乘用車底盤域控制及底盤跨域整合研究報告（2026）

底盤控制研究：全底盤線傳解決方案開始量產。

1. 全線控線傳解決方案正接連湧現，EMB 是第一個開始大規模生產和應用的廠商。

在2026年北京國際車展上，多家汽車製造商發表了全線傳底盤解決方案。旗艦SUV車型，如「力獅L9 Livis」、「蔚來ES9」、「小鵬GX」、「IM LS8」以及全新「愛拓M9」等都首次亮相。 2026年北京國際車展被業界人士視為「全主動智慧底盤」時代的開端。

車款範例（一）-Li L9 Livis

Li L9 Livis 於 2026 年 4 月發布，採用全新設計的外觀和內飾，並率先搭載 800V 全主動懸吊、EMB 和前輪線傳。 Li L9 Livis 全線傳的主要特點包括：

• 800V 全主動懸吊

主要零件：空氣彈簧+雙閥CDC減振器+800V液壓幫浦。輔助高壓油管和完全自主研發的調節控制軟體。

運行原理

第一階段－主要依靠傳統空氣彈簧和雙閥CDC阻尼器被動消除微小振動。 CDC電磁閥的電流控制精度為1毫秒，最大反應速度可達5毫秒。

第二階段－車輛姿態控制​​主要由一台800V液壓幫浦完成。當偵測到車輛即將發生側傾或俯仰時，液壓幫浦會向該側施加額外的液壓以支撐車輛。液壓泵的作用是支撐車輛的「位移」，反應速度為幾十毫秒。

電子機械煞車（EMB）

與伯特利合作開發

主要特點

這種完全乾式設計徹底拋棄了液壓煞車管路和煞車油。

每個車輪都配備一個獨立的煞車電機，可以單獨擰緊煞車卡鉗。

煞車反應速度比傳統液壓系統快約 100 毫秒，時速 120 公里時的煞車距離縮短約 3 公尺。

線傳樓梯

前輪線傳（耐世特）

主要特點：

機械轉向柱的物理硬連接已被取消。

轉向比隨車速不斷變化。

三重安全冗餘（主ECU+備用通道+機械故障保護策略）

基於 800V 全主動懸吊，力車也推出了便利換胎、「單臂俯臥撐」和越野逃脫等新功能場景。

「單臂俯臥撐」：快速獨立地降低並抬起車輛前部的一側。

越野脫困：如果車輛輕微陷入沙地，800V主動懸吊會開始上下「拍打」。每次向下拍打，都會改變輪胎與沙子之間的接觸壓力和摩擦力，就像一隻無形的手在拍打地面。只需重複幾次這種動作，車輛就能自行脫困，無需外部救援。即使車輛陷得更深，每個車輪超過10,000N的提升力也發揮著至關重要的作用。懸吊會主動抬起陷住的車輪，確保最小離地間隙，只需插入一塊沙板，車輛即可輕鬆脫困。

便利的輪胎更換：懸吊系統可自動抬起對應的車輪，將輪胎完全抬離地面，提供充足的操作空間。無需千斤頂，輕鬆更換輪胎。

為了實現底盤控制，力力L9 Livis搭載了兩顆力力汽車自主研發的5奈米車規級「Mach 100」晶片，總算力高達2560 TOPS。 Mach M100晶片擁有獨立的車輛控制區域，其中100-200 TOPS的算力專門用於底盤控制。轉向、煞車和懸吊系統的軟體均由力力汽車自主研發，程式碼運行於同一架構內，資料之間自然互聯。

車輛範例 - 蔚來ES9

蔚來ES9將於2026年5月發布，搭載蔚來Skyride智慧底盤。其X-by-wire執行器包括Skyride全主動懸吊、Skyride四輪線傳和電液煞車（EHB）。車輛動態控制（VMC）用於底盤控制。

蔚來汽車的VMC（虛擬駕駛控制系統）以中央智慧運算平台為核心，將全主動懸吊、線傳、後輪轉向、電驅動和煞車等執行單元整合到一個協調的網路中，實現毫秒級的反應速度。此外，VMC還能與駕駛座和車身區域協同工作，使智慧高解析度投影式大燈、車內環境燈、電動車門和電動尾翼等組件與底盤協同工作（例如蔚來ET9的「SkyRide Dance」特效）。

VMC 在前後 ZCU 和中央運算叢集之間運行，結合雲端資料處理能力，管理超過 2100 個車輛動力學參數，任務處理延遲小於 10 毫秒。

基於此軟體和硬體（中央運算+跨域整合+VMC控制），NIO ES9 可實現一系列底盤控制功能，包括高速爆胎時的安全控制、無痕透過減速帶、在冰雪路面上進行「香檳塔特技」以及智慧限高輔助。

