distribution for Passenger Cars

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