1. Unmatched Product Quality and Certifications

Automotive connector terminals must withstand extreme conditions, including vibrations, temperature fluctuations, and exposure to moisture or chemicals. At Suqin, quality is non-negotiable. Our terminals are engineered using high-grade materials like copper alloys, tin-plated brass, and nickel-coated finishes to ensure long-term durability and optimal electrical conductivity.

Our products comply with international standards such as ISO 9001, IATF 16949, and UL certifications, guaranteeing adherence to automotive industry benchmarks. By partnering with Suqin, you eliminate risks associated with subpar components, ensuring your vehicles meet safety and performance expectations.

2. Comprehensive Product Range: Standard & Custom Solutions

No two automotive projects are identical, which is why Suqin offers both standard connector terminals and custom/OEM alternatives. Our inventory includes:

Wire-to-Board Terminals: For secure connections in harsh environments.

PCB Terminals: Designed for compact, high-density applications.

Waterproof Terminals: Rated IP67/IP68 for applications exposed to moisture.

High-Current Terminals: Capable of handling up to 100A for EV charging systems.

If your project requires bespoke designs, our in-house R&D team collaborates closely with clients to develop tailor-made solutions that align with your specifications. This flexibility ensures you never have to compromise on performance or design.

3. Cutting-Edge Technology and Manufacturing Precision

At Suqin, we leverage advanced manufacturing processes, including precision stamping, automated assembly, and rigorous testing protocols. Our terminals undergo 100% electrical testing, salt spray tests, and high-temperature aging trials to ensure flawless performance.

Our state-of-the-art facility in Suzhou integrates AI-driven quality control systems, minimizing human error and ensuring consistency across batches. Whether you need 500 or 500,000 terminals, you can trust Suqin to deliver flawless components on time.

4. Industry Expertise and Technical Support

With over a decade of experience as a trusted auto connector terminal supplier, Suqin’s team possesses deep technical knowledge of automotive systems. We don’t just sell products—we educate and collaborate with clients to optimize their designs.

Our engineers provide free design consultations, material selection guidance, and failure analysis support to help you avoid costly mistakes. Whether you’re developing electric vehicle (EV) charging infrastructure or ADAS systems, we’re here to ensure your terminals perform flawlessly.

5. Competitive Pricing and Reliable Global Delivery

Despite our premium quality, Suqin offers cost-effective solutions without compromising on performance. By optimizing our supply chain and leveraging economies of scale, we provide competitive pricing compared to European or North American suppliers.

Our global logistics network ensures timely delivery to destinations worldwide. Whether you’re in Europe, North America, or Asia, we offer flexible shipping options, including express delivery for urgent orders.

Why Choose Suqin?

As an auto connector terminal supplier, Suqin combines technical excellence, product innovation, and customer-centric service to deliver unmatched value. Our commitment to sustainability (we use eco-friendly packaging and recyclable materials) and ethical sourcing further strengthens our reputation as a responsible partner.

Visit our website at www.suqinszconnectors.com to explore our full product catalog, request free samples, or connect with our team for a custom quote.

The post Top 5 Reasons to Choose Suqin as Your Auto Connector Terminal Supplier first appeared on suqinszconnectors.com.

1. Market Trends & Industry Demand

2. Key Company Updates & Innovations

3. Material & Manufacturing Breakthroughs

 

4. Geopolitical & Supply Chain Shifts

5. Major Industry Events

Future Outlook

The post Latest News in Connectors & Crimp Terminals: TE Connectivity, Amphenol Updates (April 2025) first appeared on suqinszconnectors.com.

TE Automotive Division and Industrial and Commercial Transportation Division will display innovative technologies in solutions and intelligent manufacturing, industry chain synergy, electrification and intelligentization, lightweight connection, and lightweight connection at this exhibition. Relying on the accumulation of more than 30 years of rooting in China and deep cultivation in the local area, TE aims to continue to empower industry innovation with industry partners and help customers win the future, with the further significant development trend of China’s automotive industry chain ecological synergy.

Tyco Electronics stand at the Shanghai Electronics Fair in Munich 2024

Winning in complete, worry-free capacity

Car buyers pay more and more attention to intelligence. In this year’s exhibition, TE Automotive Division will be the first global debut of a high-speed high-frequency connectivity one-stop solution, around autonomous driving, intelligent cockpit, and intelligent Internet three smart car core application areas to show the focus on intelligent automotive applications of the connectivity solution.TE can provide customers with a wealth of interfaces, bits, angles, protection, shielding, snap positions, and cable types to choose from. In addition, TE is showcasing next-generation hybrid solutions that provide future-proof connectivity options for data links in the trend toward integration. The products and solutions on display are entirely developed and manufactured in China, so customers can be assured of a worry-free choice and capacity.

Tyco Electronic Automotive is the world’s first one-stop solution for high-speed and high-frequency connectivity

Winning with Innovation, Faster and Better

With the development of battery and charging technology, electric vehicles are overcoming the technical challenge of “mileage anxiety”. In this exhibition, TE Automotive showcased a one-stop solution for electric vehicle connectivity, comprehensively demonstrating TE’s solutions in the core application areas of automotive battery, charging, powertrain, and auxiliary power. The overall architecture of the exhibition vehicle adopts the front and rear dual electric drive design, demonstrating the connection response of electric drive architecture under different levels of integration.

TE’s second-generation charging socket combinations, newer and thinner aluminum buses, and a new generation of battery overcharging connectors are not only capable of handling stable overcharging connections under the 1,000V x 1,000A architecture but also simplify the customer’s choices and assembly costs dramatically in terms of structural design—DC supercharging. In addition, with the standardization of soldering and crimping processes for copper and aluminum terminals, TE is working with its localized core supply chain partners to provide the next-generation EVs with multiple choices, fast assembly, good standards, and space-saving solutions, which will bring total cost, quality, and performance advantages to customers.

