Back to the topic, the scene was quiet at this time, and it was obvious that everyone was stunned by the movements of the industrial robot in front of them.

Drilling holes in iron ingots is not very high-tech.

But I want to drill a very complex hole in such a square iron ingot according to my own vision.

It's like an underground maze built by a mole, it's definitely not comparable to a straightforward shield machine drilling tunnel.

Although the workload is much smaller than that of drilling a tunnel, the difficulty can be said to be several times higher, or even dozens of times higher.

If this workpiece can be completed smoothly, the significance here will be great.

To put it bluntly, it can be said that the industrial level of Country H can be directly improved by one level, or even two to three levels.

That's not an exaggeration at all.

In the industrial world today, what kind of workpiece is the most difficult to process?

The first is the complex curved workpiece that requires integrated molding, such as the fan blades of the turbocharger.

For example, spherical bodies of various bearings, such as balls, etc.

These seemingly inconspicuous things, but they are very difficult to process.

Moreover, because our country’s machine tools were not very good in the field of high-end hardware processing, we have not been very good in this field of high-end hardware processing.

Not to mention those complex curved workpieces, we can't do well in terms of hydraulic fuel tanks.

Many people may criticize when they see this. You are just nonsense. We are the world's largest industrial country, so how can we not even be able to do a hydraulic fuel tank well?

But this is the reality. In the hydraulic field, we really can't do it.

Especially the hydraulic systems used in large-scale construction machinery are actually imported Japanese goods, and their machines are actually assembled machines.

Then why does this problem occur?

This designs the processing and sealing of hydraulic oil tanks, because hydraulic equipment often requires some control valve bodies inside.

This valve body controls the hydraulic pressure, increases the hydraulic pressure, or reduces the hydraulic pressure, and this valve body must complete the work.

The processing of this valve body is the most difficult to produce among the entire set of hydraulic equipment.

The most typical example is the hydraulic torque converter used in the AT gearbox of the car.

This thing used to be an iron box, but now in order to reduce weight to the car body, Aixin and ZF have both replaced it with aluminum alloy valve bodies.

The aluminum alloy smelting of this valve body has a very high technical content.

But we can do this now.

But aluminum alloy has been developed, but it is very difficult to turn and mill and make a hydraulic oil tank on this aluminum alloy ingot.

If you have seen this hydraulic torque converter, you will know that it is actually a box composed of two almost identical boxes, clasped together.

And when you split it from the middle, you can see that there are very complex oil paths on both sides of the box.

These oil paths, winding, are as complex as a maze of video games.

Moreover, the pipe walls of the oil circuit must be uniform in thickness and smooth in surface, which requires a very high requirement for the machine tools used in processing.

Because you have to use a knife on an aluminum ingot to carve such a complex box.

This is not the most difficult part. The most difficult part is whether you have to carve a partner that is almost exactly the same as this box on another aluminum ingot.

Don't think this is very simple, because you have to control the error within a few traces.

Because if the error is too large, then when the two boxes are closed, even if the hydraulic pipe has a slight error, then when the hydraulic oil is working inside.

As long as the oil pressure is increased, the gap caused by this subtle error will expand and oil leak outward.

In this way, according to the design, the transmission efficiency of your hydraulic torque converter was originally designed to be 95%, but in fact it would be good to reach 80%.

In this way, no matter how powerful the engine power is, the efficiency of the car is actually transmitted to the tires is not high.

This will happen, the engine data is too high, and the driver does not get a good power experience, but the car is still very fuel-intensive.

Then this transmission is equivalent to being useless...

This is the problem that we often encounter in terms of hydraulic torque converters and we are unable to provide customer service.

Because this involves several processing accuracy issues, we cannot get the high-precision machine tools used by Japanese and German automobile manufacturers.

This is also one of the main reasons why we have never been able to overcome the AT hydraulic automatic transmission.

It can even be said that it is one of the main reasons why we have never been able to make breakthroughs in the hydraulic field at present.

