1384 The Importance of Big Data Accumulation

The latest website: The way Xiao Feng and He Xiaojun looked at Li Xizhou also changed a bit.

From the initial scrutiny, it turned into a little appreciation, after all, they are also in business.

I also know that in terms of the impetuous environment in China, what is most lacking is an entrepreneur with a deadly spirit like Li Xizhou.

"Ha, I really didn't expect that Mr. Li actually has such great feelings and is so willing to spend all his money?"

Xiao Feng knew that Guan Zhenhai would not deceive him, so when he heard that Mr. Li was so willing to spend his money, he couldn't help but change his attitude.

At this moment, Li Xizhou, who was facing him, blushed.

"Hey, Mr. Xiao, don't listen to what Mr. Guan said. Actually, I'm not that noble. The main thing was a real estate project I invested in before. Halfway through the work, it turned out that the main investor broke the capital chain and ran away."

"There is only such a large construction site left, and there are more than a dozen unfinished buildings."

"Hey, I also have a hard time and can't tell. I also invested part of the money in this project back then, but the main investor ran away."

"I can't get my money back. In the end, I can only get back a debt-forfeited building. This building has not been completed, and because of the incomplete birth certificate, I can't sell it."

"It just so happens that my new project is to study elevators, so I simply handed it over to those programmers."

"After all, these so-called control systems are actually a thousand to ten thousand. Basically, it is a matter of experience and data accumulation."

Xiao Feng and the others didn't expect that Boss Li would be so honest and humble, and he wouldn't brag according to Guan Zhenhai's words.

But the more humble he was, the more they couldn't help but look up to this guy.

"Yes! We are also in the industry, why don't we know that many projects rely on the accumulation of data and experience?"

He Xiaojun was obviously very touched by Li Xizhou's words.

They do medical research and development, and the most boring, but also the most basic and critical work is data accumulation.

When you do an experiment countless times,

Thousands of sets of data have been accumulated.

In the end, you can select the data that best meets your needs from the thousands of data, and then look at the comparison of the experimental usage.

In the end, it is up to you to determine what is the most appropriate dosage ratio for a new drug.

The same work applies to industry in mechanical engineering.

Take the automobile industry for example. When it comes to automobiles, many people know that automobiles need three major parts: engine, transmission, and chassis.

Especially the chassis, it is even more mysterious to say, it involves three elements, one is the physical structure, the other is the chassis materials, and the other is the tuning.

The physical structure is easy to understand, such as what structure your front suspension and rear suspension use, McPherson independent suspension, double wishbone independent suspension, multi-link independent suspension, or pallet suspension.

These different physical structures will affect the driver's driving experience and the control accuracy of the car.

There is also the material used. For example, whether the cantilever is made of stamped thin steel plate or aluminum alloy cantilever, these unsprung masses will affect the driving experience of the vehicle.

And the most mysterious thing is that the chassis has been tuned.

It can even be said that chassis tuning is the most critical part of a car's driving quality.

For example, many domestic cars are plagiarized German cars. Even the chassis are exactly the same from the physical structure to the materials used, and some materials are even better than German cars.

The Germans use a single-layer stamped steel plate for the rear suspension, while our domestic manufacturers give you the aluminum alloy cantilever.

But when the car was finally driven, everyone felt that the materials used in your domestic car were generous, and it was not as clear and brisk as a German car.

When crossing ditches and ridges, the whole vehicle is very relaxed, without muddy water.

As for our domestic cars, even if the materials are honest, they can make you vomit if you pass a speed bump.

And once two years have passed, the chassis of some domestically-produced cars will become loose and loose, which makes people have no confidence in driving.

And what is reflected here is the gap in chassis tuning!

And when it comes to tuning, in the final analysis, it is how the engineers lay out when designing the chassis of the car.

What is the distance between each cantilever and what angle is placed.

When tightening the screws, how much torque should be used, how many times to twist, and then how many times to loosen.

As for why this is done, it is entirely because of the accumulation of data for hundreds of years and the experience passed down from generation to generation of engineers.

In this regard, we are too far behind.

It can be said that our modern cars started only twenty years ago.

In this regard, we are still far away from others.

At present, in terms of chassis tuning, the Germans are the best, then the Americans, and the Japanese.

If the Japanese are really good at car engines and transmissions, everyone has to admit it.

