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시장보고서
상품코드
2074808
승용차 섀시 도메인 제어 및 섀시 크로스 도메인 통합에 관한 조사(2026년)Passenger Car Chassis Domain Control and Chassis Cross-Domain Integration Research Report, 2026 |
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섀시 제어 조사: 풀 섀시 바이 와이어 솔루션의 양산 개시
1. 풀 섀시 바이 와이어 솔루션이 잇달아 등장, EMB가 최초로 양산 및 채택을 시작
2026년 베이징 국제 자동차 전시회에서 여러 OEM 업체들이 풀 섀시 바이 와이어 솔루션을 발표했습니다. 'Li L9 Livis', 'NIO ES9', 'XPeng GX', 'IM LS8', 그리고 신형 'AITO M9'과 같은 플래그십 SUV가 데뷔했습니다. 2026년 베이징 국제 자동차 박람회는 업계에서 ‘완전 능동형 지능형 섀시’ 시대의 서막으로 여겨지고 있습니다.
차종 사례(1) - Li L9 Livis
2026년 4월에 출시된 Li L9 Livis는 외관과 인테리어가 전면적으로 개선되었으며, 800V 풀 액티브 서스펜션, EMB, 그리고 프론트 휠 스티어 바이 와이어를 최초로 탑재했습니다. Li L9 Livis의 풀 섀시 바이 와이어의 주요 특징은 다음과 같습니다.
- 800V 풀 액티브 서스펜션
주요 구성 부품 - 에어 스프링 + 듀얼 밸브 방식 CDC 진동 댐퍼 + 800V 유압 펌프. 보조 고압 오일 파이프 및 완전 자체 개발된 조정·제어 소프트웨어
작동 원리
￮1단계 - 주로 기존의 에어 스프링과 듀얼 밸브 방식의 CDC 댐퍼에 의존하여 미세한 진동을 수동적으로 제거합니다. CDC의 솔레노이드 밸브를 1ms의 전류 제어 정밀도로 조정하면, 솔레노이드 밸브의 최대 응답 속도는 5ms에 달할 전망입니다.
￮2단계 - 차체의 자세 제어는 주로 800V 유압 펌프에 의해 이루어집니다. 차체가 롤링하거나 피칭하려는 움직임이 감지되면, 유압 펌프는 해당 쪽에 추가적인 유압을 가해 차체를 지지합니다. 유압 펌프의 기능은 차체의 '변위'를 지지하는 것이며, 응답 속도는 수십 밀리초입니다.
전기 기계식 브레이크(EMB)
베델과 공동 개발
주요 특징
￮완전 건식 설계로 인해 유압 브레이크 배관 및 브레이크 오일을 완전히 배제하고 있습니다.
￮각 바퀴에 독립된 브레이크 모터가 장착되어 있어, 브레이크 캘리퍼를 개별적으로 조입니다.
￮제동 반응 속도는 기존의 유압 방식보다 약 100ms 빠르며, 시속 120km에서의 제동 거리는 약 3m 단축됩니다.
스티어 바이 와이어
전륜 스티어 바이 와이어(Nexteer)
주요 특징:
￮기계식 스티어링 컬럼의 물리적 하드 연결이 제거되었습니다.
￮조향비는 차속을 따라 연속적으로 변화합니다.
￮3중 안전 이중화(메인 ECU + 백업 채널 + 기계적 고장 방지 전략)
Li Auto는 800V 풀 액티브 서스펜션을 기반으로, 편리한 타이어 교체, ‘One-arm push-up’, 오프로드 탈출과 같은 새로운 기능 시나리오도 도입했습니다.
'One-arm push-up': 차량 전부의 한쪽을 독립적으로 빠르게 내리거나 올립니다.
오프로드 탈출: 차량이 모래에 약간 빠진 경우, 800V 액티브 서스펜션이 위아래로 '박동'하기 시작합니다. 누를 때마다 마치 보이지 않는 손이 땅을 두드리는 것처럼, 타이어와 모래 사이의 접촉 압력과 마찰이 변화합니다. 이 동작을 몇 번만 반복하면 차량은 스스로 위기에서 벗어날 수 있어, 외부로부터의 구조가 필요 없어집니다. 만약 차량이 심하게 빠진 상황이라 하더라도, 바퀴 하나당 10,000N을 초과하는 리프팅력이 중요한 역할을 합니다. 서스펜션이 빠진 바퀴를 능동적으로 들어 올려 최저 지상고를 확보하면, 모래판을 끼우기만 해도 차량은 쉽게 탈출할 수 있습니다.