 Tyco Electronic Automotive is a one-stop solution for the next generation of electric vehicle connectivity

Winning by Leading, Reducing Costs and Increasing Efficiency

As automotive electronics and electrics become more electrified and intelligent, domain controllers play a key role in the evolution of the entire architecture. In the TE Domain Controller Solutions area, both the Press-fit series of solderless terminals and the miniaturized hybrid standard wire-to-board connectors provide compact, flexible, and compatible connection solutions. Together with the carefully selected NanoMQS miniaturized surface-mount connectors and FFC piercing crimp solutions, they further reduce space requirements, save connector count, and reduce the risk of desoldering.

Tyco Electronic Automotive Domain controller and board end connection solution

As the “nerves” and “blood vessels” of the automobile, the structure of the wiring harness is constantly being improved, and the TE REM series of wire-to-wire connectors features smaller interface sizes and more versatile interface hybrid designs for four common scenarios: non-watertight, watertight, body-to-door, and Bulkhead sealing. TE continues to provide the automotive market with a wide range of options, cutting-edge design, and cost-saving choices and helps customers reduce costs and increase efficiency through a wide range of wiring harness assembly solutions. All these are based on local innovative R&D and lean operation.

Wiring harness assembly solutions from Tyco Electronics Automotive Division

Winning in Empowerment, Win-Win for All

As market competition intensifies, low-voltage wiring harnesses are becoming a focal point of transformation in the automotive industry. Low-voltage wiring harnesses typically weigh 17 to 25 kilograms, accounting for about 3% of the vehicle’s weight and cost. If the copper weight of the wire core is successfully reduced while ensuring electrical conductivity, efficiency, and signal transmission, it is possible to realize effective weight and cost reductions. te is actively collaborating with industry chain ecosystem partners to help China’s automotive industry to improve wire and cable structure, reduce copper, reduce weight, save carbon and reduce costs. Its multi-win composite wire solution reduces automotive wire gauge to 0.19 mm², which has no impact on vehicle layout, assembly, and terminal crimping processes and equipment, and does not increase the risk of galvanic corrosion in wire harness reliability. Based on estimates from the production side and annual driving of approximately 10,000 kilometers, TE has reduced copper by 60% and weight by 37% in low-voltage wiring harnesses, which contributes to social sustainability and a win-win situation for all parties.

Tyco Electronics Automotive Division Multi-win composite line solutions

Innovating for the future

Safe, reliable, and efficient power distribution and conduction is the key to the safety of new energy vehicles, and TE Industrial & Commercial Transportation offers a range of solutions for connecting, protecting, and managing high-voltage circuits in new energy vehicles to meet society’s need for cleaner and safer energy solutions. At the same time, it also meets the performance requirements of components in new energy vehicles under high voltage and high current. As the demand for intelligence in industrial and commercial vehicles increases, TE’s industrial and commercial transportation data connectivity products are moving closer to passenger cars in terms of performance and functionality, providing customers with reliable and flexible connectivity solutions for automated driver assistance systems, infotainment, 360° surround view systems, and high-speed V2V and V2I communications.

Sun Xiaoguang, Vice President and General Manager of Tyco Electronics Automotive Business Unit in China

“In the current fierce market competition, TE insists on innovation as the drive, agility as the wheel, and intelligence as the body, and resolutely works with China’s automotive industry to build a new ecosystem with multi-win symbiosis, hand in hand, hoping to promote the automotive industry to a green, healthy and sustainable future with innovative, pragmatic, safe and reliable solutions.” Mr. Sun Xiaoguang, Vice President and General Manager of Tyco Electronics Automotive Division in China, said.

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Tesla is considering collecting data in China and setting up a data center there to process data and train Autopilot algorithms, according to multiple sources familiar with the matter.

May 19, Tesla is considering collecting data in China and setting up a data center in the country to process data and train algorithms for its self-driving technology in a bid to boost the global rollout of its FSD system, according to media reports.

This is part of a strategic shift by Tesla CEO Elon Musk, who previously insisted on transferring data collected in China for processing overseas.

It’s unclear how Tesla will handle Autopilot data, whether it will use both data transfers and local data centers, or whether it will treat the two as parallel programs.

A person familiar with the matter also revealed that Tesla has been in talks with U.S. chip giant Nvidia, and the two sides are discussing buying graphics processors for Chinese data centers.

However, NVIDIA is banned from selling its cutting-edge chips in China due to U.S. sanctions, which could pose an obstacle to Tesla’s plans.

Some analysts believe that building Tesla’s data center in China will help the company better adapt to the country’s complex traffic conditions and accelerate the training of its Autopilot algorithms using the country’s vast amount of scenario data.

Tesla is a globally recognized manufacturer of electric vehicles based in California, USA. It was founded in 2003 by billionaire Elon Musk. Tesla’s mission is to drive humanity’s transition to sustainable energy and change the way people think about cars through innovative technologies and products.

Tesla’s best-known products are electric vehicles, including the Model S, Model 3, Model X, and Model Y. These models not only excel in performance but also receive high marks for safety and environmental friendliness. With advanced features such as long-range, fast charging, and intelligent driving, Tesla’s electric cars are popular with consumers.

In addition to electric cars, Tesla has also ventured into solar energy and energy storage. The company has introduced solar roof tiles and Powerwall storage batteries to provide clean energy solutions for homes and businesses. Tesla has also developed solar charging stations and Superchargers to provide convenient charging options for electric car users.

In addition to achieving great success with its products, Tesla has also set new standards in its business model and marketing strategy. The company uses a direct sales model, bypassing dealers to sell products directly to consumers, which significantly reduces distribution costs. In addition, Tesla has actively expanded into overseas markets and established a globalized production and sales network, becoming a leader in the global electric vehicle market.

