The pit I stepped on in the automobile industry may be longer than the road you walked. Let me explain the background first. I was born in automobile, and studied in a 985 automobile college in Northeast China. It is no exaggeration to say that it is the red seedling in the automobile circle, and the alumni have gone to sea. At that time, I went to the school next door to play ball, saying that you were from the Automobile Institute, and my sisters looked up with their chins in their hands. When I graduated from college, the recruitment season was simply a fancy grab for people from major car companies. At that time, the starting salary was very good, and those who studied computer and finance also wanted to enter the car company. At that time, there were various classes in the school, such as Volkswagen class and Toyota class. Most of them will choose joint ventures after graduation because of good sales and more money.

At that time, when I just graduated, I thought about my job, but I thought it was always good to have a high degree. After I signed the job, I took the postgraduate entrance examination. The master's degree mainly studies emissions. At that time, the emissions were very hot, and the intelligent network was nothing at all. I have never heard of it. During my master's degree, I was mainly engaged in testing, building a platform to operate Horiba emission meter and fuel consumption meter, all of which are not to mention. Analog software AVL is also involved.

At that time, the Guo family spent 4 trillion yuan for several years, and the job was as good as ever. At that time, North and South Volkswagen and Shanghai GM were basically everyone's first choice. However, at that time, the internet began to exert its strength, and those who studied computers were reluctant to go to car companies. Of course, the treatment of North and South Volkswagen is still a victory for small and medium-sized IT companies. However, when I was young and a little sentimental, I was infected by the old professor at school. At that time, the old professor sneered at the public in the north and south and strongly suggested that our graduates engage in technology independently. Then I went to a steam technology center. At that time, I was catching up with the emission upgrade, and I had some background before, so I was assigned to do the vehicle emission test. In this way, I did the test work for four months first, and with little technical content, I spent more time on the debugging and maintenance of the equipment. It is this time that I understand that there are no so-called superheroes in the automobile industry, but more team battles, most of which are screws. Then an engine research and development project was short of people at that time, so I was transferred. At that time, I was still very happy. The engine is the heart of the car, and it is very gratifying to actively participate in research and development. In addition, the leader of the technology center is an engineer. At that time, he was mainly involved in the development of combustion chamber, oil supply system and calibration. At first, I was mainly responsible for simulation, 3D modeling, grid drawing, gnawing at various models (turbulence, spray, evaporation, combustion and emission), and engaged in calibration related work after trial production. Now I only vaguely remember to adjust the best ignition advance angle and scan the map. There will be various problems in the test process, and any mechanical related problems need to be dealt with by themselves. Replace spark plugs, fuel injectors, piston rings, etc. I made them myself. But only ECU we dare not touch. At that time, ECU was protected like a treasure by a box. Since then, I feel that ECU is not simple and has no future.

Later, he was engaged in engine and vehicle calibration. Of course, the most contact is Inca software. At first, I mainly adjusted the parameters with my predecessors. Slowly feel that the adjustment of parameters can't understand the strategy, and then start to practice hard. After reading this book on electronic control development, I realized that calibration is a link at the end of V process, and I gradually realized that calibration is a bit like programmers, who are all young.

Next, the wave of new energy is coming. At that time, under the impetus of state subsidies, all major car companies were engaged in new energy vehicles, of course, some were engaged in technology and some were cheated. At this time, the engine was also developing towards electrification, and it happened that the department had a hybrid project to carry out, so I actively participated. I still remember that when determining the architecture scheme, I basically studied the mixed topology on the market. I still remember the hybrid topology of Toyota power distribution CHS, Europe P0-P4, Honda IMMD, Volt and SAIC. After determining the architecture, I got the development role of control strategy. In fact, I am only responsible for the strategies in two modes, and most of the strategies used are relatively simple. But then the project was cut down, probably because the input cost was too high and the expected income was average. After cutting, a micro-mixed 48V control system is developed. That's when I came into contact with functional safety, mainly from suppliers, of course, because we didn't even ask for it at first. Later, the company conducted an internal quality self-inspection. I work with my colleagues in the quality department to sort out the internal processes of the department. Since then, I have been exposed to quality. Later, I took the internal auditor's certificate. For a while, I also struggled to take the quality road and took the 16949 certificate. Later, I gave up.

Then came the wave of intelligent networking. Because I was an early contact with functional safety in the company, I was arranged to do vehicle-level functional safety, including supplier evaluation and so on. At that time, smart cars, new energy and other start-ups were valued by capital, and all kinds of financing were not bad. They often get calls from headhunters, and it's no problem to double their salary, but they don't jump in the end. Vehicle-level functional safety is naturally inseparable from the EEA architecture of the whole vehicle, and gradually becomes a guest architect of the EEA architecture.

Now he is mainly responsible for the top-level design of the whole vehicle EEA architecture, including but not limited to EEA architecture design, classic/adaptive Autosar, SOA architecture landing design, MBSE method and tool chain, functional security, expected functional security, information security, ASPICE, IATF 16949. Of course, I'm just dabbling. After all, people's energy is limited and it is impossible to cover everything.

Of course, there are many details of the work, so I won't go into them.