Core Viewpoint - The automotive industry is facing a critical decision regarding the monetization of intelligent driving features, with calls for charging for these services rather than offering them for free, as highlighted by Bosch's president in China, Wu Yongqiao [1][10]. Group 1: Current Market Dynamics - Intelligent driving is currently exhibiting various business models, with some manufacturers like Tesla and Huawei charging premium prices for their advanced driving features, while others are adopting a "driving equality" strategy by offering these services for free [1][7]. - The penetration rate of NOA (Navigation on Autopilot) in China's passenger car market has significantly increased from 9.5% to 24.1% within six months, indicating a growing adoption of intelligent driving technologies [4]. Group 2: Cost Considerations - Charging for intelligent driving systems allows manufacturers to generate revenue to offset research and development costs, while not charging can help increase user engagement and data collection for algorithm improvements [3][10]. - The costs associated with intelligent driving include annual communication and data transmission fees, as well as substantial human resources and hardware expenses, which are critical factors in the decision to implement a charging model [10][11]. Group 3: Competitive Strategies - Major automakers like BYD, Geely, and Chery are aggressively pursuing a "driving equality" strategy, with BYD offering advanced driving systems in vehicles priced as low as 100,000 yuan and Chery introducing models at 60,000 yuan [6]. - In contrast, companies like Tesla and Huawei maintain a subscription-based pricing model for their intelligent driving features, with Tesla's Enhanced Autopilot priced at 32,000 yuan and monthly subscriptions available [7][8]. Group 4: Industry Challenges - The automotive industry is experiencing intense price competition, which may lead to a "price war" as manufacturers strive to differentiate themselves through low-cost or free intelligent driving features [8]. - The overall profitability of the automotive sector has declined, with a reported 11.9% drop in industry profits despite a 7% increase in revenue and a 14% rise in passenger car sales from January to May [13].

每经记者｜黄辛旭 每经实习编辑｜余婷婷 "我们绝不能再推行免费推广和智驾平权的策略，所有车型的组合辅助驾驶功能必须实现收费。"近日，在世界人工智能大会（WAIC）期间，博世智能驾控 中国区总裁吴永桥的一番演讲在业内外引发轩然大波。 眼下，汽车行业的智驾呈现了不同的商业模式，一方面，特斯拉FSD（智能辅助驾驶）以6.4万元的高价占据市场，华为凭借智能辅助驾驶技术构筑溢价壁 垒；另一方面，不少车企宣布免费使用智驾服务，不断掀起"智驾平权"的浪潮。 图片来源：每经记者 张建 摄 （资料图） 采取收费模式，主机厂就可以从智驾系统中赚取收入，以便摊薄研发成本。而不收费，主机厂则可以扩大用户对于智驾的使用量，从而获取更多的数据来推 动智驾算法迭代。 "向左走还是向右走"，这是摆在主机厂面前的两条路。 眼下，智驾渗透率在不断提升。盖世汽车研究院数据显示，今年6月，中国乘用车市场NOA（领航辅助驾驶）功能的标配率已攀升至24.1%，这一数字在半 年前仅为9.5%。在这样的背景下，主机厂要算好这笔"经济账"，或许并不容易。 两种模式并行的差异化竞争 今年以来，以比亚迪、吉利、奇瑞、长安、广汽为代表的主流车企集体发力"智驾平权" ...