Another high point in automotive technology, a comparison of the top three Japanese assisted driving technologies, who is more advanced?

The hottest technology in the automotive industry is no longer the engine gearbox, but the ADAS advanced assisted driving system. This is another mountain in automotive product technology. The difference from gasoline and electricity is that ADAS, including AD, is fully automatic. Driving is the recognized future direction of the industry. This also means that whoever reaches the other side first will be able to circle the territory first, and the fan economy is applicable to all countries.

However, ADAS currently does not have a very strict and comprehensive definition and evaluation. This is a result-oriented blue ocean market. In layman's terms, both A and B know that there is a thousand taels of gold on the other side of the river, and they both want to cross the river as quickly as possible. The former is good at water, so he goes directly into the water with no shirt on; while the latter is a weak scholar, and his choice is to cut down wood and build a river. Boat.

Of course, the differences around the world are not that big. Human driving behavior is simulated through perception, judgment, and execution, and scientific improvements are made. The most difficult of these three parts is judgment, followed by It's perception, which is what we call "algorithms" and "sensors".

According to the research report released by Navigant? Research, Japanese players as a whole lag behind European and American companies. Only the Nissan-Renault alliance occupies the first/second echelon position in the ADAS pattern due to its proximity to European ideas. Far more than Toyota and Honda.

Today we will take a look at the characteristics and advantages of current ADAS for Japanese companies that do not have the software advantages of Silicon Valley or the advanced ideological trends of Munich. There is relatively little information, so we can speculate based on some tests and product hardware.

ENCAP, as a third-party testing agency in Europe, values ??human safety above all else, so it is also one of the most comprehensive and mature institutions that evaluates ADAS among authoritative organizations. After all, ADAS The ultimate goal is actually zero accidents and zero deaths, and liberating drivers is just an incidental benefit.

In 2020, ENCAP's assisted driving ratings can more truly reflect whether each brand has a good response to the ADAS functions of different models.

Although Nissan and Nissan are in an alliance, the shopping mall is like a battlefield. Based on their current relationship, it is more realistic to look at Nissan's own performance separately. It received a Moderate rating, which means good, and the ADAS system it is equipped with is called ProPilot.

Specific functions include: vehicle-to-vehicle AEB, vehicle-to-pedestrian AEB, lane keeping, and cruise control. The more advanced functions are the following:

Automatic obstacle avoidance In this project, the Nissan Juke received full marks. There are two main reasons why it only received a good rating. When the adaptive cruise function is turned on, it cannot effectively respond to the driving status of road vehicles in a timely manner. For example, when the front vehicle brakes, the Juke's recognition Not very timely. In addition, the lane keeping function makes it easy to deviate from the lane when curves and continuous alternating ground guidance lines appear.

It should be noted that although Juke only received good evaluations in the ENCAP rating, this is the most comprehensive and difficult evaluation in the world. The threshold for entry is L2 level assisted driving, and the basic conditions are Only systems that help the driver in both longitudinal and transverse directions are eligible for testing.

As the world's sales champion in the traditional era, Toyota's progress in the field of ADAS does not match its results.

In fact, Toyota has many ADAS patented technologies. For example, the Mobility? Teammate project launched in 2016 can realize high-level automatic driving assistance functions.

Looking at the products on the market, the ADAS functions of Toyota's small cars are still limited to the most basic AEB, ACC, and LKA, and the price of this configuration is still relatively expensive.

For its high-end brand Lexus, the Highway Teammate concept that Toyota wants to realize is also a closed-road L3 level autonomous driving based on a combination of high-precision maps and sensors. This concept has been in mass production for more than three years at GM. , while Toyota is only in the research and development stage and is still some time away from mass production.

To sum up, Toyota's mid- to low-end models still use ADAS as an optional configuration to supplement some user needs. For Lexus, they need to elevate the concept of autonomous driving and seek early mass production. However, at the Beijing Auto Show, e-Palette arrived as scheduled, which can be regarded as achieving the goal of "releasing self-driving vehicles at the 2020 Tokyo Olympics", but the Tokyo Olympics no longer exists.

Finally, let’s take a look at Honda. Perhaps under the halo of the Eastern leader in the field of internal combustion engines, Honda’s ADAS investment and output have not been large.

The current strategy that can be seen is that Honda will also strictly distinguish between urban roads and the so-called "high-precision map coverage area" which is currently part of the highway. For the former, Honda will only provide it with driving assistance of L2 or below, while the latter will be equipped with L3 and above functions.

The Honda ADAS functions that domestic consumers are currently exposed to come from the Honda Sensing system.

The entire set of functions is very similar to Toyota, except that Toyota has a strict supplier system, while Honda is relatively more open to global suppliers, so functions and performance will be more integrated. Although Honda's start-up and investment are relatively weak, it still does a relatively good job in adapting basic functions.

Generally speaking, the three Japanese giants each have different ideas. Nissan is more Western-oriented and resigned to the progress of ADAS. It is impossible for Toyota to give up its strategic layout of ADAS. Its size and financial pressure force it to keep up with the first echelon. Since Honda has its own tonality, it does not want to break the trend. It just needs to use mature supplier technology to supplement its own products and maximize its impact.

This article comes from the author of Autohome Chejiahao and does not represent the views and positions of Autohome.