However, Tesla also faces several challenges. First, the electric vehicle market is highly competitive, including competition from traditional automakers and emerging technology companies. Second, Tesla’s production and delivery capabilities have been subject to several constraints, resulting in order delivery delays and customer complaints. Finally, Tesla also has some financial and management issues that require further strengthening of internal management and oversight.

Overall, as an innovative company, Tesla has revolutionized the automotive industry. With the popularization of electric vehicles and renewable energy, Tesla will continue to play a leading role in driving the global automotive industry in a more sustainable and environmentally friendly direction.

The post Tesla to build data center in China, NVIDIA chips to help self-driving first appeared on suqinszconnectors.com.

With the rapid development of the electric vehicle market, users are placing increasingly high demands on the range, charging speed, charging convenience, and other aspects. However, there are still shortcomings and inconsistency issues in the charging infrastructure at home and abroad, causing users to often encounter problems such as the inability to find suitable charging stations, long waiting times, and poor charging effect when traveling.

Huawei Digital Energy tweeted: “Huawei’s full liquid-cooled supercharger helps create high-altitude and fast-charging high-quality 318 Sichuan-Tibet Supercharging Green Corridor.” The article notes that these fully liquid-cooled recharge terminals have the following characteristics:

1. The maximum output power is 600KW and the maximum current is 600A. It is known as “one kilometer per second” and can provide maximum charging power at high altitudes.

2. Full liquid cooling technology ensures the high reliability of the equipment: on the plateau, it can withstand high temperatures, high humidity, dust, and corrosion, and can adapt to various difficult line operating conditions.

3. Suitable for all models: The charging range is 200-1000V, and the charging success rate can reach 99%. It can match passenger cars such as Tesla, Xpeng, and Lili, as well as commercial vehicles such as Lalamove, and can achieve: “Walk up to the car, charge it, charge it, and go.”

Liquid-cooled supercharging technology not only provides high-quality services and experience to domestic new energy vehicle users but will also help further expand and promote the new energy vehicle market. This article will help you understand liquid cooling recharge technology and analyze its market status and future trends.

What is liquid cooling overcharge?

Liquid cooling recharge is achieved by creating a special liquid circulation channel between the cable and the charging gun. This channel is filled with coolant fluid to remove heat. The power pump promotes the circulation of liquid coolant, which can effectively dissipate the heat generated during the charging process. The power part of the system uses liquid cooling and is completely isolated from the external environment, therefore meeting the IP65 design standard. At the same time, the system also uses a powerful fan to reduce heat dissipation noise and improve environmental friendliness.

Technical characteristics and advantages of supercharged liquid cooling.

1. Higher current and faster charging speed.

The charging battery’s current output is limited by the charging gun wire, which typically uses copper cables to carry the current. However, the heat generated by a cable is proportional to the square of the current, meaning that as the charging current increases, the cable is more likely to generate excess heat. To reduce the problem of cable overheating, the cross-sectional area of ​​the wire must be increased, but this will also make the charging gun heavier. For example, the current national standard 250A charging gun typically uses an 80mm² cable, which makes the charging gun overall heavier and not easy to bend.

If you need to achieve a higher charging current, a dual gun charger is a viable solution, but this is only suitable for special cases. The best solution for high-current charging is usually liquid-cooled charging gun technology. This technology effectively cools the inside of the charging gun, allowing it to handle higher currents without overheating.

The internal structure of the liquid-cooled charging gun includes cables and water pipes. Typically, the cross-sectional area of ​​the 500A liquid-cooled charging gun cable is only 35mm², and the generated heat is effectively dissipated by the coolant flow in the water pipe. Because the cable is thinner, a liquid-cooled charging pistol is 30 to 40% lighter than a conventional charging pistol.

Additionally, a liquid-cooled charging gun also needs to be used with a cooling unit, which includes water tanks, water pumps, radiators, fans, and other components. The water pump is responsible for circulating the coolant inside the nozzle line, transferring the heat to the radiator, and then blowing it out with the fan, thereby providing greater current carrying capacity than conventional naturally cooled nozzles.

2. The gun cord is lighter and the charging equipment is lighter.

3. Less heat, fast heat dissipation, and high safety.

Conventional loading boilers and semi-fluid-cooled loading boilers typically use air-cooled heat rejection systems in which air enters the boiler body from one side, removes the heat generated by the electrical components and rectifier modules, and then exits the boiler body. fold the body to the other side. However, this method of heat removal has some problems because the air entering the pile may contain dust, salt spray, and water vapor, and these substances may adhere to the surface of the internal components, resulting in reduced insulation performance of the pile. systems and reduced heat dissipation efficiency, which reduces charging efficiency and shortens equipment life.

For conventional charging boilers and semi-fluid-cooled loading boilers, heat removal and protection are two contradictory concepts. If protective performance is important, thermal performance may be limited, and vice versa. This complicates the design of such piles and requires full consideration of heat dissipation while protecting the equipment.

The all-liquid-cooled boot block uses a liquid-cooled boot module. This module has no air ducts at the front or rear. The module uses coolant circulating through the internal liquid cooling plate to exchange heat with the external environment, allowing the boot unit’s power section to achieve a completely enclosed design. The radiator is placed on the outside of the pile and the coolant inside transfers heat to the radiator and then the outside air carries away the heat from the surface of the radiator.

In this design, the liquid-cooled charging module and electrical accessories inside the charging block are completely isolated from the external environment, achieving an IP65 protection level and increasing system reliability.

4. Low charging noise and higher protection.

Both traditional and liquid-cooled charging systems have built-in air-cooled charging modules. The module is equipped with several high-speed small fans that typically produce noise levels over 65 decibels during operation. In addition, the charging pile itself is equipped with a cooling fan. Currently, air-cooled chargers often exceed 70 decibels when running at full power. This may not be noticeable during the day, but at night it can cause even more disruption to the environment.