편리한 타이어 교체: 서스펜션이 해당 바퀴를 자동으로 들어 올려 타이어가 지면에서 완전히 떨어지므로, 충분한 작업 공간을 확보할 수 있습니다. 잭이 필요 없으며, 간단하게 교체할 수 있습니다.
섀시 제어와 관련하여, Li L9 Livis에는 자체 개발한 5나노미터 자동차 등급 'Mach 100' 칩 2개가 탑재되어 있으며, 총 연산 능력은 최대 2560 TOPS에 달할 전망입니다. Mach M100에는 차량 제어 전용 영역이 설계되어 있으며, 100-200 TOPS의 연산 능력이 섀시 제어를 위해 확보되어 있습니다. 스티어링, 브레이크, 서스펜션 시스템의 소프트웨어는 모두 Li Auto가 개발한 것으로, 코드는 동일한 아키텍처 내에 있으며 데이터는 자연스럽게 상호 연결되어 있습니다.
차종 사례 - NIO ES9
2026년 5월에 출시된 NIO ES9에는 NIO Skyride 지능형 섀시가 탑재되어 있습니다. 해당 X-by-wire 액추에이터에는 Skyride 풀 액티브 서스펜션, Skyride 사륜 스티어-바이-와이어, 그리고 전기유압식 브레이크(EHB)가 포함됩니다. 섀시 제어에는 VMC(Vehicle Motion Control)가 채택되어 있습니다.
중앙의 지능형 컴퓨팅 플랫폼을 핵심으로, NIO VMC는 풀 액티브 서스펜션, 스티어 바이 와이어, 후륜 조향, 전기 구동, 브레이크 등의 실행 유닛을 밀리초 수준의 응답성을 갖춘 협업 네트워크로 통합하고 있습니다. 또한, VMC는 콕핏 영역 및 차체 영역과도 연동되어 있어, 지능형 고해상도 프로젝터 헤드라이트, 실내 앰비언트 라이트, 전동 도어, 전동 리어 윙 등의 구성 요소도 섀시와 연동할 수 있습니다(기능 사례 - NIO ET9의 'SkyRide Dance').
VMC는 전면 및 후면 ZCU와 중앙 컴퓨팅 클러스터 간에 작동하며, 클라우드 데이터 처리 능력을 결합하여 2,100개 이상의 차량 동역학 매개변수를 10ms 미만의 작업 처리 지연 시간으로 관리합니다.
이 소프트웨어 및 하드웨어(중앙 컴퓨팅 + 크로스 도메인 통합 + VMC 제어)를 기반으로, NIO ES9는 고속 주행 중 타이어 펑크 발생 시 안전 제어, 속도 제한턱 감지 없이 통과, 빙설 노면에서의 '샴페인 타워 스턴트', 그리고 지능형 높이 제한 보조 기능 등 일련의 섀시 제어 기능을 구현하고 있습니다.
2. VMC가 자율주행과 섀시 액추에이터를 연동
자율주행은 레벨 3 이상으로 발전하고 있습니다. 기존의 분산 제어 아키텍처로는 고도 자율 주행에 요구되는 응답 속도나 협업 정밀도와 같은 까다로운 요건을 충족할 수 없습니다. 그 때문에 '섀시 협업 제어'에 대한 수요가 증가하고 있습니다. VMC는 널리 보급된 솔루션으로 자리 잡았으며, 많은 OEM 업체들로부터 지지를 받고 있습니다. NIO의 엔지니어는 다음과 같이 말했습니다. '자율주행 시스템이 스티어링, 브레이크, 서스펜션 등 5-6개의 컨트롤러 인터페이스를 호출해야 하는 경우, VMC가 없다면 대참사가 발생할 것입니다. VMC는 자율주행의 인지 기능과 섀시의 작동을 연결하는 통합 인터페이스여야 합니다. '
SAIC IM은 중국에서 가장 먼저 VMC 솔루션을 도입한 OEM 중 하나이며, 현재 이 솔루션은 버전 3.0으로 발전하여 SAIC IM의 모든 차종에 탑재되어 있습니다.
버전 1.0은 2024년 5월에 출시되었습니다. 소프트웨어 수준에서는 6자유도를 통해 차체 자세의 3방향(X, Y, Z)에 대한 협동 제어를 실현하여, 에어 스프링의 높이, 쇼크 업소버의 감쇠력, 전자식 주차 브레이크 등의 기능을 통합적으로 조정 및 제어할 수 있습니다.
