Chapter 837 Global Connected Car Alliance

Sure enough, as Kruger expected, it didn't take long for the CEOs of Mercedes-Benz, Volkswagen and other car companies to come, and they all met with Meng Qian.

Kruger immediately asked the company's people to go to Siemens to confirm some information, and confirmed that Ying Haiwei's Haiwei factory was a project jointly undertaken by Dafeng Group and Siemens.

And because the Haiwei factory is a brand-new factory, it has its disadvantages and its advantages of building a smart factory directly from scratch.

That's why the Haiwei factory can achieve a high degree of human-machine collaboration faster than Volkswagen's upgraded factory.

More importantly, Kruger got the most critical information. In the construction of the entire smart factory, the core system is in the hands of Dafeng Group, and the system is the lifeblood of the smart factory.

Kruger also learned from other sources that Meng Qian was already engaged in the research and development of smart factories in Russia when the concept of smart factories was not in everyone's minds.

It can't stand Meng Qian's deployment of technologies more than ten years ago, and more and more things that Meng Qian started to deploy more than ten years ago have begun to show value and significance.

"Is Meng Qian really a reborn?" Kruger subconsciously said.

Every time when everyone can't explain Meng Qian's vision, they can only bring up this reason.

Of course, these things are not important now. The important thing is that Kruger can confirm that Dafeng Group really has this technical strength. Other car companies have also received this answer. Everyone has to take action. Others may move first.

And when everyone wants to move, it often promotes the birth of some group activities.

The German government took the lead in protesting, saying that this violated the principle of free trade, but no one responded to Germany.

In such a general environment, in mid-March, the CEOs of the four major German car companies BMW, Audi, Daimler, and Volkswagen gathered together.

In addition to these four German car companies, you also saw Nokia from Finland, Sony, Geely, Yinghaiwei, Huawei, and Vientiane from Neon Country. Of course, the most eye-catching one was Meng Qian.

We held a press conference together in Hangzhou.

Meng Qian, who was sitting in the C position, faced the camera and tried to make himself a little excited, "I am very happy to be sitting with so many outstanding business representatives today to announce a very important thing, that is, we will join hands to establish the Global Connected Vehicle alliance.

The core goal of the establishment of the Global Connected Vehicle Alliance is to promote the development of the automotive industry in the new era.

We can almost be sure that the future automobile industry will involve many fields. Whether it is an automobile company or an IT company, it is impossible to complete the construction of the entire ecological chain by relying on its own capabilities.

In the future, the leading force of automobiles will expand from the automobile industry to multiple industries such as communications, transportation, semiconductors, and the Internet.

However, the development directions and goals of enterprises from each industry are different. At this time, only relying on the power of industry alliances can guide all parties in the same direction.

The automotive revolution has already begun, and the Global Connected Vehicle Alliance wants to be the pioneer and pioneer of this revolution. "

Meng Qian briefly summarized the alliance, and then began to dissect the future car, still from the four major directions of car networking, autonomous driving, service and electric vehicles.

Afterwards, BMW's Kruger, as a key person who contributed to the alliance, made a more important speech, "For a long time, when talking about the development of future cars, we have always said that the problem of data interoperability cannot be avoided, because even the same It is difficult to achieve data interoperability between different models under the brand, let alone data interoperability between different brands.

However, in the process of our contact with enterprises, we were pleasantly surprised to see that car companies have achieved perfect data interoperability. We joked in Germany before that we need a mysterious force that can realize the interoperability of our corporate data and unify standards. , perhaps, the Gale Group is the mysterious force we are looking forward to.

For us, this is a basic requirement of the global connected car alliance we want to establish. We need to achieve standard unification as soon as possible. In this field, I believe no one will question the ability of Dafeng Group.

I believe that through the establishment of this alliance, we will soon establish a unified data standard, connect more car manufacturers in the future, and form a larger industry ecosystem.

The ultimate significance of the Global Connected Vehicle Alliance is to serve the global automotive industry. "

This is a compliment to the Dafeng Group, but it is indeed a very important prerequisite, so it is more appropriate for Meng Qian not to boast about himself, so it is more appropriate for Kruger.

After the launch of the Global Connected Vehicle Alliance, there was heated discussion in the market. Everyone had to think of two other organizations. One was led by Google in 2014, and jointly established the Open Auto Alliance with Audi, General Motors, Honda, Hyundai and Nvidia. The purpose is to jointly develop a car based on Android's in-vehicle infotainment system.

The other is Audi, BMW, Daimler, Ericsson, Huawei, Intel, Nokia and Qualcomm, which established the open organization "5G Auto Alliance" in 2016.

The establishment of these two organizations is aimed at the future automotive ecology, but in the final analysis, neither of these two alliances is led by enterprises. Even if Huawei enters the 5G Auto Alliance, it is only an important member.

The Global Connected Car Alliance is led by Dafeng Group to be the C position, which has a completely different meaning.

And with the decline of Google, the Open Automobile Alliance has basically become cold, and the Android system is ready to be sold to Microsoft.

Now the 5G Auto Alliance is still a bit exciting, but in the face of such an alliance of Sino-European companies, everyone began to doubt the 5G Auto Alliance.

After the establishment of the alliance, it first brought changes in the auto parts market, and gradually news came out from Germany that auto parts manufacturers are transferring the original American market to the European market on a large scale.

The market transfer of auto parts companies this time is, on the one hand, a joint strategic transfer of the establishment of the Global Automobile Alliance. Since the two countries want to jointly build automotive industry standards, it is completely reasonable to deepen cooperation in more detailed fields.

After all, many domestic auto parts manufacturers are backed by BYD, Geely Yinghaiwei and even Dafeng Group.

On the other hand, it is also a manifestation of determination. Auto parts companies have chosen another approach.

Obviously, this is not what many people expected.

The purpose of exerting pressure is to get the other party to come and beg for mercy and then negotiate terms, if you don’t play with you, there is no way to continue

American expert media began to sit still, writing an article questioning the rationality of the threat, and came up with an interesting data.

Auto parts manufacturers cannot enter the US market, but they have gone to the European market. For auto parts manufacturers, it is a different market for sales. With enough time, they can basically adapt again. After all, the US market is not the core market for these companies after all.

However, have the vacant auto parts in the United States been replaced by American auto parts companies?

In fact, no, because looking at historical data, there have been two pressures on auto parts companies. As a result, the market that originally belonged to auto parts companies was replaced by Southeast Asian companies, and it was not the turn of American companies at all.

What's even more funny is that in the last sanctions, because Southeast Asian products were cheaper, it further took away the market share of American companies, but there is a reason why Southeast Asian products are cheap, because the quality of the products is not good.

In the end, I had to come back again. The auto parts in the United States are really lacking in cost performance.

In the face of various doubts in the country, the US government has come up with data. Although it seems to be further cooperation with German car companies, the German car companies have also promised the US that they will create 10,000 jobs for the US in the next year. The official I think this measure has achieved practical results, and I also think that the cooperation with Germany will be broken at the first touch.

However, this response was rejected as soon as it came out.

Because compared with the extra jobs in the factory, more people will be unemployed at the sales and service ends, but these people can go to work in other manufacturers after unemployment, such as Southeast Asian auto manufacturers, but the problem is, re-employment, re-employment Adapting, this is a very painful thing for many people, especially for a country like the United States that has basically no savings.

After a period of time, the employment rate looks good, but how many people have paid the price is hidden under the numbers.

But this time, instead of waiting for a response from the government, they waited for an explosive news from the capital market.

Tesla suddenly plummeted 25%.