Therefore, increased noise from charging stations is the most common complaint from operators. To solve this problem, operators need to take corrective measures, but these are often costly and have limited effectiveness. Ultimately, power-limited operation may be the only way to reduce noise interference.

The all-liquid-cooled boot block adopts a double-circulation heat dissipation structure. The internal liquid cooling module circulates coolant through the water pump to dissipate heat and transfer the heat generated inside the module to the finned heatsink. A large fan or air conditioning system with low speed but high air volume is used outside the radiator to effectively dissipate heat. This type of low-speed volume fan has a relatively low noise level and is less harmful than the noise of a high-speed small fan.

In addition, a fully liquid-cooled supercharger may also have a split heat dissipation design, similar to the principle of split air conditioners. This design protects the cooling unit from people and can even exchange heat with pools, fountains, etc. for better cooling and reduced noise levels.

5. Low total cost of ownership.

When considering the cost of charging equipment at charging stations, the total life cycle cost (TCO) of the charger must be considered. Traditional charging systems using air-cooled charging modules typically have a service life of fewer than 5 years, while current charging station operating lease terms are typically 8-10 years. This means that the charging equipment must be replaced at least once during the life of the facility. In contrast, a fully liquid-cooled charging boiler can have a service life of at least 10 years, covering the entire life cycle of the power plant. Additionally, unlike an air-cooled module’s boot block, which requires frequent opening of the cabinet for dust removal and maintenance, an all-liquid-cooled boot block only needs to be flushed after the dust has accumulated on the external heatsink, making maintenance difficult. comfortable.

Therefore, the total cost of ownership of a full liquid-cooled charging system is lower than that of a traditional charging system using air-cooled charging modules, and with the widespread adoption of full liquid-cooled systems, its cost-effectiveness advantages will become more evident more obvious.

Defects in liquid cooling supercharging technology.

1. Poor thermal balance

Liquid cooling is still based on the principle of heat exchange due to temperature differences. Therefore, the problem of temperature difference inside the battery module cannot be avoided. Temperature differences may result in overcharging, overcharging, or undercharging. Discharge of individual module components during charging and discharging. Overcharging and over-discharging batteries can cause battery safety problems and shorten battery life. Undercharging and discharging reduce the battery’s energy density and shorten its operating range.

2. Heat transfer power is limited.

The charging rate of the battery is limited by the rate of heat dissipation, otherwise, there is a risk of overheating. The heat transfer power of cold plate liquid cooling is limited by temperature difference and flow rate, and the controlled temperature difference is closely related to the ambient temperature.

3. There is a high risk of temperature runaway.

Battery thermal runaway occurs when the battery generates a large amount of heat in a short period. Due to the limited rate of sensible heat dissipation due to temperature differences, large heat accumulation results in sudden growth. temperature, which results in a positive cycle between the battery heating up and the temperature rising, causing explosions and fires, as well as leading to thermal runaway in neighboring cells.

4. Large parasitic power consumption.

The resistance of the liquid cooling cycle is high, especially given the limitations of the battery module volume. The cold plate flow channel is usually small. When the heat transfer is large, the flow rate will be large, and the pressure loss in the cycle will be large. , and the power consumption will be large, which will reduce the battery performance when overcharging.

Market status and development trends for liquid cooling refills.

Market status

According to the latest data from the China Charging Alliance, there were 31,000 more public charging stations in February 2023 than in January 2023, up 54.1% from February. As of February 2023, alliance member units reported a total of 1.869 million public charging stations, including 796,000 DC charging stations and 1.072 million AC charging stations.

As the penetration rate of new energy vehicles continues to rise and support facilities such as loading piles rapidly develop, new liquid-cooled supercharging technology has become the subject of competition in the industry. Many new energy vehicle companies and piling companies have also begun to conduct technological research and development and plan to inflate prices.

Tesla is the first car company in the industry to begin mass adoption of supercharged liquid-cooled units. It has currently deployed more than 1,500 supercharging stations in China, with a total of 10,000 supercharging units. The Tesla V3 supercharger features an all-liquid-cooled design, a liquid-cooled charging module, and a liquid-cooled charging gun. One pistol can charge up to 250 kW/600 A, increasing the range by 250 kilometers in 15 minutes. The V4 model will be produced in batches. The charging installation also increases the charging power to 350 kW per gun.

Subsequently, the Porsche Taycan introduced the world’s first 800 V high-voltage electrical architecture and supports powerful 350 kW fast charging; The global limited edition Great Wall Salon Mecha Dragon 2022 has a current of up to 600 A, a voltage of up to 800 V and a peak charging power of 480 kW; peak voltage up to 1000 V, current up to 600 A and peak charging power 480 kW; Xiaopeng G9 is a production car with an 800V silicon battery; carbide voltage platform and is suitable for 480 kW ultra-fast charging.

At present, the major charger manufacturing companies entering the domestic liquid-cooled supercharger market mainly include Inkerui, Infineon Technology, ABB, Ruisu Intelligent Technology, Power Source, Star Charging, Te Laidian, etc.

The Future Trend of Recharging Liquid Cooling

The field of supercharged liquid cooling is in its infancy and has great potential and broad development prospects. Liquid cooling is a great solution for high-power charging. There are no technical problems in the design and production of high-power charging battery power supplies at home and abroad. It is necessary to resolve the issue of cable connection from the power supply of the high-power charging battery to the charging gun.

However, the adoption rate of high-power liquid-cooled supercharged piles in my country is still low. This is because liquid-cooled charging pistols have a relatively high cost, and fast-charging systems will open up a market worth hundreds of billions of dollars in 2025. According to publicly available information, the average price of charging units is about 0.4 RMB/W.