2024년 9월에 출시된 버전 2.0은 OTA를 지원합니다. 섀시는 지능형 주행 도메인과 통합되었으며, 타이어 펑크 시 안정성 제어 시스템이 추가되었습니다. LiDAR와 휠 속도 센서의 데이터를 융합하여 타이어 펑크를 감지하고, 200ms 이내에 긴급 대응을 시작할 수 있습니다. 시속 220km에서 실시한 고속 타이어 펑크 시험에서 시스템은 뒷바퀴의 역조향과 한쪽 브레이크를 협동 제어함으로써 차량의 횡이동을 0.5미터 이내로 억제했습니다.
버전 3.0은 2025년 11월에 출시되어 IM LS9에 탑재되었습니다. 섀시가 실행 가능한 크로스 도메인 제어 항목의 수가 14개로 늘어났으며, 차량 동역학을 실시간으로 조정함으로써 흔들림의 진폭을 줄이고 멀미를 억제할 수 있게 되었습니다. 액티브 전복 방지 기능이 버전 3.0으로 업그레이드되었습니다. 긴급 회피 시, 지능형 사륜 조향 시스템을 통한 최고 속도 제어로 전복 위험을 최대 54%까지 줄일 수 있습니다.
목차
제1장 풀 섀시 바이 와이어 솔루션군이 첫등장, EMB가 처음으로 양산·보급을 단행한다.
제1장 800 V풀 액티브 서스펜션
제2장 전기 기계식 브레이크(EMB)
제3장 Steer-by-Wire
제2장 VMC 링크 지능형 드라이빙과 섀시 액추에이터
제320장 총 페이지수
제1장 승용차 섀시 영역 제어와 섀시 영역간통합 개요
제2장 승용차 섀시 크로스 도메인 통합 용도 시나리오
제3장 승용차 섀시 영역 제어와 섀시 영역간 통합 제품 레이아웃 요약과 동향
제4장 OEM 각사 섀시 도메인 제어와 섀시 크로스 도메인 통합 레이아웃
LSHChassis Control Research: Mass Production of Full Chassis-by-Wire Solutions Starts
1. A Cluster of Full Chassis-by-Wire Solutions Make Their Debut, and EMB Enters Mass Production and Adoption for the First Time
At the 2026 Beijing International Automotive Exhibition, multiple OEMs launched full chassis-by-wire solutions. Flagship SUVs such as the Li L9 Livis, NIO ES9, XPeng GX, IM LS8, and new AITO M9 made their debut. The 2026 Beijing International Automotive Exhibition is considered by the industry as the kick-off of the era of fully active intelligent chassis.
Vehicle Model Case (1): Li L9 Livis
Li L9 Livis, released in April 2026, has been completely refreshed in appearance and interior, and is equipped with 800V fully active suspension, EMB and front wheel steer-by-wire for the first time. Main Features of complete chassis-by-wire of Li L9 Livis include:
- 800V Fully Active Suspension
Main components: Air spring + dual-valve CDC vibration damper + 800V hydraulic pump. Auxiliary high-pressure oil pipes and completely self-developed adjustment and control software
Working Principle:
￮First stage: It filters minor vibrations passively, mainly relying on conventional air springs and dual-valve CDC dampers. It adjusts the solenoid valve of CDC with a current control accuracy of 1 ms, and the maximum response speed of the solenoid valve reaches 5 ms.
￮Second stage: The vehicle body posture is controlled mainly by the 800V hydraulic pump. When it is found that the body is about to roll or pitch, the hydraulic pump applies additional hydraulic pressure to that side to support it. The function of the hydraulic pump is to support the "displacement" of the body, and the response speed is tens of milliseconds.
Electromechanical Brake (EMB)
Co-developed with Bethel
Main Features:
￮Fully dry design completely eliminates hydraulic brake pipelines and brake fluid.
￮Independent brake motors at each wheel clamp the brake calipers separately.
￮The braking response is about 100ms faster than traditional hydraulic pressure, and the braking distance at 120km/h is shortened by about 3m.
Steer-by-wire
Front wheel steer-by-wire (Nexteer)
Main Features:
￮The physical hard connection of the mechanical steering column is eliminated.
￮The steering ratio is continuously variable with vehicle speed.
￮Triple safety redundancy (main ECU + backup channel + mechanical failure protection strategy)
Based on the 800V fully active suspension, Li Auto also launched new function scenarios such as convenient tire changing, "one-arm push-ups" and off-road escape.
"One-arm push-ups": One side of the vehicle front is rapidly lowered and lifted independently.