But when it comes to the high-end sense of car driving, the sense of luxury, and the general handling, Japanese cars do have a certain gap from German cars and American cars.

There is no way, this is the knowledge that needs long-term accumulation of big data to accumulate.

In a car, there is another very important point, which is the matching between the engine and the transmission.

The best at this point are the Germans and Japanese, while the Americans are a bit far behind in this respect.

To put it bluntly, the same 1.4T engine, the German engine can burst out the maximum torque at 1500 rpm.

However, our domestically produced 1.4T engine basically needs to reach more than 2,000 rpm before it can burst out with maximum torque.

This is the gap in training, and this is also the gap that can only be brought about by long-term experience and big data accumulation.

The Japanese are the best at tuning the engine and transmission, especially Ryota.

Toyota is fuel-efficient and smooth, and the power of Honda's engine is on call. They are all unique.

This is also the main reason why their two cars are more popular than German cars in the second-hand car market.

On the other hand, Laomei is not even a star in this respect.

For example, the GM engine, the 2.0T headpiece home version, can achieve 285 power, and the torque is even more frighteningly high.

The transmission can also be made into 9-speed and 10-speed. Looking at the book data, it can definitely crush German and Japanese cars.

But when it comes to actual combat, I feel lax...

Whether it is Ford or GM, no matter how scary his engine data is, their transmission gears are a few more than German and Japanese.

But once the car is on the road, you will find that the start is not as good as the German model, and the fuel consumption is not as good as the Japanese model.

That is to say, in the middle and late stages of straight-line acceleration, you can feel the surging power of the engine.

But in the urban area on weekdays, which driver would drive like that.

This is the gap between the engine and transmission, matching and tuning.

Basically, these sayings are actually the advantages of those big factories in terms of big data and experience accumulation.

Engineers in Japan and Germany have accumulated experimental data from generation to generation, and then passed on these data, and then engineers, based on these experiences and data, have updated and iterated generation after generation to create today’s Japanese and German car companies. .

On the other hand, our domestic car companies are really far behind in this respect.

For example, many car companies in our country now, on their main models, will also be equipped with 6AT and 8AT transmissions developed by Toyota Queen Aisin Seiki.

This transmission looks very high-end, but when you actually use it, you will find that their matching and smoothness are not even as good as the domestic 7DCT transmission.

The parameters of the engine seem to be very high, but after matching with the Japanese transmission, the best power of the engine can't be exploded at all.

There are frequent setbacks when driving, and as for fuel economy, it can only be hehe.

This is because many of our companies are impatient and too impetuous in terms of data accumulation, and they import it from others and use it directly.

On the other hand, BYD did a very good job at the beginning.

The main points of the transmission are basically the transmission control program of the TCU.

Back then, when they reverse-engineered the Volkswagen dual-clutch transmission, they dared to gnaw hard bones.

After figuring out the principle of Volkswagen's dual-clutch, I smashed it myself, built dozens of units, and then ran wildly on the track day and night.

Record various data of transmission and engine matching, and finally according to their insiders.

A single car has been running day and night, and has run millions of kilometers on the track. Only after dozens of cars have run like this can they have sufficient data.

Finally, they designed their own TCU system, which is the first domestic automatic transmission.

It was also after BYD really conquered the automatic transmission that those international transmission manufacturers really opened the door to domestic cars.

Getrag, Aisin Seiki, ZF, and Bonquis have only begun to supply domestic brands.

If in the past, people didn't care about you at all, even if they knew to cooperate with you to make money, they would not supply you.

Because as long as they monopolize automatic transmissions, they can guarantee that their car companies can earn more from Huaguo.

In contrast, the elevator industry is the same.

It is said that the elevator control system is a big problem, which is true.

Because you need to design various solutions and program designs according to various usage scenarios of the elevator.

For example, if an elevator carries one person up to the top floor, and if it is fully loaded with thirteen people, it goes up to thirteen different floors.

Or on different floors, some people want to go upstairs and some people want to go downstairs, and at this time the elevator is just in operation.

How the elevator should be done and which group of users should be satisfied first, these all need to be set by the system.

There may be hundreds of thousands of permutations and combinations involved in different floors, different numbers of people, and different user needs.

And these needs, when you set up the system, you have to take care of it...