The price of 240kW fast charging units is estimated to be around 96,000 yuan, according to the prices of liquid cooling charging cables at Rifeng Co., Ltd. At the press conference, which costs 20,000 yuan per set, it is assumed that the charger is liquid-cooled. The cost of the gun is approximately 21% of the cost of the charging pile, making it the most expensive component after the charging module. As the number of new fast-energy charging models increases, the market area for high-power fast-charging batteries in my country is expected to be approximately 133.4 billion yuan by 2025.

In the future, liquid cooling recharge technology will further accelerate penetration. The development and implementation of powerful liquid-cooled supercharging technology still has a long way to go. This requires collaboration between car companies, battery companies, piling companies, and other parties.

Only in this way can we better support the development of China’s electric vehicle industry, further promote streamlined charging and V2G, and promote energy saving and emission reduction in, a low-carbon approach. and green development, and accelerate the implementation of the “double carbon” strategic goal.

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April 24, 2024, Beijing – During the 18th Beijing Auto Show, Aptiv, a global technology company committed to making travel safer, more environmentally friendly, and more connected, launched a new generation of cars specifically designed to meet the needs of the Chinese local market. Fully functional software. Hardware platforms and products for the automotive “brain” and “nervous system” with industry-unique, complete system solutions are helping automakers accelerate the transformation of “software-defined cars” into reality.

Dr. Yang Xiaoming, President of Aptiv China and Asia Pacific, said:

 “China is a world leader in the electrification and intelligence of automobiles. The speed of evolution of the Chinese automobile market, the speed of adaptation of manufacturers and consumers to new technologies, and the willingness to accept new technologies are among the largest markets in the world. To this end, Aptiv continues to promote the localization strategy of “in China, for China”, further deepens the domestic business structure, actively develops the Chinese automotive ecosystem, and promotes the expansion of Chinese automotive brands overseas. Expand and make cars the leader in the electrified, software-controlled cars of the future.”

Dr. Yang Xiaoming, President of Aptiv China and Asia Pacific Region, shared Aptiv China’s strategy

Continue to promote the “in China, for China” strategy and accelerate “China speed”.

To further promote localization, Aptiv has integrated all its core businesses and related functional departments in China into independent business units. Aptiv no longer reports to various business lines around the world but has adjusted its operating methods and reports directly to the company’s president, Dr. Yang Xiaoming. Aptiv China and the Asia-Pacific region provide China with comprehensive independent decision-making power and the ability to respond quickly and accurately to the market. At the same time, it sets ambitious business goals to achieve 50% business growth within five years and expand cooperation with China’s brands and related sex. The business share reached 70%, further accelerating “China Speed”.

Aptiv executives answer media questions

New China Aptiv continues to improve and expand its business in China. In terms of technology and investment targeting the overall trend of electrification and “software-defined cars”, Aptiv’s investment in technology research and development in China will continue to remain strong, reaching 10-12% of annual sales after the Wuhan Engineering Center; it was put into production at the end of last year The Wuhan new energy vehicle high-voltage connector factory will also be put into production in the first quarter of next year. In addition, the establishment of Aptiv Artificial Intelligence Center and Wind River Software Center in China have also been included in the strategic plan.

Mr. Li Huibin, Asia Pacific Engineering Director of Aptiv Connector Systems, introduced the progress of SVA localization

From a market perspective, another focus is to create a fully integrated local “circle of friends” that includes customers, technology, products, and supply chains. Aptiv’s customers in China include almost all major automobile brands, of which local suppliers account for an average of 80%. At the same time, Aptiv China attaches great importance to its chip localization strategy.

 For example, after signing an in-depth cooperation agreement with Horizon, a leading domestic chip supplier, it launched the Advanced Driving Assistance System (ADAS) for the first time in June last year. The project was also launched in March this year. The leading domestic independent brand has successfully mass-produced. Aptiv China’s “cabin-to-dock integrated” solution based on local SoC chips can better leverage the advantages of localized scenarios, localized development, and delivery, and quickly respond to the needs of the Chinese market through localized solutions and service structures. Deliver more. Provide fleet customers with comprehensive performance improvements and cost reductions.

Manager of Aptiv’s Active Safety and User Experience System Division, introduced localized solutions

At present, Aptiv has established a total of 7 technology research and development centers and 22 production bases in China. Among the more than 30,000 employees, engineering personnel account for 11%, and management and decision-making at all levels are localized. Aptiv’s sales in China increased by 12% in fiscal year 2023, and the Asia-Pacific region, including China, accounted for 28% of Aptiv’s global net sales.

| Smart Vehicle Architecture SVA

SVA can provide the necessary hardware and architecture for software-defined vehicles. Its technical features include decoupling of software and hardware, separation of input and output of computing devices, and “serverization” of computing. Car manufacturers can use it according to their circumstances. The vehicle development system and supply chain system make independent decisions, reduce R&D complexity and overall production costs, and calmly respond to the “more”, “fast”, “good” and “saving” needs in the era of software-defined systems.

Aptiv Smart Vehicle Architecture SVA (Smart Vehicle Architecture™)

This time, Aptiv demonstrated its locally developed SOA (service-oriented) software solution architecture running on the SVA hardware architecture. Aptiv platform middleware can mainly achieve two functions: one is to realize the separation of software and hardware, allowing OEM manufacturers to upgrade and replace hardware without changing the application software; the other is to realize the separation of software and hardware.

Second, it implements middleware that can be deployed equally across all current SOA functions; the main problem with this process is that it cannot be deployed evenly across all functional areas. Aptiv provides powerful solutions including the Wind River operating system, container technology, etc., which can help OEM manufacturers realize new needs in a short time.