Off-road escape: When the vehicle is slightly stuck in the sand, the 800V active suspension begins to "beat" up and down. Every time you press down, it is like an invisible hand tapping the ground, changing the contact pressure and friction between the tire and the sand. After applying force several times in a row, the vehicle can get out of trouble on its own and no longer requires external rescue. If the vehicle is severely stuck, the lifting force of more than 10,000N on a single wheel begins to play a key role. The suspension can actively lift trapped wheels to create ground clearance, and the vehicle can easily escape by simply inserting a sandboard.
Convenient tire changing: The suspension can automatically lift the corresponding wheel, so that the tire is completely lifted off the ground, with ample operating space, no need for a jack, and easy replacement
In terms of chassis control, Li L9 Livis is equipped with two self-developed 5-nanometer automotive-grade "Mach 100" chips, with a total computing power of up to 2560 TOPS. An exclusive area for vehicle control is designed in Mach M100, and one to two hundred TOPS of computing power is reserved for chassis control. The software for the steering, braking, and suspension systems is all developed Li Auto, with code within the same architecture and naturally interconnected data
Vehicle Model Case (2): NIO ES9
NIO ES9, launched in May 2026, is equipped with NIO Skyride Intelligent Chassis. Its X-by-wire actuators include Skyride Fully Active Suspension, Skyride Four-Wheel Steer-by-Wire and Electro-Hydraulic Brake (EHB). For chassis control, it uses VMC (Vehicle Motion Control).
With the central intelligent computing platform as the core, NIO VMC weaves fully active suspension, steer-by-wire, rear-wheel steering, electric drive, braking and other execution units into a collaborative network with millisecond-level response. In addition, VMC also "shakes hands" with the cockpit domain and the body domain, allowing components such as intelligent high-definition projector headlights, interior ambient lights, electric doors, and electric rear wings to also be linked with the chassis (functional case: "SkyRide Dance" of NIO ET9).
VMC runs between the front & rear ZCUs and the central computing cluster, and combines cloud data processing capabilities to manage more than 2,100 vehicle dynamics parameters with the task processing latency of <10ms.
Based on the software and hardware (central computing + cross-domain integration + VMC control), NIO ES9 can achieve a series of chassis control functions such as high-speed tire puncture safety control, senseless passing through speed bumps, Champagne Tower Stunt on ice and snow pavements, and intelligent height limit assistance.
2. VMC Links Intelligent Driving and Chassis Actuator
Intelligent driving is developing towards L3 and above levels. The traditional distributed control architecture cannot meet the stringent requirements of high-level intelligent driving for response speed and collaborative accuracy, which has given rise to the demand for "chassis collaborative control". VMC has become a popular solution and is favored by many OEMs. As NIO engineers said: "If the intelligent driving system has to call five or six controller interfaces such as steering, braking, and suspension, it will be a disaster without VMC. VMC must become the unified interface that connects the perception of intelligent driving to the actuation of the chassis. "
SAIC IM is one of the first OEMs in China to adopt the VMC solution which has now been iterated to version 3.0 and is installed on all vehicle models of SAIC IM.
Version 1.0 was released in May 2024. At the software level, the coordinated control of the body posture in the three directions (X, Y, and Z) with six degrees of freedom can be realized, and functions such as air spring height, shock absorber damping, and electronic parking can be uniformly adjusted and controlled.
Version 2.0, released in September 2024, supports OTA. The chassis is integrated with the intelligent driving domain, and a tire puncture stability control system is added. Through the data fusion of LiDAR and wheel speed sensors, tire punctures can be identified and emergency solutions can be initiated within 200ms. In the 220km/h high-speed tire puncture test, the system controlled the vehicle offset within 0.5 meters through the coordinated control of rear wheel reverse deflection and unilateral braking.
Version 3.0 was released in November 2025 and installed on IM LS9. The number of cross-domain control items that the chassis can carry out has been increased to 14, and vehicle dynamics can be adjusted in real time to suppress motion sickness by reducing the swing amplitude. Active anti-rollover has been upgraded to version 3.0. During emergency avoidance, the top speed control over intelligent four-wheel steering can reduce the risk of rollover by up to 54%.
Table of Contents
Chassis Control Research: Mass Production of Full Chassis-by-Wire Solutions Starts
1. A Cluster of Full Chassis-by-Wire Solutions Make Their Debut, and EMB Enters Mass Production and Adoption for the First Time
At the 2026 Beijing International Automotive Exhibition, multiple OEMs launched full chassis-by-wire solutions. Flagship SUVs such as the Li L9 Livis, NIO ES9, XPeng GX, IM LS8, and new AITO M9 made their debut. The 2026 Beijing International Automotive Exhibition is considered by the industry as the kick-off of the era of fully active intelligent chassis.
