上周二，高通首席執(zhí)行官史蒂夫?莫倫科夫說：“認(rèn)真考慮智能聯(lián)網(wǎng)汽車的影響就知道，對(duì)我們來(lái)說意義重大?！彼穆曇舻统劣辛Α?/p>

這可不是開玩笑。去年，總部設(shè)在圣迭戈的芯片制造商宣布計(jì)劃收購(gòu)NXP Semiconductor，價(jià)格達(dá)到令人瞠目的470億美元?，F(xiàn)在高通為抓住智能聯(lián)網(wǎng)汽車領(lǐng)域的機(jī)會(huì)大步邁進(jìn)。連一向低調(diào)的莫倫科夫都在加州拉古納海灘的《華爾街日?qǐng)?bào)》D.Live大會(huì)上公開談?wù)摗?/p>

他表示，高通希望在未來(lái)汽車領(lǐng)域占一塊，而且是一大塊。

莫倫科夫指出：“汽車的結(jié)構(gòu)發(fā)生了很大變化，變得越來(lái)越聰明?！彼€介紹了過去各自為營(yíng)的聯(lián)網(wǎng)技術(shù)如何整合為多個(gè)子系統(tǒng)組成的智能汽車體系，“我們想在子系統(tǒng)中占據(jù)一席之地……這真的是我們最擅長(zhǎng)的工作。我們能緊跟技術(shù)變化解決系統(tǒng)問題。”

當(dāng)然，細(xì)節(jié)決定成敗。莫倫科夫承認(rèn)“在汽車?yán)飸?yīng)用技術(shù)跟在智能手機(jī)或個(gè)人電腦上大不一樣”，汽車有其獨(dú)特的挑戰(zhàn)。此外還涉及更廣泛的文化挑戰(zhàn)，這方面人們才剛剛開始了解。

莫倫科夫說：“就聯(lián)網(wǎng)智能汽車的影響而言，業(yè)界想得還不夠遠(yuǎn)。另外，‘聯(lián)網(wǎng)’不光是指互聯(lián)網(wǎng)，也包括聯(lián)結(jié)其他汽車?！?/p>

他還認(rèn)為：“電動(dòng)化會(huì)讓汽車領(lǐng)域迎來(lái)新面孔?！?/p>

為什么各大競(jìng)爭(zhēng)對(duì)手，比如英特爾、三星和諾基亞都應(yīng)該關(guān)注高通在汽車領(lǐng)域的動(dòng)作？因?yàn)槠嚭芸赡苁切乱淮O(shè)備大平臺(tái)，盡管剛具雛形，但在其中爭(zhēng)得一席之地的“淘金熱”已經(jīng)開始。

這方面莫倫科夫態(tài)度樂觀。他似乎暗示大家都有機(jī)會(huì)：“創(chuàng)新大潮會(huì)涌起很多波，而且會(huì)持續(xù)很長(zhǎng)一段時(shí)間?！保ㄘ?cái)富中文網(wǎng)）

譯者：Charlie

審校：夏林

“If you think about all of the implications of the smart, connected car,” Qualcomm CEO Steve Mollenkopf said on Tuesday, trailing off, “for us, it’s significant.”

No kidding. The San Diego chipmaker, which last year announced that it would acquire NXP Semiconductor for an eye-popping $47 billion, is making significant moves to meet the opportunity. But Mollenkopf, typically understated, was unequivocal speaking at the Wall Street Journal’s D.Live conference in Laguna Beach, Calif.

He said Qualcomm wanted a piece of the car of the future. A big piece.

“There’s a big change in the architecture of the car. The car is getting smarter,” Mollenkopf said, outlining how once-disparate connected technologies were consolidating into a smart automotive system of subsystems. “We want to have a piece of all of those subsystems…which is really what we do best as a company. We solve systems problems as technology changes.”

The devil is in the details, of course. Mollenkopf acknowledged that “delivering technology into the car is different than delivering technology into the smartphone or PC” and comes with its own challenges. And there are broader cultural challenges we’re only beginning to understand.

“The industry isn’t thinking far enough ahead in terms of the implications of having a car connected and smart,” Mollenkopf said. “And ‘connected’ not just in terms of the Internet but connected to other cars.”

Plus, “electrification will allow new entrants to come into the car space,” he said.

Why should Qualcomm’s rivals—among them Intel, Samsung, and Nokia, depending on the category—be concerned with the company’s automotive ambitions? Because the car is arguably the next big device platform, and it’s a gold rush to secure a place in an enormous, albeit nascent, opportunity.

Mollenkopf is optimistic. There’s room for everyone, he seems to suggest: “There’s going to continue to be a large period of innovation for a long period of time.”