As for sealing, we are far behind. The seemingly ordinary sealant rings are finished in just three months.

For those who take Japanese and German products, it took a few years to use it, and it would be fine if the car ran more than 100,000 or 200,000 kilometers, and there were more channels here.

Processing accuracy and sealing are all obstacles that plague us to make breakthroughs in this field.

To put it bluntly, this is even more of a headache for us when it comes to turbine blades.

Why have we been in the field of aircraft engines and have been unable to make breakthroughs for a long time?

Materials are one reason, and on the other hand, high-precision processing is also a major problem.

For example, the combustion chamber of an aircraft engine, this is a metal cavity with very complex curved surfaces.

The F119-PW-100 afterburner turbofan engine used on the American F22 fighter is the most powerful player in this field.

There is also a very complex rotor in the combustion chamber of this kind of engine, and this rotor is actually a blade covered with various turbofans on the long shaft.

Just looking at those leaves is already a headache, and what makes you even more trouble is that you don’t know how these leaves are processed and installed on the rotor.

The bear also has a similar engine, but the bear's method is much simpler and more crude.

They directly built a high-pressure chamber and then asked workers to wear pressure-resistant clothing to complete the welding at several times, or even dozens of times, atmospheric pressure.

Weld the hard and undeformable turbofan blades to the rotor.

As for the United States, it is even more awesome. They can actually form one.

When reprocessing, welding technology is not used, but an ionic single crystal growth model is used.

Let the turbofan blades grow on the rotor and grow according to their design shape. This is the great thing about the Americans.

As early as ten years ago, let alone production, we didn’t even know how the blades of the turbofan were produced.

It was not until the last decade that we figured it out.

Oh, it turns out that the reason why other people’s turbofan blades can work in such a high-intensity working environment without deforming or falling off.

It’s because they added metal rhenium to the leaves!

It turns out that their single crystal blades are special alloys composed of titanium and rhenium.

No wonder, the turbofan blades of others are hard enough, and can work in high temperature environments of more than 3,000 degrees, and have this super creep resistance...

In order to figure out the blade material, we sacrificed countless "employees" in the United States.

Then we started to use this metal rhenium all over the world, but at this time we found that almost no rhenium mineral resources in the world were monopolized by the United States and Russia.

Needless to say, the Mao Bear has a big family and a big business, and there is almost no shortage of resources on his country.

The United States controls almost all rhenium mineral resources in other parts of the world.

Even if we want to buy it at a high price, we can't buy it.

In addition to these two, France also controls a little rhenium ore in its African colonies.

This situation was not alleviated until in recent years, when we discovered a rhenium mine in a mountainous area in China.

It was from then on that time that our turbofan-15 and turbofan-20 engines were brought up and the saying of domestic production began to begin.

You know, we have always imported engines from Maoxiong.

However, even the Turbofan-15 and Turbofan-2 have serious shortcomings.

That is the lifespan, which is far from the United States engine.

Since the material problem was solved, the next thing that troubled us was the processing problem of aerospace engines.

Although we have created some high-precision five-axis CNC machine tools through a neutral country in Western Europe.

But how to process aircraft engines is still a difficult problem.

This situation was not solved until we dug up a lot of aviation experts from Ukraine.

Only then did we realize that the turbofan blades on the Maoxiong Aviation Engine Rotor were actually welded in the high-pressure chamber.

Moreover, during welding, the cabin not only needs high pressure, but also needs extremely low temperature, so that certain characteristics of the metal can be ensured.

Then we made some extensions and innovations in the practice of the bear, which led to the birth of the WT-15 and 20.

But to be honest, reliability and lifespan are almost the same as those of Mao Bears, but they are still far behind those of the United States Air Engine.

Especially in terms of reliability and lifespan, it is really much worse.

It’s because there is no integrated technology that others have.

I won’t talk about the technology of using single crystal silicon wafer growth technology on the drill to make turbofan blades.

Just talking about the curved surface processing of other people's combustion chambers, we can't compare to this.
To be continued...