Summary of Some Full Chassis-by-Wire Solutions
Source: ResearchInChina
Vehicle Model Case (1): Li L9 Livis
Li L9 Livis, released in April 2026, has been completely refreshed in appearance and interior, and is equipped with 800V fully active suspension, EMB and front wheel steer-by-wire for the first time. Main Features of complete chassis-by-wire of Li L9 Livis include:
1. 800V Fully Active Suspension
Main components: Air spring + dual-valve CDC vibration damper + 800V hydraulic pump. Auxiliary high-pressure oil pipes and completely self-developed adjustment and control software
Working Principle:
￮First stage: It filters minor vibrations passively, mainly relying on conventional air springs and dual-valve CDC dampers. It adjusts the solenoid valve of CDC with a current control accuracy of 1 ms, and the maximum response speed of the solenoid valve reaches 5 ms.
￮Second stage: The vehicle body posture is controlled mainly by the 800V hydraulic pump. When it is found that the body is about to roll or pitch, the hydraulic pump applies additional hydraulic pressure to that side to support it. The function of the hydraulic pump is to support the "displacement" of the body, and the response speed is tens of milliseconds.
2. Electromechanical Brake (EMB)
Co-developed with Bethel
Main Features:
￮Fully dry design completely eliminates hydraulic brake pipelines and brake fluid.
￮Independent brake motors at each wheel clamp the brake calipers separately.
￮The braking response is about 100ms faster than traditional hydraulic pressure, and the braking distance at 120km/h is shortened by about 3m.
3. Steer-by-wire
Front wheel steer-by-wire (Nexteer)
Main Features:
￮The physical hard connection of the mechanical steering column is eliminated.
￮The steering ratio is continuously variable with vehicle speed.
￮Triple safety redundancy (main ECU + backup channel + mechanical failure protection strategy)
Based on the 800V fully active suspension, Li Auto also launched new function scenarios such as convenient tire changing, "one-arm push-ups" and off-road escape.
"One-arm push-ups": One side of the vehicle front is rapidly lowered and lifted independently.
Off-road escape: When the vehicle is slightly stuck in the sand, the 800V active suspension begins to "beat" up and down. Every time you press down, it is like an invisible hand tapping the ground, changing the contact pressure and friction between the tire and the sand. After applying force several times in a row, the vehicle can get out of trouble on its own and no longer requires external rescue. If the vehicle is severely stuck, the lifting force of more than 10,000N on a single wheel begins to play a key role. The suspension can actively lift trapped wheels to create ground clearance, and the vehicle can easily escape by simply inserting a sandboard.
Convenient tire changing: The suspension can automatically lift the corresponding wheel, so that the tire is completely lifted off the ground, with ample operating space, no need for a jack, and easy replacement
In terms of chassis control, Li L9 Livis is equipped with two self-developed 5-nanometer automotive-grade "Mach 100" chips, with a total computing power of up to 2560 TOPS. An exclusive area for vehicle control is designed in Mach M100, and one to two hundred TOPS of computing power is reserved for chassis control. The software for the steering, braking, and suspension systems is all developed Li Auto, with code within the same architecture and naturally interconnected data
Vehicle Model Case (2): NIO ES9
NIO ES9, launched in May 2026, is equipped with NIO Skyride Intelligent Chassis. Its X-by-wire actuators include Skyride Fully Active Suspension, Skyride Four-Wheel Steer-by-Wire and Electro-Hydraulic Brake (EHB). For chassis control, it uses VMC (Vehicle Motion Control).
With the central intelligent computing platform as the core, NIO VMC weaves fully active suspension, steer-by-wire, rear-wheel steering, electric drive, braking and other execution units into a collaborative network with millisecond-level response. In addition, VMC also "shakes hands" with the cockpit domain and the body domain, allowing components such as intelligent high-definition projector headlights, interior ambient lights, electric doors, and electric rear wings to also be linked with the chassis (functional case: "SkyRide Dance" of NIO ET9).
VMC runs between the front & rear ZCUs and the central computing cluster, and combines cloud data processing capabilities to manage more than 2,100 vehicle dynamics parameters with the task processing latency of <10ms.
Based on the software and hardware (central computing + cross-domain integration + VMC control), NIO ES9 can achieve a series of chassis control functions such as high-speed tire puncture safety control, senseless passing through speed bumps, Champagne Tower Stunt on ice and snow pavements, and intelligent height limit assistance.