Design, iteration, and verification significantly improve development efficiency, allowing OEMs to reduce costs increase speed, and continuously improve the user experience.

| Complete edge-to-cloud platform – Wind River Software Systems

Aptiv’s Wind River software system leverages Wind River Studio, VxWorks, the Helix virtualization platform, containerization technology, and other advantages to provide a software platform, highly secure real-time operating system, and end-to-end software for developing and operating “software-defined vehicles.”

 “This toolchain not only ensures continuous operation of all safety-critical applications, it can also be easily integrated into software-defined vehicle architectures, facilitating the development of hybrid mission-critical systems, enabling vehicles to achieve greater intelligence and safety.

” For example, Wind River Studio uses cloud technology to automate processes and provide easy access to virtual test environments, increasing developer productivity by 25% and accelerating time to market, meaning from requirements definition to initial integration and testing time shortened. Software migration times can range from months to weeks or even days.

Complete edge-to-cloud platform—Wind River Software System

These digital platforms and products have been successfully implemented in the automotive industry and projects have been completed in the Chinese automotive market. Wind River aims to create localized products for Chinese automotive customers, fully enter the Chinese automotive ecosystem, and expand its software-defined automotive development capabilities in China.

| Integrated solutions for cabins, ships, and terminals based on China Core

Aptiv has released the first cross-domain integrated computing platform developed by a Chinese team and based on China’s local high-performance SoC, covering the three major control areas of the smart cockpit, smart driving assistance, and automatic parking, simplifying the entire vehicle.

The electrical architecture, system software, and hardware save R&D costs. As the automotive industry’s first integrated cross-domain computing platform, it leverages Wind River’s broad range of software technology solutions. Features such as single-core control, multi-layer control, flexible security, and software and hardware decoupling have brought significant business benefits to local car buyers.

 Includes the use of DevOps tools and digital feedback mechanisms for continuous development and improvement. The solutions provided by Aptiv provide maximum flexibility, allowing different chip manufacturers to use the combination of chips and devices that best suit customer needs and design and implement them easily and quickly.

Aptiv’s cabin, parking, and parking integrated solution equipped with “Chinese Core”

| ADAS smart touch system

Aptiv is committed to developing optimized, most efficient sensor systems at the lowest possible cost. These systems include modular endpoint tracking software, best-in-class hardware, advanced machine learning capabilities, and tools to continuously improve these systems.

The high-performance, low-cost smart sensor system demonstrated by Aptiv this time can save up to 25% of costs depending on specific configuration requirements. The system is equipped with Aptiv’s latest generation radar, which uses machine learning capabilities to achieve a qualitative leap in sensor detection performance: object size accuracy is increased by 50%, object position accuracy is increased by 40%, and it can detect bad roads in urban environments.

The ability to classify and identify users and other objects has been increased by 7 times, providing a reliable guarantee for safe driving.

Aptiv ADAS intelligent sensing system

At the same time, the system demonstrated a revolutionary parking sensor comprehensive solution this time. The 360-degree view and parking assist features are achieved through an innovative solution that combines a 360-degree camera with millimeter-wave radar to provide a bird’s-eye view and eliminate blind spots around the vehicle.

 Compared with traditional solutions that use cameras to support bird’s-eye-view applications, this innovative all-in-one machine also adds a radar function of the same size, while providing the vehicle with more powerful 3D image sensing capabilities around the vehicle, saving costs. installation; and keeping the total cost constant. Added angle detection function. The radar mounted on this innovative integrated vehicle is the seventh-generation 4D millimeter-wave radar developed by China’s local team Aptiv and is equipped with China’s first integrated radar chip.

| Automotive Electrification System Level Solutions

Aptiv can provide end-to-end grid-to-battery electrification solutions. Demonstrations include electrification system-level solutions such as battery management software based on a cloud-based approach, integrated power electronics that reduce complexity, and advanced Incapable buses. Among them, Aptiv’s innovative three-in-one product is a high-voltage power management system for new energy vehicles developed by a local team, which integrates an on-board charger (OBC), direct current (DC/DC) converter, and power distribution unit (PDU).

 The system adopts advanced integrated topology, three-dimensional heat dissipation, and a three-port decoupling control strategy to achieve high power density and energy utilization while simplifying system wiring and optimizing product volume. The modular power distribution unit is suitable for various vehicle applications and integrated with OBC and DCDC to provide a safe, reliable, efficient, and environmentally friendly power supply and distribution system for vehicles. It also supports two-way power conversion, V2L, and other functions to implement various vehicles. application. Automotive applications. terminal. Suitable for users with experience in electrical installation work.

Aptiv  high voltage electrification solutions

Aptiv’s market-leading high voltage system solutions optimize system cost, complexity, and weight to meet OEM demands for higher performance, longer range, faster charge times, and longer battery life.

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How to define an end-to-end autonomous driving system？

The most common definition is that an “end-to-end” system is a system that inputs raw sensor information and directly outputs variables of concern to the task. For example, in image recognition, CNN can be called “end-to-end” compared with the traditional feature + classifier method.

In autonomous driving tasks, data from various sensors (such as cameras, LiDAR, Radar, or IMU…) are input, and vehicle control signals (such as throttle or steering wheel angle) are directly output. To consider the adaptation issues of different vehicle models, the output can also be relaxed to the vehicle’s driving trajectory.

Based on this foundation, modular end-to-end concepts have also emerged, such as UniAD, which improve performance by introducing supervision of relevant intermediate tasks, in addition to the final output control signals or waypoints. However, from such a narrow definition, the essence of end-to-end should be the lossless transmission of sensory information.

Let us first review the interfaces between sensing and PnC modules in non-end-to-end systems. Usually, we detect whitelisted objects (such as cars, people, etc.) and analyze and predict their properties. We also learn about the static environment (such as road structure, speed limits, traffic lights, etc.). If we were more detailed, we would also detect universal obstacles. In short, the information output by these perceptions constitutes a display model of complex driving scenes.

