内容来源：https://www.theverge.com/transportation/857400/ford-ai-assistant-level-3-automation-ces-2026

内容总结：

福特汽车公司近日宣布，将在人工智能与自动驾驶领域推出一系列新举措。根据公司高层在CES上的披露，福特计划于今年晚些时候推出全新AI语音助手，并在2028年为其基于通用电动车平台（UEV）的车型配备可脱手脱眼的L3级自动驾驶功能。该平台预计2027年正式上市，旨在以更亲民的价格提供高端智能驾驶体验。

为实现这一目标，福特正将核心软硬件研发转为内部主导。公司电动汽车与软件负责人道格·菲尔德强调，通过自主研发电子控制模块与计算单元，新一代系统的成本较现有方案降低约30%，体积缩小44%，且性能显著提升。这一策略使福特能在控制成本的同时，将高阶智能驾驶技术拓展至主流价位车型。

此次战略调整的背景是福特电动化转型面临挑战。此前推出的电动野马和F-150 Lightning市场反响未达预期，公司已暂停部分电动车型生产，转而加大混合动力车与储能系统布局。在自动驾驶领域，福特自2022年关闭Argo AI项目后，从L4级全自动驾驶转向渐进式路线，聚焦L2至L3级辅助驾驶功能。

据悉，福特AI语音助手将率先于2026年登陆手机应用，次年整合至车载系统。其特色在于能结合具体车型数据（如货箱尺寸）提供精准应答，并兼容多类大语言模型。自动驾驶方面，现有BlueCruise系统将在升级后实现路口通行能力，最终过渡到允许驾驶员在特定场景下视线脱离路面的L3级系统。

福特电子平台执行总监保罗·科斯塔指出，公司不参与AI芯片算力竞赛，而是追求性能、成本与体积的平衡。通过整合黑莓团队的技术积淀及原Argo AI团队在机器学习领域的经验，福特正构建可同时处理娱乐、驾驶辅助与语音指令的集中式电子架构，为未来智能出行奠定基础。

中文翻译：

福特公司高管今日在国际消费电子展上宣布，其全新人工智能语音助手将于今年晚些时候向客户推出。这家汽车制造商还计划在2028年推出无需手握方向盘、可视线脱离路面的L3级自动驾驶功能，该技术将搭载于2027年推出的通用电动汽车平台——该平台旨在打造更亲民（且有望创造更高利润）的电动车型。

福特AI语音助手年内上线，L3级自动驾驶2028年落地

为实现降本增效与自主可控，该汽车制造商正将大部分研发工作转向内部。

福特特别强调，为降低成本并掌握更大主导权，公司将自主开发这些产品的多项核心技术。值得注意的是，福特不会像特斯拉和Rivian那样自研大语言模型或设计芯片，而是致力于打造比现有系统更精简高效的自有电子与计算模块。

"通过自主研发软硬件，我们找到了让这项技术更易普及的路径，"福特电动汽车与软件部门首席负责人道格·菲尔德在博客中写道，"这意味着我们可以将先进的脱手驾驶功能搭载在消费者真正购买的车型上，而非仅局限于价格高昂的车型。"

福特宣布将自主研发多项核心技术

当前福特正面临日益增长的市场压力，此前其对电动版野马和F-150皮卡的巨额投入未能激发消费者热情或实现盈利，亟需推出更亲民的电动车型。在电动车销量遇冷的背景下，公司近期取消了F-150 Lightning电动皮卡项目，并表示将增产混合动力汽车及储能系统，以满足人工智能数据中心建设带来的增长需求。自2022年终止与Argo AI的自动驾驶合作项目后，福特持续调整其人工智能战略，从全力研发L4级全自动驾驶转向开发L2/L3级条件自动驾驶辅助功能。

在此背景下，公司正试图在人工智能领域开辟中间道路：既不像特斯拉和现代那样全力押注机器人车队，又坚持开发语音助手与自动驾驶等人工智能产品。

福特表示其人工智能助手将于2026年率先登陆福特和林肯手机应用，2027年扩展至车载系统。例如当福特车主在建材市场不确定卡车货箱能容纳多少袋覆盖料时，可拍摄覆盖料照片询问助手。得益于掌握包括货箱尺寸和配置等级在内的完整车辆信息，该助手能提供比ChatGPT或谷歌Gemini更精准的答案。

