2022年6月8日

像Neolix這樣的創業公司和其他由汽車製造商支持的公司，比如豪摩。由長城汽車(Great Wall motor)於2019年成立的人工智能(AI)也加入了這場競爭。這些公司除了與餐廳和超市合作運營自動駕駛汽車外，還向在線零售商和物流公司提供自動駕駛汽車。在3月底開始的大約兩個月的封城期間，無人駕駛送貨車輛在上海發揮了關鍵作用。據當地媒體報道，超過500輛這樣的車輛被部署。研究公司愛易網(Iyiou)預計，今年將有5000輛自動駕駛配送車輛行駛在公共道路上，而2021年為2000輛，到2025年將增至6萬輛。一個電動汽車貿易組織表示，未來這一數字可能達到500萬輛。包括美國Nuro和Starship Technologies在內的中國以外的初創企業，也在擴大無人駕駛送貨車輛的覆蓋範圍。但國泰君安證券(Guotai Junan Securities)在最近的一份報告中表示，它們“與中國企業相比還差得遠。”該報告稱，中國在這一領域預計將超過美國，因為京東和其他零售商都計劃在未來三年內推出至少1萬輛汽車。挑戰依然存在。 These vehicles cost about RMB 100,000 to RMB 300,000 apiece, but when maintenance costs are factored in, they look pricier than paying delivery drivers. Some players are bullish, with Neolix CEO Yu Enyuan predicting that the vehicle cost will be halved in three to five years, but this remains to be seen. Another challenge is navigating narrow alleys, crowded areas and confusing street patterns. Deliveries in Shanghai require human help in many cases, local media report. Legal and regulatory infrastructure is also needed. Municipal permits generally restrict areas for driving, and liability in the event of an accident is unclear. Self-driving delivery vehicles will start to grow widespread in around 2026, Iyiou predicts. But it also says that owing to technology and policy restrictions, the vehicles face “a long road to commercialization.” This article first appeared on Nikkei Asia . It has been republished here as part of 36Kr’s ongoing partnership with Nikkei . Share