However, for some very obvious scenes, the current explicit abstraction cannot fully describe the factors that affect driving behavior in the scene, or the tasks we need to define are too trivial, and it is difficult to enumerate all required tasks. Therefore, end-to-end systems provide a (perhaps implicitly) comprehensive representation with the hope of automatically and losslessly acting on PnCs with this information. In my opinion, all systems that can meet this requirement can be called generalized end-to-end.

As for other issues, such as some optimizations of dynamic interaction scenarios, I believe that at least not only end-to-end can solve these problems, and end-to-end may not be the best solution. Traditional methods can solve these problems, and of course, when the amount of data is large enough, end-to-end may provide a better solution.

Some misunderstandings about end-to-end autonomous driving

1. Control signals and waypoints must be output to be end-to-end.

If you agree with the broad end-to-end concept discussed above, then this problem is easy to understand. End-to-end should emphasize the lossless transmission of information rather than directly outputting the task volume. A narrow end-to-end approach will cause a lot of unnecessary trouble and require a lot of covert solutions to ensure safety.

2.The end-to-end system must be based on large models or pure vision.

There is no necessary connection between end-to-end autonomous driving, large-model autonomous driving, and purely visual autonomous driving because they are completely independent concepts; an end-to-end system is not necessarily driven by large models, nor is it necessarily driven by pure vision. of.

3.In the long run, is it possible for the above-mentioned end-to-end system in a narrow sense to achieve autonomous driving above the L3 level?

The performance of what is currently called pure end-to-end FSD is far from sufficient to meet the reliability and stability required at the L3 level. To put it more bluntly, if the self-driving system wants to be accepted by the public, the key is whether the public can accept that in some cases, the machine will make mistakes, and humans can easily solve them. This is more difficult for a pure end-to-end system.

For example, both Waymo and Cruise in North America have had many accidents. However, Cruise’s last accident resulted in two injuries, although such accidents are fairly inevitable and acceptable for human drivers. However, after this accident, the system misjudged the location of the accident and the location of the injured and downgraded to pull-over mode, causing the injured to be dragged for a long time. This behavior is unacceptable to any normal human driver. It won’t be done, and the results will be very bad.

Furthermore, this is a wake-up call that we should carefully consider how to avoid this situation during the development and operation of autonomous driving systems.

4.So at this moment, what are the practical solutions for the next generation of mass-produced assisted driving systems?

According to my current understanding, when using the so-called end-to-end model in driving, after outputting the trajectory, it will return a solution based on traditional methods. Alternatively, learning-based planners and traditional trajectory planning algorithms output multiple trajectories simultaneously and then select one trajectory through a selector.

This kind of covert solution and choice limits the upper limit of the performance of this cascade system if this system architecture is adopted. If this method is still based on pure feedback learning, unpredictable failures will occur and the goal of being safe will not be achieved at all.

If we consider re-optimizing or selecting using traditional planning methods on this output trajectory, this is equivalent to the trajectory produced by the learning-driven method; therefore, why don’t we directly optimize and search this trajectory?

Of course, some people would say that such an optimization or search problem is non-convex, has a large state space, and is impossible to run in real-time on an in-vehicle system. I implore everyone to carefully consider this question: In the past ten years, the perception system has received at least a hundred times the computing power dividend, but what about our PnC module?

If we also allow the PnC module to use large computing power, combined with some advances in advanced optimization algorithms in recent years, is this conclusion still correct? For this kind of problem, we should consider what is correct from first principles.

5.How to reconcile the relationship between data-driven and traditional methods?

Playing chess is an example very similar to autonomous driving. In February of this year, Deepmind published an article called “Grandmaster-Level Chess Without Search”, discussing whether it is feasible to only use data-driven and abandon MCTS search in AlphaGo and AlphaZero. Similar to autonomous driving, only one network is used to directly output actions, while all subsequent steps are ignored.

The article concludes that, despite considerable amounts of data and model parameters, fairly reasonable results can be obtained without using a search. However, there are significant differences compared to methods using search. This is especially useful for dealing with some complex endgames.

For complex scenarios or corner cases that require multi-step games, this analogy still makes it difficult to completely abandon traditional optimization or search algorithms. Reasonably utilizing the advantages of various technologies like AlphaZero is the best way to improve performance.

6.Traditional method = rule-based if else?

I’ve had to correct this concept over and over again while talking to many people. Many people believe that as long as it is not purely data-driven, it is not rule-based. For example, in chess, memorizing formulas and chess records by rote is rule-based, but like AlphaGo and AlphaZero, it gives the model the ability to be rational through optimization and search. I don’t think it can be called rule-based.

Because of this, the large model itself is currently missing, and researchers are trying to provide a learning-driven model through methods such as CoT. However, unlike tasks that require pure data-driven image recognition and unexplainable reasons, every action of a person driving has a clear driving force.

Under the appropriate algorithm architecture design, the decision trajectory should become variable and be uniformly optimized under the guidance of scientific goals, rather than forcibly patching and adjusting parameters to fix different cases. Such a system naturally does not have all kinds of hard-coded strange rules.

Conclusion

In short, end-to-end may be a promising technical route, but how the concept is applied requires more research. I think a bunch of data and model parameters is not the only correct solution, and if we want to surpass others, we have to keep working hard.

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Transformation of intelligent architecture

Modern consumers’ demand for cars has shifted from mere transportation to a personalized, customizable driving experience. This shift has driven the explosive growth of electronic components and functions within the automotive industry, such as sensors, actuators, and electronic control units (ECUs).

However, the current vehicle E/E architecture has reached the limits of its scalability. Therefore, the automotive industry is exploring a new approach to transform vehicles from highly distributed E/E architectures to more centralized “domain” or “regional” architectures.

