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约基奇跑路？连年拒绝！勇士第二？3.59亿值得吗？_我的网站
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Chinese autonomous-driving company Pony.ai said on Monday that its cumulative autonomous-driving distance worldwide has surpassed 100 million kilometers, marking the latest milestone as China's driverless sector moves from technology validation toward mass production and scaled commercial deployment.
The milestone comes as L4 autonomous driving gains commercial traction across passenger transport and logistics in China, while Chinese companies are accelerating overseas deployment through partnerships with local operators in markets including Europe and Southeast Asia.
Industry experts said that the significance goes beyond rising distance. As commercialization gathers pace, the next phase of competition will increasingly hinge on whether autonomous-driving technology can be deployed at scale, brought down to commercially viable costs and replicated across different transport scenarios and markets.
At a recent media briefing, Pony.ai said that its fourth-generation L4 autonomous electric heavy-duty truck had entered mass production, with commercial operations expected to begin in the coming months. The company plans to deploy 500 to 1,000 trucks over the next two to three years across long-haul freight, bulk cargo transport and port logistics.
A notable part of that transition is the sharp decline in costs. Autonomous-driving hardware costs for Pony.ai's fourth-generation heavy truck are about 70 percent lower than for the previous generation, according to the company.
Similar cost reductions are also emerging in robotaxis. Pony.ai said on its official blog that the bill-of-materials cost of the autonomous-driving kit for its seventh-generation robotaxi has fallen 70 percent from the previous generation, helping the company achieve unit-economics breakeven in Guangzhou and Shenzhen, South China's Guangdong Province.
China's autonomous-driving sector is moving from technology validation to large-scale commercial deployment, underpinned by the rapid accumulation of real-world driving data, Pan Helin, a member of the Expert Committee for the Ministry of Industry and Information Technology, told the Global Times on Monday.
"Continuous road testing allows L4 systems to better adapt to local traffic conditions, laying the groundwork for wider commercial use," Pan said.
China has opened multiple cities to autonomous-driving applications, with commercialization gathering pace. As deployment expands and marginal technology costs fall, autonomous driving is expected to unlock significant commercial value and emerge as a new form of mobility, veteran industry analyst Liu Dingding told the Global Times.
Pony.ai aims to expand its robotaxi fleet to more than 3,000 vehicles by the end of 2026 and operate in 20 cities worldwide, with nearly half of those cities overseas. It also plans to develop an international version of its seventh-generation robotaxi tailored to different regulatory requirements and infrastructure, supporting the deployment of more than 1,000 vehicles in overseas markets.
Pony.ai's ambition also reflects a broader push by Chinese autonomous-driving companies to expand overseas.
On August 3, WeRide announced a partnership with Danish shared-mobility platform GreenMobility to deploy autonomous ride-hailing services in Denmark, marking its first entry into the Nordic region and sixth European market. Subject to regulatory approval, the service is expected to open to the public in the first half of 2027 using WeRide's latest GXR L4 robotaxi.
WeRide said on its website that its autonomous-driving products are now deployed in more than 40 cities across 12 countries. The company holds autonomous-driving permits in eight markets and operates a global L4 fleet of more than 3,000 vehicles.
A similar expansion is taking place in public transport. On July 17, Chinese autonomous-driving company MOGOX announced a strategic partnership with Singapore-based ComfortDelGro Bus. The two companies will cooperate on autonomous-vehicle deployment and operations, commercial expansion and coordination with regulators.
Pan said that China's autonomous-driving sector has two key advantages: a broad supplier base for major components and a large domestic market that allows companies to deploy services widely and accumulate real-world data. Advances in simulation and synthetic-data technologies have further strengthened the sector's ability to train and refine autonomous-driving systems.
Liu pointed to the cost benefits of scale. As deployment expands, the cost of key automotive-grade components such as lidar and chips continues to fall, improving the economics of commercial operations and creating more room for technological iteration, he said.
。 随着各家球星转会完成，休赛期市场也逐渐降温；而随着联盟各队阵容确定，媒体又开始为未来操心了。 近日，美媒BF对外公布了一份名单，分别是27年夏天可能进入自由市场的超级球星名单，其中不乏约基奇、库里、伦纳德、詹姆斯、字母哥、杜兰特、唐斯、浓眉、巴特勒、欧文等一批明星球员。 对于这份名单，仅从阵容来看，绝对足够夸张；毕竟这一批球员，基本直接代表了过去十几年NBA的最高竞争力。 只是对比来看，相比较于大多数下家稳定的球员，真正让外界讨论最多的，来自于掘金核心主将：尼古拉·约基奇。 从目前的情况来看，掘金的局面已经相当微妙了，一个很关键的问题摆上台面： 这位带队夺冠的MVP约基奇，会不会离开掘金呢？ 先从结论来看，目前还没有任何消息证明约基奇决定离开掘金，但问题在于他的一系列操作，确实很容易让外界产生遐想。
B | 按照联盟规则，约基奇在2027-28赛季拥有球员选项，届时他完全选择跳出合同重新决定未来；而回看过去两个休赛期，掘金主动向他递上超级合同，但约基奇全都选择了等待。 时间回到25年夏天，掘金一度开出一份三年2.12亿的提前续约合同；对于普通球员这绝对是无法拒绝的天价，但约基奇选择了拒绝。 而后来到今年夏天，掘金再次提高报价，摆出了两个方案： 一份是三年2.14亿美元，另一份是四年2.78亿美元。 这两笔更高价合约依旧没有能打动约基奇，这就不得不让人思考了，如果钱不是问题，那约基奇到底在犹豫什么呢？ 理性来看，背后的原因其实并不复杂。 对于约基奇而言，现在提前续约，直接意味着少拿一大笔钱；而根据ESPN薪资专家Bobby Marks分析，如果约基奇选择跳出合同，他最高可以和掘金签下五年3.595亿级别的超级顶薪。 对比来看，五年3.595亿，年薪甚至超过7000万。 如果这笔合约达成，又将直接刷新NBA历史最高合同纪录，甚至直接让约基奇生涯总薪资突破7亿大关。
C | 对于任何超级球星而言，一次足以改变历史排名的机会，约基奇自然不会轻易放弃。此前他也公开表示，自己打NBA的目标之一就是赚钱。 那么问题就来了： 如果约基奇一心想拿超级顶薪，那么掘金会不会对续约有所犹豫呢？ 根据名记Mark Stein报道，由于约基奇连续两个休赛期拒绝提前续约，目前联盟多队都在关注掘金内部情况。 摊开目前球队现状看，随着队中核心薪资不断上涨，球队未来大概率陷入奢侈税困境；甚至有美媒直接发文预测，新赛季掘金问鼎西部冠军的概率，仅有7%。
D | 当然，这个预测并不代表最终结果，毕竟约基奇一直具备改变球队的能力；但对于球队高层而言，他们必须考虑一个现实问题： 为了留下约基奇，掘金还愿意付出多少钱呢？ 有意思的是，今日美媒预测网站给出了约基奇的未来下家预测概率榜单，而约基奇留队掘金的概率正在下降，反而是金州勇士，以5%升到了第二的位置。 焦点回到约基奇身上，现在摆在他面前的就是一道关键选择题了： 如果他选择暂缓续约，最终和掘金完成一份超级续约，他很可能拿下NBA历史的最大合同；但如果掘金因为财政压力而选择放弃，那么约基奇在其他球队最高只能拿到四年2.46亿美元。
E | 对比来看，两个选择前后差距甚至超过1亿美元。 所以，最后把选择留给球迷讨论： 对于现在的约基奇，你觉得他该怎么选呢？。
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