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Recently, an argument has made people sound "exciting": The world's heavy truck industry has undergone tremendous changes. Dongfeng and FAW rank among the top three in the world. However, the author believes that it is still too early to assert that “the world’s heavy trucks will undergo dramatic changesâ€. The statement about the dramatic changes in the structure of the world's heavy trucks comes from the reports of the World Association of Automobile Manufacturers (OICA) and the German Automobile Industry Association (VDA). The report draws conclusions based on the 2003 production ranking of world heavy truck companies. The achievements made by China's heavy truck companies are certainly welcome, but what I want to say is that they are not yet strong enough to subvert the "world structure." Regarding core technologies alone, whether it is the Steyr series or the liberation and east wind, we are faced with the problem of how to further upgrade. High-power engines, stable drive axles, transmissions, comfortable and safe cabs, and so on are all something that we urgently need. To elaborate, the gap between Chinese trucks and international brand-name heavy trucks is still quite large in terms of fuel consumption, power, reliability, controllability, and comfort. Further to the high-end development, it is increasingly felt that technology is lacking, so many companies are preparing for joint ventures. Of course, the biggest concern still comes from the market. Because our company is at least a general "closed door", the output is almost entirely domestic, and the so-called "heavy card" is actually a "quasi-heavy card". (China's heavy truck refers to a vehicle with a load of over 8 tons, and European and American heavy trucks. The load is more than 18 tons.) In China, a single market with strong regional characteristics, the number of places won by “quasi-heavy cards†is somewhat worrying. Because with the addition of Man, Volvo, Isuzu, Mercedes-Benz, Renault and Hyundai, the Chinese heavy truck market is becoming a place where international giants compete. Some multinational truck companies have even proposed "to be Chinese rather than localized." “Localization†refers to multinational corporations entering China, where staff gradually become Chinese, while “Chineseization†is the transfer of the entire group’s center of gravity to China, which is a change in the group’s global strategy. It can be imagined that China’s heavy truck market will no longer be calm and the future of FAW and Dongfeng will not be as good as it is now. In the situation of foreign companies in China, Chinese companies must also be internationalized. The faster the better. In this regard, our company is still immature. In the words of a foreign truck company, the development of Chinese trucks is still at a low level. At this time, any blind optimism is unacceptable. Enterprises should do a good job of doing a good job of their own work, take a long-term view, and do not be keen on ranking. Jianjun Jian