2. VMC 將自動駕駛與底盤執行器整合在一起。

自動駕駛正在向L3及更高級別演進。傳統的分散式控制架構無法滿足高階自動駕駛對響應速度和協調精度等高要求。因此，對「底盤協調控制」的需求日益成長。虛擬底盤協調控制（VMC）已成為廣泛應用的解決方案，並得到許多OEM廠商的支援。蔚來汽車的一位工程師表示：「當自動駕駛系統需要調用五六個控制器介面，例如轉向、制動和懸吊時，如果沒有VMC，將會是一場災難。VMC必須是一個統一的介面，將自動駕駛的感知功能與底盤的運行連接起來。」

上汽國際是中國最早採用 VMC 解決方案的汽車製造商之一，這些解決方案現在已發展到 3.0 版本，並安裝在上汽國際的所有車型中。

1.0 版本於 2024 年 5 月發布。在軟體層面，它實現了對車輛姿態在三個方向（X、Y、Z）上六個自由度的協調控制，並允許對空氣彈簧高度、減震器阻尼力和電子停車煞車等功能進行統一調整和控制。

2.0 版本於 2024 年 9 月發布，支援 OTA 更新。底盤已整合智慧駕駛域，並新增了輪胎防刺穩定控制系統。該系統透過融合LiDAR和輪速感知器的數據，可在 200 毫秒內偵測到輪胎刺破並啟動緊急應變。在時速 220 公里的高速輪胎刺破測試中，該系統透過協調後輪的反向偏轉和單側制動，將車輛的橫向位移控制在 0.5 公尺以內。

3.0 版本於 2025 年 11 月發布，並應用於 IM LS9 中。底盤可執行的跨域控制項數量增加至 14 項，透過即時調整車輛動力學，可降低側傾幅度並抑制暈動病。 3.0 版本還升級了主動防翻面功能。在緊急避讓操作中，智慧四輪轉向配合最高速度控制，可將側翻風險降低高達 54%。

目錄

底盤控制研究：全底盤線傳解決方案開始量產

第1章：全底盤線傳解決方案首次亮相，EMB邁向量產和普及的第一步

在2026年北京國際車展上，多家汽車製造商發表了全線傳解決方案。旗艦SUV車型，如力獅L9、蔚來ES9、小鵬GX、IM LS8以及全新愛拓M9等均在本次車展上亮相。業內人士普遍認為，2026年北京國際車展標誌著全主動智慧底盤時代的來臨。

全線控底盤解決方案概述

來源：中國研究

車款範例（一）-Li L9 Livis

Li L9 Livis 於 2026 年 4 月發布，外觀和內裝均經過全新設計，並且是首款搭載 800V 全主動懸吊、EMB 和前輪線控轉向系統的車型。 Li L9 Livis 全線控底盤的主要特點如下：

第1章：800V全主動懸吊

主要零件：空氣彈簧+雙閥CDC減振器+800V液壓幫浦。輔助高壓油路及自主研發的調節控制軟體。

運行原理

第一階段－主要採用傳統空氣彈簧和雙閥CDC阻尼器，被動消除細微振動。 CDC電磁閥的電流控制精度為1毫秒，最大反應速度可達5毫秒。

第二階段－車輛姿態主要由一台800V液壓幫浦控制。當車身即將發生側傾或俯仰時，液壓幫浦會向該側施加液壓以支撐車身。液壓幫浦的作用是支撐車身的「位移」，反應速度為幾十毫秒。

第2章：電子機械煞車（EMB）

與伯特利合作開發

主要特點

這種完全乾式設計徹底省去了液壓煞車管路和煞車油。

每個車輪都配備一個獨立的煞車電機，可以單獨擰緊自己的煞車卡鉗。

煞車反應速度比傳統液壓系統快約 100 毫秒，時速 120 公里時的煞車距離減少了約 3 公尺。

第3章：線控樓梯

前輪轉向系統（耐世特）

主要特點

機械轉向柱的物理硬連接被取消了。

轉向比隨車速不斷變化。

三重安全冗餘（主ECU+備用通道+機械故障保護策略）

基於其 800V 全主動懸架，理想汽車還宣布了便捷換胎、單臂俯臥撐、越野逃生等新的功能場景。

「單臂俯臥撐」：車輛前部的一側獨立且快速地上下移動。

越野脫困：如果車輛輕微陷入沙地，800V主動懸吊會開始上下「振動」。每次向下按壓，輪胎與沙子之間的接觸壓力和摩擦力都會發生變化，就像一隻無形的手在輕輕敲擊地面。連續施力幾次後，車輛即可自行脫困，無需外部救援。如果車輛陷得更嚴重，單輪超過10000N的提升力將發揮關鍵作用。懸吊會主動抬起陷住的車輪以增加離地間隙，車輛只需插入一塊沙板即可輕鬆脫困。