在近期科技会议上，福特首席财务官谢里·豪斯曾表示将把谷歌Gemini集成到车辆中。但该公司设计的助手兼容各类聊天机器人，可适配多种大语言模型。

"关键在于我们将大语言模型与福特所有相关系统对接，使其能识别用户使用的具体车型，"福特高级驾驶辅助系统与车载信息娱乐负责人萨米·奥马里解释道。

自动驾驶功能将随福特通用电动汽车平台同步推出。目前福特的核心产品是仅支持多数高速公路使用的L2级脱手驾驶辅助系统BlueCruise。公司计划逐步推出能识别交通信号灯、通过交叉路口的点对点脱手驾驶系统，最终实现L3级自动驾驶——驾驶员仍需在必要时接管车辆，但特定场景下可视线脱离道路。（有专家指出L3系统可能存在安全隐患，因为车辆承担主要驾驶任务时仍要求驾驶员保持专注。）

奥马里表示，通过对每个传感器、软件组件和计算单元进行严格审查，研发团队打造的系统成本比现有脱手驾驶系统降低约30%，同时显著提升性能。

菲尔德在博客中指出，这一切都取决于对福特计算架构的"彻底重构"，意味着需要更统一的"大脑"来处理信息娱乐、高级驾驶辅助、语音指令等多种功能。

近十年来，福特持续组建具备专业知识的团队推进这些项目。原Argo AI团队凭借其在机器学习、机器人技术和软件领域的专长被纳入核心体系，该团队最初专注于L4级自动驾驶出租车研发。福特电子平台执行总监保罗·科斯塔透露，2017年招募的黑莓工程师团队目前正致力于开发下一代电子模块以实现技术创新。

但科斯塔补充说，福特不愿卷入"TOPS算力军备竞赛"——该指标用于衡量人工智能处理器每秒万亿次运算速度。特斯拉和Rivian等公司曾强调其AI芯片处理速度以证明自动驾驶系统性能。福特对此竞争策略并不感兴趣。

团队追求的是性能、成本与尺寸的平衡优化，而非单纯追求性能。最终研发的计算模块不仅性能显著提升、成本降低，体积较原有系统更是缩小44%。

"我们不会为优化某个单一维度而牺牲其他方面，"科斯塔强调，"实际上我们实现了全方位的优化，这正是令我们振奋的原因。"

热门资讯

• 乐高发布智能积木，宣告50年来"最具革命性进化"
• CES 2026现场直击：展馆内外所有新品发布与技术革新
• 乐高智能积木实机体验
• CES 2026迄今最值得关注的科技新品
• OpenAI推出ChatGPT健康助手，支持用户连接医疗记录