The role of connectivity in centralized E/E architecture

Connector systems have always played a key role in automotive E/E architecture design, supporting highly complex and reliable connections between sensors, ECUs, and actuators. As the number of electronic devices in vehicles continues to increase, the design and manufacturing of connectors are also facing more and more challenges. In the new E/E architecture, connectivity will play a more important role in meeting growing functional requirements and ensuring system reliability and security.

Hybrid connectivity solutions

As the number of ECUs decreases and the number of sensors and actuators increases, the wiring topology evolves from multiple individual point-to-point connections to a smaller number of connections. This means that ECUs need to accommodate connections to multiple sensors and actuators, creating the need for hybrid connector interfaces. Hybrid connectors can accommodate both signal and power connections, providing automakers with an effective solution to increasingly complex connectivity needs.

In addition, as features such as autonomous driving and advanced driver assistance systems (ADAS) continue to develop, the demand for data connectivity is also increasing. Hybrid connectors also need to support data connection methods such as coaxial and differential connections to meet the connection needs of equipment such as high-definition cameras, sensors, and ECU networks.

Connector design challenges and requirements

In the design of hybrid connectors, there are several critical design requirements. First, as power density increases, more advanced thermal simulation technology is needed to ensure the thermal performance of connectors. Second, because the connector contains both data communications and power connections, electromagnetic interference (EMI) simulation and emulation are required to ensure optimal spacing and design configurations between signals and power.

Additionally, within a header or male connector counterpart, the number of pins is higher, requiring additional protective measures to prevent damage to the pins during mating. This includes the use of features such as pin guard plates, kosher safety standards, and guide ribs to ensure mating accuracy and reliability.

Preparation for automated wire harness assembly

As ADAS functionality and automation levels increase, networks will play an increasingly important role. However, current vehicle E/E architecture consists of a complex and heavy network of cables and devices that require time-consuming manual production steps to produce and assemble. Therefore, it is highly desirable to minimize manual work during the wire harness assembly process to eliminate or minimize potential sources of error.

To achieve this, TE has developed a range of solutions based on standardized connector components specifically designed to support machine processing and automated assembly processes. In addition, TE works with machine tool manufacturers to simulate the housing assembly process to verify feasibility and ensure the accuracy and reliability of the insertion process. These efforts will provide automakers with an effective solution to cope with increasingly complex connectivity needs and increasing production efficiency requirements.

Outlook

The transition to simpler, more integrated E/E architectures provides automakers with an opportunity to reduce the size and complexity of physical networks while standardizing the interfaces between each module. Additionally, the increasing digitization of E/E architecture will enable complete system simulation, allowing engineers to account for thousands of functional system requirements at an early stage and avoid critical design rules being overlooked. This will provide automakers with a more efficient and reliable design and development process.

In this process, hybrid connector design will become a key enabler. Hybrid connector designs, supported by thermal and EMC simulation and optimized for wire harness automation, will be able to meet growing connectivity demands and ensure system reliability and safety. To achieve this goal, TE has developed a series of standardized connector components that supports signal and power connections, and is developing more connector components for different types of data connections. This will provide car manufacturers with a flexible and scalable solution to meet future challenges and needs.

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Cybertruck 48V system

Open the back cover of Cybertruck, and you can see a bunch of things as shown in the picture, in which the blue wireframe part is its vehicle 48V lithium battery (Tesla has finished replacing the traditional lead-acid batteries with longer-life lithium batteries).

Tesla has introduced the concept of MV medium-voltage in Cybertruck and used the 48V battery system to replace the traditional 12V rechargeable batteries, which seem to be made in China. The batteries seem to be made in China.

Since the automobile industry raised the vehicle voltage from 6V to 12V in the early 50s, there was almost no big change, until the early hybrid vehicle market got up, it was raised to 48V, the main early development of fuel vehicles, the degree of electrification is not very high, and the necessity of electrification of the entire automobile supply chain is not very urgent.

Until the modern times, with the increasing development of electronic technology and the increase of electrification and intelligence, the voltage is not very high, and the voltage is not very high. and the enhancement of the degree of intelligentization, the voltage platform is getting higher and higher.

Tesla Cybertruck is a 48V pure electric model, Tesla not only adopts 48V on Cybertruck, including model y, Semi, and so on, all adopt 48V, what’s more interesting is that Tesla has issued a 48V guide booklet to teach peers how to use 48V.

Previously, we opened the vehicle’s center control cockpit below, you can see a pile of dense low-voltage wiring harnesses, Tesla Cybertruck and then use the 48V battery system and Ethernet transmission, the vehicle’s low-voltage wiring harness is reduced by a large area, you can reduce 70% of the vehicle in the use of copper wires, and at the same time, the Cybertruck in the same cable running Gigabit Ethernet cables, the use of data in the form of power supply and 48-volt power supply to get the data.

As well as a 48-volt power supply since the acquisition of data This can be used to reduce the current by a factor of 4, and the battery to the vehicle’s communication Trucks also use its patented braiding technology, which can greatly reduce the complexity of the wiring harness operation, can be automated. At the same time, the system of daisy-chaining components can reduce the number of chips used in the vehicle, reducing the reliance on multiple chips and allowing for greater platformization. 

This main control line through the battery cover (vehicle chassis and battery cover integration) can be seen from the figure on the advantages of flat design, which can be by good wiring, this more size-saving at the same time, but also reduces the cable in the vehicle driving on its impact.

Careful friends have found the picture of the connectors are blue, Tesla’s 48V connectors have adopted blue as its color, 12V connectors for black and gray, mid-range voltage 48V for sky blue, and high-voltage orange, this is a more interesting play, so that the maintenance personnel in the maintenance of the vehicle can be very clear to know What is the vehicle is 48V, which is 12V, which is the 800V, because Cybertruck not all low voltage power supply is 48V, there are also 12V exists.

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