Prospects for the Automobile Industry

Get out of the way, I know this question.

The pitfalls I have gone through in the automotive industry may be longer than the road you have traveled. Let me give you some background first. I came from an automotive major and studied at a 985 Automotive College in Northeast China for my undergraduate degree. It is not an exaggeration to say that I am a prodigy in the automotive industry, but my alumni have gone abroad. At that time, when I went to play basketball at the school next door, I was told that you were from the Automobile Academy, and the girls would hold their chins and look up... When I graduated from my undergraduate degree, the recruitment season was just like all the major car companies vying for people. The starting salary at that time was very good, and people who studied computer science and finance also wanted to join the car company. At that time, there were various classes in the school, such as Volkswagen class, Toyota class, etc. Most graduates would choose joint ventures because the sales were good and the money was high.

When I graduated, I originally wanted to work, but I thought it was always better to have a higher degree. After I signed up for a job, I then passed the postgraduate examination. During my master's degree, I mainly studied emissions. At that time, emissions were very popular, and intelligent network connection was nothing at all. I had never heard of it. During the master's degree, I mainly did testing, setting up a bench to operate the Horiba emission meter and fuel consumption meter. The simulation software AVL Family Bucket is also involved.

When Guo Jia graduated with a master's degree, it was only a few years after Guo Jia spent 4 trillion yuan, and jobs were still as easy to find as ever. At that time, North and South Volkswagen and Shanghai General Motors were basically everyone's first choice. However, at that time, the Internet began to gain momentum, and students People with computers are less willing to go to car companies. Of course, the treatment of North and South Volkswagen is still better than that of small and medium-sized IT companies. However, at that time, I was relatively young and had some sentiments, so I was infected by the old professors at the school. At that time, the old professors looked down upon the public from the north and the south and strongly suggested that we graduates should engage in independent technology. Then I went to a certain automobile technology center. At that time, we were catching up with the emission upgrade. In addition, I had some knowledge before, so I was assigned to do vehicle emission testing. I did the testing work for four months. In fact, it didn’t have much technical content. More time was spent on testing. Debugging and maintaining equipment. It was during this period that I realized that there are no so-called superheroes in the automotive industry. It is more of a team fight, and most of them are screws. Then, at that time, there was a shortage of people in an engine research and development project, so I was transferred to the project where I was half-assed. I was still very happy at the time. The engine is the heart of the car. It was gratifying to be actively involved in research and development. In addition, the leader of the technical center came from an engine background. At that time, he was mainly involved in the development work related to the combustion chamber, fuel supply system and calibration. At first, I was mainly responsible for simulation work, three-dimensional modeling, mesh drawing, and various models (turbulence, spray, evaporation, combustion, emissions). After trial production, I was engaged in calibration-related work. Now I only remember to adjust the optimal ignition advance angle and scan MAP map. During the testing process, various problems will arise, and any mechanical-related problems need to be dealt with by yourself. You can replace spark plugs, fuel injectors, piston rings, etc. all by yourself. But we didn’t dare to touch the ECU alone. At that time, the ECU was protected in a box like a treasure. From then on, I felt that the ECU was not simple and had a lot to offer.

Later, I was engaged in engine and vehicle calibration work. Of course, I was most exposed to the INCA software. At the beginning, I mainly adjusted parameters with my seniors. Gradually, I felt that just adjusting parameters was not enough without understanding the strategy, so I started to practice my internal skills hard. I found a book on electronic control development and realized that calibration is a link at the end of the V process. At the same time, I also gradually realized that calibration is a bit like a program. Members of the Communist Party of China are all fed by youth.

Next, the new energy wave came. At that time, driven by state subsidies, all major car companies were developing new energy vehicles. Of course, some were engaged in technology, and some were cheating on subsidies. At this time, engines were also developing towards electrification. It happened that the department had a hybrid project to be launched, so I actively participated. I still remember that when determining the architecture plan, I studied basically all the hybrid topologies on the market. Now I can still remember Toyota power split CHS, European P0-P4, Honda IMMD, Volt, and SAIC's hybrid topology. After determining the architecture, I secured the role of developing control strategies. In fact, I was only responsible for the strategies under the two modes. Most of the strategies used were relatively simple. However, the project was later canceled, probably because the investment cost was too high. , the expected income is average. After being axed, he turned to developing a micro-hybrid 48V control system. It was at that time that I started to get in touch with functional safety. Of course, I mainly learned it from suppliers, because at the beginning we couldn't even put forward the requirements.

Later, the company conducted a quality self-audit within the company. I cooperated with my colleagues in the quality department to sort out the internal processes of the department. From then on, I came into contact with quality. Later, I took the internal auditor certificate. For a while, I was debating whether to take the quality path. I took the 16949 certificate exam but gave up later.

Later on, there was the wave of intelligent network connection. Because I was exposed to functional safety relatively early within the company, I was assigned to do vehicle-level functional safety, including supplier review. participate. At that time, start-up companies such as smart cars and new energy were favored by capital, and they received various financings. In short, they were not short of money. I often received calls from headhunters, and there was no problem in doubling the salary, but in the end I still didn't jump in. Vehicle-level functional safety is naturally inseparable from the vehicle's EEA architecture, and he gradually became a guest EEA architecture designer.

Now, he is mainly responsible for the top-level design of the vehicle EEA architecture, including but not limited to EEA architecture design, Classic/Adaptive Autosar, SOA architecture implementation design, MBSE method and tool chain, functional safety, and expected functional safety. , information security, ASPICE, and IATF 16949. Of course, I am only talking about dabbling. After all, people’s energy is limited and it is impossible to cover everything.

Of course, there are many work details that I won’t go into.