NIO Skyride Intelligent Chassis
Source: NIO
2. VMC Links Intelligent Driving and Chassis Actuator
Intelligent driving is developing towards L3 and above levels. The traditional distributed control architecture cannot meet the stringent requirements of high-level intelligent driving for response speed and collaborative accuracy, which has given rise to the demand for "chassis collaborative control". VMC has become a popular solution and is favored by many OEMs. As NIO engineers said: "If the intelligent driving system has to call five or six controller interfaces such as steering, braking, and suspension, it will be a disaster without VMC. VMC must become the unified interface that connects the perception of intelligent driving to the actuation of the chassis. "
Summary of VMC Solutions of Some OEMs
Source: ResearchInChina
SAIC IM is one of the first OEMs in China to adopt the VMC solution which has now been iterated to version 3.0 and is installed on all vehicle models of SAIC IM.
Version 1.0 was released in May 2024. At the software level, the coordinated control of the body posture in the three directions (X, Y, and Z) with six degrees of freedom can be realized, and functions such as air spring height, shock absorber damping, and electronic parking can be uniformly adjusted and controlled.
Version 2.0, released in September 2024, supports OTA. The chassis is integrated with the intelligent driving domain, and a tire puncture stability control system is added. Through the data fusion of LiDAR and wheel speed sensors, tire punctures can be identified and emergency solutions can be initiated within 200ms. In the 220km/h high-speed tire puncture test, the system controlled the vehicle offset within 0.5 meters through the coordinated control of rear wheel reverse deflection and unilateral braking.
Version 3.0 was released in November 2025 and installed on IM LS9. The number of cross-domain control items that the chassis can carry out has been increased to 14, and vehicle dynamics can be adjusted in real time to suppress motion sickness by reducing the swing amplitude. Active anti-rollover has been upgraded to version 3.0. During emergency avoidance, the top speed control over intelligent four-wheel steering can reduce the risk of rollover by up to 54%.
Contents
320 pages in total
1 Overview of Passenger Car Chassis Domain Control and Chassis Cross-Domain Integration
Evolution of Intelligent Vehicle EEAs
Concept of Chassis Domain
Evolution Trends of Intelligent Chassis
Evolution of Chassis Integrated Control Architectures (1-3)
Lateral-Longitudinal-Vertical Integrated Chassis Control Architecture
Cross-Domain Integration of Intelligent Vehicles
Evolution Logic of Cross-Domain Integration
Considerations for Cross-Domain Integration
Typical Trends of Cross-Domain Integration
Domain Control under Cross-Domain Integration
Classification of Cross-Domain Integration Platforms for Intelligent Vehicles
Cross-Domain Integration of Chassis (1)
Cross-Domain Integration of Chassis (2)
2 Cross-Domain Integration Application Scenarios of Passenger Car Chassis
Chassis Cross-Domain Integration Application Cases (1): Summary of OEMs' High-Speed Tire Blowout Stability Control Applications (1)
Chassis Cross-Domain Integration Application Cases (1): Summary of OEMs' High-Speed Tire Blowout Stability Control Applications (2)
Chassis Cross-Domain Integration Application Cases (1): Logic of High-Speed Tire Blowout Stability Control (1)
Chassis Cross-Domain Integration Application Cases (1): Logic of High-Speed Tire Blowout Stability Control (2)
Chassis Cross-Domain Integration Application Cases (1): Cases of Vehicle Models with High-Speed Tire Blowout Stability Control
Chassis Cross-Domain Integration Application Cases (1): Evolution of High-Speed Tire Blowout Stability Control
Chassis Cross-Domain Integration Application Cases (2): Summary of OEMs' Wet & Slippery Pavement Control Applications (1)
Chassis Cross-Domain Integration Application Cases (2): Summary of OEMs' Wet & Slippery Pavement Control Applications (2)
Chassis Cross-Domain Integration Application Cases (2): Principle of Wet & Slippery Pavement Control
Chassis Cross-Domain Integration Application Cases (2): OEMs' Wet & Slippery Pavement Control Application Cases (1)
Chassis Cross-Domain Integration Application Cases (2): OEMs' Wet & Slippery Pavement Control Application Cases (2)