英文来源：

Ford’s new AI-powered voice assistant will be rolling out to customers later this year, the company’s top software executive said at CES today. And in 2028, the automaker will introduce a hands-free, eyes-off Level 3 autonomous driving feature as part of its more affordable (and hopefully more profitable) Universal Electric Vehicle (UEV) platform, set to launch in 2027.
Ford’s AI voice assistant is coming later this year, L3 driving in 2028
The automaker is bringing most of the work in house to reduce costs and retain control.
The automaker is bringing most of the work in house to reduce costs and retain control.
Most importantly, Ford said it would be developing a lot of the core technology around these products in-house in order to reduce costs and retain greater control over. Mind you, the company isn’t creating its own large-language models or designing its own silicon, like Tesla and Rivian. Instead, it will be building its own electronic and computer modules that are smaller and more efficient than the systems that are currently in place.
“By designing our own software and hardware in-house, we’ve found a way to make this technology more affordable,” Ford’s chief officer for EVs and software Doug Field wrote in a blog post. “This means we can put advanced hands-free driving into the vehicles people actually buy, not just vehicles with unattainable price points.”
Ford said it would be developing a lot of the core technology around these products in-house
The new comes as Ford faces increasing pressure to roll out more affordable EVs after its big bet on electric versions of the Mustang and F-150 pickup truck failed to excite customers or make a profit. The company recently cancelled the F-150 Lightning amid cooling EV sales, and said it would make more hybrid vehicles as well as battery storage systems to meet growing demand from AI data center construction. Ford also has been recalibrating its AI strategy after shutting down its autonomous vehicle program with Argo AI in 2022, pivoting from fully autonomous Level 4 vehicles to Level 2 and Level 3 conditional autonomous driver assist features.
Amid all this, the company is trying to stake out a middle ground on AI: not going all-in on a robot army like Tesla and Hyundai, while still committing to some AI-powered products, like voice assistants and automated driving features.
Ford said its AI assistant will launch on the Ford and Lincoln mobile apps in 2026, before expanding to the in-car experience in 2027. An example would be a Ford owner standing in a hardware, unsure how many bags of mulch will fit in the bed of their truck. The owner could snap a photo of the mulch and ask the assistant, who could respond with a more accurate answer than, say, ChatGPT or Google’s Gemini, because it all the information about the owner’s vehicle, including truck bed size and trim level.
At a recent tech conference, Ford’s CFO Sherry House said Ford would be integrating Google’s Gemini into its vehicles. That said, the automaker is designing its assistant to be chatbot-agnostic, meaning it will work with a variety of different LLMs.
Amid all this, the company is trying to stake out a middle ground on AI.
“The key part is that we take this LLM, and then we give it access to all the relevant Ford systems so that LLM then knows about what specific vehicle you’re using,” Sammy Omari, Ford’s head of ADAS and infotainment, told me.
Autonomous driving features will come later with the launch of Ford’s Universal EV Platform. Ford’s flagship product right now is BlueCruise, its hands-free Level 2 driver assist feature that’s only available on most highways. Ford plans on rolling out a point-to-point hands-free system that can recognize traffic lights and navigate intersections. And then eventually it will launch a Level 3 system where the driver still needs to be able to take over the vehicle upon request but can also take their eyes off the road in certain situations. (Some experts have argued that L3 systems can be dangerous given the need for drivers to stay attentive despite the vehicle performing most of the driving tasks.)
Omari explained that by rigorously scrutinizing every sensor, software component, and compute unit, the team has achieved a system that is approximately 30 percent lower cost than today’s hands-free system, while delivering significantly more capability.
All of this will depend on a “radical rethink” of Ford’s computing architecture, Field said in the blog post. That means a more unified “brain” that can process infotainment, ADAS, voice commands, and more.
For almost a decade, Ford has been building a team with the relevant expertise to spearhead these projects. The former Argo AI team, originally focused on Level 4 robotaxi development, was brought on board the mothership for their expertise in machine learning, robotics, and software. And a team of BlackBerry engineers, who were initially hired in 2017, is now working on building next-generation electronic modules to enable some of these innovations, Paul Costa, executive director of Ford’s electronics platforms, told me.
But Ford doesn’t want to get into “a TOPS arms race,” Costa added, referring to the metric for measuring AI processor’s speed in trillions of operations a second. Other companies, like Tesla and Rivian, have stressed the processing speed of their AI chips to prove how powerful their automated driving systems will be. Ford’s not interested in playing that game.
Rather than optimizing for performance alone, they pursued a balance of performance, cost, and size. The result is a compute module that is significantly more powerful, lower in cost, and 44 percent smaller than the system it replaces.
“We’re not just choosing one area here to optimize around at the expense of everything else,” Costa said. “We’ve actually been able to optimize across the board, and that’s why we’re so excited about it.”
Most Popular

• Lego announces Smart Brick, the ‘most significant evolution’ in 50 years
• CES 2026 live: all the news, announcements, and innovations from the show floor and beyond
• I played with the Lego Smart Brick
• The best tech announced at CES 2026 so far
• OpenAI launches ChatGPT Health, encouraging users to connect their medical records