方便的換胎：懸吊會自動抬起相應的車輪，將輪胎完全抬離地面，提供充足的工作空間，無需千斤頂即可輕鬆更換輪胎。

為了實現底盤控制，力力L9 Livis搭載了兩顆力力汽車自主研發的5奈米車規級「Mach 100」晶片，總合力高達2560 TOPS。 Mach M100晶片擁有獨立的車輛控制區域，其中100-200 TOPS的算力專門用於底盤控制。轉向、煞車和懸吊系統的軟體均由力力汽車自主研發，其程式碼和資料在同一架構內自然銜接。

車輛範例 - 蔚來ES9

蔚來ES9將於2026年5月發布，搭載蔚來Skyride智慧底盤。底盤採用線控技術，包括Skyride全主動懸吊、Skyride四輪線控轉向和電液煞車系統（EHB）。車輛動態控制（VMC）技術用於底盤控制。

蔚來汽車的VMC系統將全主動懸吊、線控轉向、後輪轉向、電力驅動和煞車等執行單元整合到一個協調的網路中，實現毫秒響應。此外，VMC還能與駕駛座和車身區域進行協調，使底盤能夠同步控制智慧高清投影式頭燈、車內環境燈、電動車門和電動尾翼等組件（例如蔚來ET9的「空中舞步」功能）。

VMC 在前後 ZCU 和中央運算叢集之間運行，結合雲端資料處理能力，管理超過 2100 個車輛動力學參數，任務處理延遲小於 10 毫秒。

基於軟體與硬體（中央運算+跨域整合+VMC控制），蔚來ES9可以實現一系列車輛控制功能，包括高速爆胎安全控制、靜音透過減速帶、冰雪路面香檳塔特技以及智慧限高輔助。

蔚來Skyride智慧底盤

來源：蔚來汽車

第2章：VMC Link智慧駕駛與底盤執行器

智慧駕駛正向L3及更高級別演進。傳統的分散式控制架構已無法滿足高階智慧駕駛對反應速度和協調精度的嚴苛要求，因此對底盤協同控制（VMC）的需求日益成長。 VMC已成為許多OEM廠商支援的領先解決方案。蔚來汽車的一位工程師表示：「當智慧駕駛系統需要調用五六個控制器介面，例如轉向、制動和懸吊時，如果沒有VMC，就會成為一個關鍵問題。VMC需要成為一個統一的介面，將智慧駕駛感知與底盤運行連接起來。」

部分OEM廠商VMC解決方案概述

來源：中國研究

上汽國際是最早採用 VMC 解決方案的中國汽車製造商之一，該解決方案現已改進至 3.0 版本，並安裝在上汽國際的所有車型中。

1.0 版本於 2024 年 5 月發布。在軟體層面，它實現了對 3 個方向（X、Y、Z）上 6 個自由度的車身姿態的協調控制，並允許集中調整和控制空氣彈簧高度、減震器阻尼和電子泊車等功能。

2.0 版本於 2024 年 9 月發布，支援 OTA（空中下載）更新。底盤已整合智慧駕駛域，並新增了輪胎爆胎穩定控制系統。該系統透過融合LiDAR和輪速感知器的數據，可在 200 毫秒內偵測到輪胎爆胎並啟動緊急應變。在 220 公里/小時的高速輪胎爆胎測試中，透過協調控制後輪反向偏轉和單側制動，將車輛偏移控制在 0.5 公尺以內。

3.0 版本於 2025 年 11 月發布，並已應用於 IM LS9 車型。底盤可執行的跨域控制項數量增加至 14 項，車輛動力學可即時調整，透過降低側傾幅度來減少暈動症。主動防傾也已升級至 3.0 版本。在緊急避讓操作中，具備最高速度控制功能的智慧四輪轉向系統可將側翻風險降低高達 54%。

內容

第320章總合頁數

第1章：乘用車底盤域控制及底盤間域整合概述

智慧車輛演進（EEA）

底盤域概念

智慧底盤的演進趨勢

底盤整合控制架構的演進（1-3）

整合式底盤控制架構，支援水平、垂直和縱深方向。

智慧車輛的跨領域融合

跨學科整合的演化邏輯

跨學科整合的考量

跨學科融合的典型趨勢

跨域整合中的域控制

智慧車輛跨領域整合平台的分類

底盤的跨域整合

第2章：乘用車底盤跨領域整合應用場景

第3章：乘用車底盤域控制與底盤間域整合產品佈置的總結與發展趨勢

第4章：各OEM廠商的底盤域控制與底盤跨域整合佈局

• NIO
• Xpeng
• Li Auto
• Xiaomi
• Leapmotor
• SAIC IM
• Voyah
• Geely & ZEEKR
• Changan
• BYD
• Great Wall Motor
• Chery
• GAC
• FAW Hongqi
• Avatr
• Tesla
• Mercedes-Benz
• BMW
• Toyota
• GM

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.

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