Chassis Cross-Domain Integration Application Cases (3-8)
3 Summary and Trends of Passenger Car Chassis Domain Control and Chassis Cross-Domain Integration Product Layout
- 3.1 Summary of Chassis Control Solutions under "Central Computing + Zonal Control" Architecture
- Advantages of Zonal Control
- Types of ZCUs
- Summary of Chassis Control Solutions under "Central Computing + Zonal Control" Architecture (1)
- Summary of Chassis Control Solutions under "Central Computing + Zonal Control" Architecture (2)
- Summary of Chassis Control Solutions under "Central Computing + Zonal Control" Architecture (3)
- Chassis Control Cases under Central Computing Architecture (1): NIO ET9 (1)
- Chassis Control Cases under Central Computing Architecture (1): NIO ET9 (2)
- Chassis Control Cases under Central Computing Architecture (2)
- Chassis Control Cases under Central Computing Architecture (3)
- Chassis Control Cases under Central Computing Architecture (4): Li L9 Livis
- Chassis Control Cases under Central Computing Architecture (5)
- Chassis Control Cases under Central Computing Architecture (6)
- Chassis Control Cases under Central Computing Architecture (7)
- Chassis Control Cases under Central Computing Architecture (8)
- 3.2 Summary of Vehicle Motion Control (VMC) Solutions
- Summary of VMC Solutions (1)
- Summary of VMC Solutions (2)
- Summary of VMC Solutions (3)
- Cases of Vehicle Models with VMC Solutions (1)
- Cases of Vehicle Models with VMC Solutions (2)
- Cases of Vehicle Models with VMC Solutions (3)
- 3.3 Summary of Chassis Control Solutions under "Quasi Central Computing + Zonal Control/Distributed" Architectures
- Summary of Chassis Control Solutions under "Quasi Central Computing + Zonal Control/Distributed" Architectures (1)
- Summary of Chassis Control Solutions under "Quasi Central Computing + Zonal Control/Distributed" Architectures (2)
- Cases of Vehicle Models with Chassis Control Solutions under "Quasi Central Computing + Zonal Control/Distributed" Architectures (1)
- Cases of Vehicle Models with Chassis Control Solutions under "Quasi Central Computing + Zonal Control/Distributed" Architectures (2)
- 3.4 Summary of Passenger Car Chassis Domain Control and Cross-Domain Integration Trends
- Trend 1: Application of AI in Chassis Control
- AI Promotes Multi-Domain Intelligent Integration of Vehicles
- AI Drives Cross-Domain Integration of "Intelligent Driving + Chassis"
- AI Drives Cross-Domain Integration of Chassis and Powertrain to Achieve Precise Motion Control
- Application of AI in Chassis Control
- OEM Chassis AI Application Cases (1)
- OEM Chassis AI Application Cases (2)
- Trend 2
- Trend 3
4 Chassis Domain Control and Chassis Cross-Domain Integration Layout of OEMs
- 4.1 NIO
- Chassis Control Solutions under Different EEAs
- Summary of Chassis Control Software and Hardware Solutions
- Cases of New Chassis Control Functions
- Chassis Domain Controller Solutions: ICC (1)
- Chassis Domain Controller Solutions: Main Features of ICC (2)
- Chassis Domain Controller Solutions: Controllable Module of Chassis Domain Controller
- Chassis Domain Controller Solutions: ICC Application Cases (1)
- Chassis Domain Controller Solutions: ICC Application Cases (2)
- Chassis Cross-Domain Integration Software Foundation
- Chassis Cross-Domain Integration Hardware Foundation: Central Computing Platform (1)
- Chassis Cross-Domain Integration Hardware Foundation: Central Computing Platform (2)
- VMC System under Chassis Cross-Domain Integration
- Chassis Cross-Domain Integration Application Cases (1): Digital Architecture of New ES8
- Chassis Cross-Domain Integration Application Cases (1): Chassis of New ES8
- Chassis Cross-Domain Integration Application Cases (1): Cases of New Chassis Functions of New ES8 (1)
- Chassis Cross-Domain Integration Application Cases (1): Cases of New Chassis Functions of New ES8 (2)
- Chassis Cross-Domain Integration Application Cases (2): Digital Architecture of ES9
- Chassis Cross-Domain Integration Application Cases (2): Intelligent Chassis Architecture of ES9 (1)
- Chassis Cross-Domain Integration Application Cases (2): Intelligent Chassis Architecture of ES9 (2)
- Chassis Cross-Domain Integration Application Cases (2): Cases of New Chassis Functions of New ES9
- 4.2 Xpeng
- Chassis Control Solutions under Different EEAs
- Summary of Chassis Control Software and Hardware Solutions
- Cases of New Chassis Control Functions (1)
- Cases of New Chassis Control Functions (2)
- Digital Architecture of GX (1)
- Digital Architecture of GX (2)
- "Next-Generation Native Chassis-by-Wire" of GX
- Cases of New Functions under Chassis Cross-Domain Integration of GX
- Chassis Cross-Domain Integration Application Cases: Digital Architecture of X9 (1)
- Chassis Cross-Domain Integration Application Cases: Digital Architecture of X9 (2)
- Digital Architecture of G7
- Chassis of G7: Taiji AI Chassis (1)
- Chassis of G7: Taiji AI Chassis (2)
- Cross-Domain Integration Cases (1)
- Cross-Domain Integration Cases (2)
- Cross-Domain Integration Cases (3)
- Cross-Domain Integration Cases (4)
- 4.3 Li Auto
- Chassis Control Solutions under Different EEAs
- Summary of Chassis Control Software and Hardware Solutions
- Cases of New Chassis Control Functions
- Evolution of EEAs
- Central Computing Unit under LEEA 3.0
- Chassis Cross-Domain Integration Products
- Digital Architecture and Chassis Control of L9
- Digital Architecture of L9 Livis
- Full Chassis-by-Wire of L9 Livis (1)
- Full Chassis-by-Wire of L9 Livis (2)
- Vehicle Control System (1)
- Vehicle Control System (2)
- Vehicle Control System (3)
- Chassis Application Cases of Vehicle Control System
- Digital Architecture and Chassis Control Layout of MAGA
- 4.4 Xiaomi
- 4.5 Leapmotor
- 4.6 Harmony Intelligent Mobility Alliance (HIMA)
- 4.7 SAIC IM
- Chassis Control Solutions under Different EEAs
- Summary of Chassis Control Software and Hardware Solutions
- Cases of New Chassis Control Functions
- Iteration of Vehicle Motion Control (VMC) Platform (1)
- Iteration of Vehicle Motion Control (VMC) Platform (2)
- Iteration of Vehicle Motion Control (VMC) Platform (3)
- Digital Architecture and Chassis Control Solution of LS9
- Digital Architecture and Chassis Control Solution of LS8 (1)
- Digital Architecture and Chassis Control Solution of LS8 (2)
- New Functions of Cross-Domain Integration of Chassis and Intelligent Driving (1)
- New Functions of Cross-Domain Integration of Chassis and Intelligent Driving (2)
- 4.8 Voyah
- Chassis Control Solutions under Different EEAs
- Summary of Chassis Control Software and Hardware Solutions
- Cases of New Chassis Control Functions
- Chassis Control Solutions (1)
- Chassis Control Solutions (2)
- Digital Architecture of Titan (1)
- Digital Architecture of Titan (2)
- Chassis Control Solution of Titan
- 4.9 Geely & ZEEKR
- Geely: Chassis Control Solutions under Different EEAs
- Geely: Summary of Chassis Control Software and Hardware Solutions
- Geely: Iteration of EEAs
- Geely: Early Chassis Control Solutions (1)
- Geely: Early Chassis Control Solutions (2)
- Geely: Early Chassis Control Solutions (3)
- Geely: Early Chassis Control Solutions (4)
- Geely: Current Chassis Control Solution
- Geely: Intra-Chassis-Domain Integrated Control Technology
- Geely: Digital Chassis Technology Breakthrough Directions
- Geely: Chassis Cross-Domain Integration Directions
- Geely: Chassis Control Safety Redundancy Arrangement
- Geely: Integration of Chassis Control and AI
- Geely: Chassis Control Solution of Galaxy M9
- Geely: New Chassis Functions (1)
- Geely: New Chassis Functions (2)
- Geely: New Chassis Functions (3)
- Geely: New Chassis Functions (4)
- ZEEKR: Chassis Control Solutions under Different EEAs
- ZEEKR: Summary of Chassis Control Software and Hardware Solutions
- ZEEKR: EEA Design
- ZEEKR: Chassis Control Software Solution
- ZEEKR: Chassis Control Solution of 9X
- ZEEKR: New Functions of Cross-Domain Integration of Chassis and Intelligent Driving
- 4.10 Changan
- Chassis Control Solutions under Different EEAs
- Summary of Chassis Control Software and Hardware Solutions
- Cases of New Chassis Control Functions
- Planning of Brand Strategy 2.0
- New Vehicle Model Architecture under Brand Strategy 2.0
- Chassis Control Solution under Brand Strategy 2.0
- New Intelligent Automotive Brand
- Chassis Solution under New Intelligent Automotive Brand
- Scenarios of Chassis Solutions under New Intelligent Automotive Brand
- Chassis Control Application Cases
- 4.11 BYD
- 4.12 Great Wall Motor
- 4.13 Chery
- 4.14 GAC
- 4.15 FAW Hongqi
- 4.16 Avatr
- 4.17 Tesla
- 4.18 Mercedes-Benz
- 4.19 BMW
- 4.20 Toyota
- 4.21 GM
